China - Second Fujian Highway Project (Vol. 9 of 9) : Huaan Section Zhangzhou-Huaan Highway : Statement of Environmental Impact Assessment

E-254 REVISED VOL. 9 World Bank Loan Project HUAAN SECTION (TANKOUCHENGGUAN) ZHANGZHOU-HUAAN HIGHWAY The Other Highway Project Fujian Provincial Highway Project II Tongjiang-Sanya National Highway Trunk Line People's Republic of China Statement of Environmental Impact Assessment SCANNED FILE COPY t Acaion#4 . o.. O~9o: APSnHri t-l- I 0 FILE (Col ti/ea.. or #) WCF 6ITI ESW CwIAsg AA PM CA- fe- V1Q5, O- Research Institute of Highway Ministry of Communications April, 1999  World Bank Loan Project HUAAN SECTION (TANKOU-CHENGGUAN) ZHANGZHOU-HUAAN HIGHWAY The Other Highway Project Fujian Provincial Highway Project II Tongjiang-Sanya National Highway Trunk Line People's Republic of China Statement of Environmental Impact Assessment |SCANNED F!' _ CO A^ccso ito -_ , I8e e l 6Gi- ofe- s< Research Institute of Highway Ministry of Communications April, 1999  Research Institute of Highway Ministry of Communications Director : Chen Guojing Chief Engineer : Xing Huichen Environment Protection Division Division Head : Ye Huihai Chief Engineer : Liu Shutao Project Team Leader : Shen Yi Project Team Member : Li Xiyun, Senior Engineer, (EIA Profesional Competence Certificate, No. 0917, Beijing); Yan Xiaolin, Assisitant Research Fellow (EIA Profesional Competence Certificate, No. 0060 Beijing); Wang Fang,Engineer (EIA Profesional Competence Certificate, No. 0098, Beijing); Final report compiled by Yan Xiaolin  Foreword Zhangzhou-Zhaoan expressway is an important section within Fujian province of the national trunk road from Tongjiang, Heilongjiang province, to Sanya, Hainan province. Zhangzhou-Zhaoan expressway connects other three expressways of Xiamen-Zhanngzhou, Quanzhou-Xiamen and Fuzhou-Quanzhou in the north, and the expressway of Shantou-Chaozhou, Shantou-Shenzhen in the south, forming an expressway corridor from the capital city of Fujian to Guangdong province, Hong Kong and Macao, linking the south-east area of Fujian province with the Zhujiang river delta area, to bring into full play of the important function of "window" opening to the outside world of the special economic zone in the area, which is of great significance to both Fujian and Guangdong provinces, as well as the coastal area's economic development. Zhangzhou-Zhaoan expressway is the Fujian Provincial Highway Project n with the World Bank loan. The Zhangzhou-Huaan Section (Tankou-Chengguan) is one of the Other Highway Project of the Project II. The road project will further improve the road network condition with higher capacity to accommodate the increasing traffic to help speed up northern area's economic development of Zhangzhou. Entrusted by the project owner, the Research Institute of Highway (RIOH) of the Ministry of Communications (MOC) undertakes the environmental impact assessment for the attached project. In December, 1998, with the assistance from the project owner, the Fujian Communications Planning and Design Institute (FCPDI), and relevant departments of the local government, the EIA working group from the RIOH conducted an on-site investigation of the area along the road, visited such sensitive spots as villages, schools, hospitals and etc., canvassed opinions and suggestions of the public on the proposed road project, land acquisition and resettlement policy and the environmental protection measures, and collected materials relevant to the EIA work, on the base of which the Statement of the Environmental Impact Assessment for the Huaan Section of Zhangzhou-Huaan highway was accomplished in February, 1999. In March, 1999 the EIA working group had discussions with the environmental expert from the World Bank, with amendments made to the Statement of EIA done in February, 1999, based on the advice from the expert. We would like express our appreciation to all those who gave us support to make the EIA work success.  Content 1. General Introduction I 1. 1 Purpose of the EIA I 1.2 Laws, regulations and documents as the basis of the EIA report I 1.3 Assessment scope, emphasis, standards and time horizon 2 1.4 Environmental protection targets 3 1.5 Classification of the EIA 4 1.6 Assessment method 4 1.7 Assessment procedures 4 2. Engineering Brief 6 2.1 Alignment and main control points 6 2.2 Traffic forecast 6 2.3 Construction scale and technical standards 6 2.4 Major construction work amount 7 2.5 Estimation of investment and time schedule of construction work 8 2.6 Identification and classification of environmental impact 9 3. Environmental Conditions and the Current Status Assessment 10 3.1 Natural and geographical conditions 10 3.2 Ecological environmnent assessment 12 3.3 Current status assessment of acoustic environment and ambient air quality 14 3.4 Current status assessment of social environment 15 4. Expected Environmental Impacts and Protection Measures 18 4.1 Ecological environmental impact assessment 18 4.2 Forecast and assessment of acoustic environment 23 4.3 Forecast and assessment of ambient air quality 27 4.4 Assessment of social environmental impact 30 4.5 Environmental impact prevention and control measures 31 5. The Alternative Schemes 35 5.1 Introduction to the alternative schemes 35 5.2 Comparison analysis of the engineering factor 36 5.3 Comparison analysis of environrmental factor 37 6. Cost-benefit Analysis 39 6.1 Engineering economic cost-benefit analysis 39 6.2 Cost estimation for environmental protection 39 6.3 Cost-benefit analysis of environmental protection investment 39 7. Environmental Protection Management and Environmental Monitoring Plan 41  7.1 Environmental management organization 41 7.2 Action plan for environmental protection and management 42 7.3 Environmental monitoring plan 43 8. Public Participation 44 9. Conclusions 47 9.1 Ecological environrnental impact assessment 47 9.2 Acoustic environmental impact assessment 47 9.3 Ambient air environmnental impact assessment 48 9.4 Social environmental impact assessment 48 9.5 Overall conclusion 49 2  1. General Introduction 1.1 Purpose of the EIA Highway construction is a kind of development involved with natural environment and resources with great social and economic implications. The construction of the highway and the highway traffic will cause a number of impacts on the natural and the social environment. The purposes of the ELA for this Project are as follows. (1) By description, forecast and assessment of the social, economic, natural and ecological environmental impacts, both in terms of their scope and extent, arising from the proposed highway project in differeni stages of highway design, construction and operation, to provide the basis for optimized selection of the road alignment; (2) To set forth feasible preventive and protective measures so as to minimize the negative impacts caused by the highway project, in the stages of construction and operation of the highway, in terms of the pollution and local vegetation damages, and to provide recommendations for the environmental engineering design; (3) To provide supplement information and scientific basis for the environmental management and the development planning for the areas along the highway to promote sustainable development of social economic transport in harmony with the environment. 1.2 Laws, regulations and documents as the basis of the EIA report (1) "Law of Environmental Protection of the People's Republic of China"; (2) "Law of Water and Soil Retention of the People's Republic of China"; (3) "Land Administration Law of the People's Republic of China"; (4) "Law of the People's Republic of China for the Prevention and Treatment of Noise Pollution"; (5) "Regulations Concerning with the Environmental Protection and Management of Capital Construction Project", State Council Ordinance No.253; (6) "Notice to Strengthen the Environmental Impact Assessment and Management of Construction Project Financed by Loan from International Financial Organizations" jointly issued by NEPA, State Planning Commission, the Ministry of Finance and People's Bank of China in 1993; (7) "Technical Guidelines for IEA", HJIT2.1 - 2.3-93, HJ/T2.4-1995 and HJ/T- 19-1997, SEPA; (8) "Measures Concerning the Environmental Protection and Management for Communications Construction Project" issued by the Ministry of Communications (9) "Specifications for Environmental Impact Assessment of Highway Construction Project" JTJO05-96; (10) "Engineering Feasibility Study Report for Huaan Section (from Tankou to Chengguan) of Zhangzhou-Huaan Highway", made by Fujian Provincial Highway Planning and Design Institute, December, 1998.  (11) "Confirmation of the Standards to be used for Environmental Impact Assessment for Zhangzhou-Zhaoan Expressway" [1998] No. 032, issued by the Fujian Provincial Environmental Protection Bureau; (12) Operational Directive (OD) 4.01 (1991) on Environmental Assessment, (World Bank); (13) Opertional Policies (OP) 4.01 (1999), Bank Procedures (BP) 4.01 (1999), Good Practices (GP) 4.01 (1999) on Environmental Assessment (World Babnk); 1.3 Assessment scope, emphasis, standards and time horizon 1.3.1 Assessment scope The assessment scope of the project for ecological, noise and air environment is within the area of 200 meters from both sides along the central line of the proposed road, based on the features of the environmental impact at the stages of construction and operation of the road and the features of the natural environment. The assessment scope of the social economic environment is only in the areas with direct impacts. 1.3.2 Emphasis of the assessment Based on the EIA analysis, the environmental impacts on the ecological environment, water and soil retention and the noise impact on the schools and resident areas are taken as the emphasis of the assessment. 1.3.3 Assessment standards According to the document of "Confirmation of the Standards to be used for Environmental Impact Assessment for Zhangzhou-Zhaoan Expressway" [1998] No. 032, issued by the Fujian Provincial Environmental Protection Bureau, the standards used in the assessment are as follows: (1) The Class II standard prescribed in the "Soil Quality Standard" GBI5618- 1995 is used for the assessment of lead content in the soil, as shown in Table I -1. Table 1-1 Class II standard of lead content in the soil PH value of the soil < 6.5 6.5 - 7.5 > 7.5 Lead content 250 300 350 (2) The Class III standard in the "Surface Water Quality Standard" (GB3838-88) is used, as shown in Table 1-2. Table 1-2 Water quality standard (Unit: me/L, except for PH) Item | PH Permanganate index S Dissolved 02 Total Lead Oil BOD Standard value 6.5 - 8.5 6 s150 2 0.05 0.05 s4 * water quality standard for agricultural irrigation water (3) Standard for noise assessment The "Standard Noise Limit for Construction Site" (GB12523-90) shall be used 2  for assessment for the construction period, as shown in Table 1-3; and the "Ambient Noise Standard for Urban Area" (GB3096-93) shall be used for the noise assessment for the operation period of the highway as follows: class IV standard for areas within a distance of 100 meters from the central line of the road, class II standard for the areas within a distance of 100 - 200 meters from the central line of the road, and Class I standard for schools and hospitals, as shown in Table 1-4. Table 1-3 Standard noise limit for construction site (GB12523-90) Construction stage Main sources of noise Noise limit Daytime Nighttime Earth & stone work Bulldozer, excavator, loader, etc. 75 55 Piling Various piling machine 85 banned Structure work Concrete mixer, vibrator etc. 70 55 Table 1-4 Ambient noise standard (GB3096-9S) LA,: dB Classification Daytime Nighttime Class I 55 45 Class II 60 50 Class IV 70 55 (4) Ambient air quality assessment standard For the construction period, TSP shall meet the requirement specified in the Class II standard of the "Ambient Air Quality Standard". For operation period, the Class II standard the "Ambient Air Quality" (GB3095- 96) shall be used, as shown in Table 1-5. Table 1-5 Ambient air qualitv standard mg/m 3 Pollutant TSP NOx CO Concentration (daily average) 0.30 0.10 4.00 Limit (one hour average) 1.00 0.15 10.00 1.3.4 Time horizon According to the time schedule of the engineering work and the traffic forecast, the time horizon for the assessment shall be construction period and operation period with correspondent year of 2000, 2005, 2010 and 2015. 1.4 Environment protection target (1) The target of environment protection for the proposed road project includes the agricultural ecological system and to maintain a proper environment for people's daily life and for school teaching and studying activities along both sides of the road. (2) The environmental protection targets in terms of noise and air environment are shown in Table 1-6. 3  Table 1-6 Environmental protection targets Environment Protection target Location Brief description of environment Impact factor Cover plant & whole road Cover plants on both sides of existing road & land occupation by road and small animals planted woods engineering construction work Ecological Farm land whole road Land acqusition of farm land 33.1 mu. land occupation by road and & water including paddy, dry land and pool, engineering construction work environment Soil retention whole road More barrens, less cover plants, palnty of rain earth cutting, filling, borrowing Jiulongjiang nver whole road Along the river, not water source pretecion area engineering construction, soil erosion, pavement run-off Taikou k28 lOm from road, existing road through the village Huangzao (HZ) k54 I Om from road, resident houses beside the road, over 100 residents' Ambient noise, HZ primary school k53+600 50m from road, 3 story school building on the construction noise, TSP, Ambient air, i_ ght side of road, 300 students, I5 teachers trafTic noise in operation period, Social Xinyushen k55+800 I Om from road, existing road through the town traffic emissions, environment Xinyu primary k55+SOO 20m from road, 3 story school building 400 school students and 4 rows of dormitories for 120 resident students with enclosing wall, with the ground level 5 m higher than the road pavement surface Xinyu hospitl k56 50m from road, 10 medical workers and 4 ___________ _ _ __________ 1hospital beds _ 1.5 Classification of the EIA In accordance with the classification of the EIA work as required by the World Bank for road improvement project, this project involves with reconstruction of the existing road passing through such sensitive spots as resident area; therefore it is necessary to compile the EIA report and the environmental action plan (EAP). In accordance with the classification of the EIA for special subject as specified in the "Technical Guidelines for IEA", the EIA for the ecological environment (including water environment) should be Class m; the EIA for acoustic environment should be Class II; and the EIA for ambient air quality should be Class III. 1.6 Assessment method In the environmental impact assessment, the principle of "combining points with lines, representing road section with typical points" shall be adopted. Assessment of current status is based on survey and statistic analysis; with modeling and analogue methods for forecast and assessment of noise and ambient air impact; analogue method for water environment; survey and statistic analysis for social economic environment. Some indicators or values exceeding the standard limits may also be used in the assessment. 1.7 Assessment procedures The assessment procedures for the Project are shown in Fig. I-1. 4  |Set forth EIA ta,sk ||On-site survevrnen rteto tre FAnalysisof impact factor Impact caused by land occupation Impact during construction period Impact during operation period - reduce farmland - soil erosion due to filling/cutting - traffic noise and vibration - resettlement - wastes and dust pollution - air pollution - destroy original natural environment - construction noise and vibration - pavement runoff - detrimental to wild animals & plants - obstruct existing traffic - dangerous goods traffic accident - change of hydrologic condition - accident on construction site - flood control - newly added artificial landscape - human health' & disease infection - partition of local people - land price fluctuation - hazardous materials spillage - change of living standard Public oarticioation l- Current condition investigatic and assessment | socio-economic traffic environment ecology environment air environment acoustic environment - area function - main road layout - type, quantity, activity - meteorological features -current status - human health and classification law, living environment, - current air quality -existing noise - fesettlement - road capacity wild animal protection - existing pollutant sources - tourism resource - source & volume classification, sources distribution and - living standard of road building - farm land, vegetation -distribution and classification - land use material and coverage status, classification of air -noise sensitive point - industry structure transport route - farm land quality, pollution sensitive distribution and - soil erosion, point classification - water area & function I_ I Alternatives | ~Impael foreeast | | Forecast model ecological environment ambient air acoustic enviromment social economy - fauna and flora -air quality -ambient noise - population distribution - water TSP - land use - water and soil retention Nox - resettlemcnt - surface hydrology CO - economic development - surface water quality - resources development - soil quality - infrastructure facility I Environment standard I Environmental impact assessment| Protection & mitigation measures and cost-benefit analysis r EIA report L Environmental Action Plan Figure 1-1 EIA technical procedure 5  2. Engineering Brief 2.1 Alignment and main control points The Zhangzhou-Huaan section starts from the border area of Zhangzhou and Huaan at the opposite bank of Tankou (the original Zhang-Hua route k23+200), towards the upstream direction along the Jiulongjiang river, via Qianzhe (k25+750), to Taikou k28+140. The original alignment will generally be followed with necessary modification of straightening, widening and newly added pavement. A new bridge of the same type will be built at the upper stream of the existing bridge; and the two bridges will share the up-stream and down-stream traffic respectively. After the bridge, the route shall be once again along the original route, via Jianmei k29+400, Dakeng k32+400, to Xiazhangkou k36+400. The route continues along the river, via Shakeng k40+000, Xinlai k43+ 400, Waishe k50+800, where a new tunnel of 170m long and a new Huangzao bridge (5 span - 245.5m) are to be built, after which, the road will have a separate interchange with the railway, to Xinyu k55+700. Starting from k56, the road will be rising with high embankment via Shapuwei at k57+250; the rising gradient continues until the Hongqishan Huaan power plant area. The road will go into a 2,180m tunnel at k57+900, on the left side of the mountain. After the tunnel. the original temporary road used for the railway construction will be used and reconstructed connecting with the existing road. A small bridge is to be built to cross over the Wuya Dongkou of the power plant, linking with and along the inner side of the existing road, with pavement widened; in paralell with the gutter drainage of the power plant the road will end at k64+930 in front of the Huaan railway station. The main control points are the starting point Tankou, Qianze, Taikou, Lishui woodland, Huangzao, Xinyu, Shapuwei, Hongqishan tunnel, Lizaiping, and the end point of Chenguan, with a total length of 41.73km, which is 12.07km shorter than the existing road. 2.2 Traffic forecast The traffic forecast can be summarized in Table 2-1, based on the economic development and the passenger and freight transport volume. Table 2-1 Summary of the traffic forecast Ycar 2000 2005 2010 2015 Tankou - Chengguan 2,236 3,637 5,191 7,340 2.3 Construction scale and technical standards Table 2-2 shows the construction scale and the technical standard adopted for the Project. 6  Table 2-2 Construction scale and the technical standard Indicator Tankou - Chengguan Class 11 road Design speed (km/h) 40 Subgrade width (m) 12 Carriageway width (m) 9 General minimum radius of horizontal curve (m) 100 Ultimate minimum radius of horizontal curve (m) 60 Stopping sight distance (m) 40 Maximum longitudinal gradient (%) 7 Design flood frequency for subgrade 1/50 Design loading capacity for bridge Vehicle - 20, trailer - 100 2.4 Major construction work amount 2.4.1 Subgrade Since some of the road section is along the river side, the subgrade design is mainly controlled by flood, bridge and the earth / stone filling. The road has little longitudinal fluctuations, with the maximum longitudinal gradient being 3.5%. The subgrade width is 12m, and the gradient of cut side slope is dependent on the geological conditions, as well as the height and the materials of the filling. For earth side slope, it is 1:0.5, 1:0.75 or 1:1.15; for stone side slope, it is 1:0.25, 1:0.33 or 1:0.5. Total earth and stone work amount for the subgrade is 1,784,200m3. 2.4.2 Drainage protection Design of longitudinal and horizontal drainage for the subgrade is done taking into consideration of the layout of bridge and culvert. Drainage ditches are to be set on both sides of fill embankment (no drainage ditch on the river side). Drainage ditches are to be set on both sides of the subgrade of cut section, with interception ditch on the top of the slope. Chute and water drop well are to be built with stone pitching, to make sure the water flow swiftly, as well as proper strength and stability of the subgrade. Total earth and stone work for the drainage protection is 55,088m3. 2.4.3. Pavement The carriageway width of the road is 9m with cement concrete pavement. 2.4.4 Bridge There are a total of 28 bridges to be built for the road with a total length of 1,082.6m, of which 2 are large bridges, i.e. Huangzao bridge, 245.5m long; Taikou bridge, 131.8m long; 12 are medium bridge, with total length of 429.02m; 14 are small bridge with total length of 277.0m. 2.4.5 Tunnel Two tunnels will be built with total length of 2,350m. One is 2,180m long, with geological features of surrounding rock of V, IV kind; another is 170m, with 7  geological features of surrounding rock of II, IV kind. 2.4.6 Main engineering work amount Table 2-3 shows the summary of the main engineering work amount. Table 2-3 Summary of main engineering work amount No. Indicator Unit Engineering work amount I Length km 41.73 2 Subgrade earth & stone work m3 1,784,200 (1I ) Earth work m3 739,200 3 (2) Stone work m3 1,045,000 3 Drainage protection m3 55,080 4 Pavement m2 347,170 5 Bridge m / number 1,082.6 / 28 (1) Large bridge m / number 376.58 2 (2) Medium bridge m / number 429.02 /12 (3) Small bridge m / number 277 1 14 6 Culvert number 102 7 Tunnel m / number 2,350 / 2 8 Safety facility km 41.73 9 Land acquisition mu 167.5 10 Relocated building m2 10,192 2.5 Estimation of investment and time schedule of construction work Total cost for the Project is estimated at CNY 243.518 million, of which construction cost is CNY 186.931 million, with the cost per kilometer of CNY 5.836 million. The time schedule of the Project is shown in Table 2-4. Table 2-4 Time schedule of the Project i ~~~~~~~~~~~~~~~~~Date Dcsign of construction plan January, 1998 -April, 1999 Construction May, 1999 - May, 2001 The sources of the financing for the Project are shown in Table 2-5. Table 2-5 Sources of the road financing Source CNY (million) Share (%) Remarks Grants from province, municipality & local county 85.52 35 Local countylO0/o Domestic bank loan 85.00 35 World Bank loan 73.00 30 8  2.6 Identification and classification of environmental impact According to the on-site investigation and analysis, the enviromnental impact factors for the Project can be summarized as follows. At the design stage, the impacts to be considered and identified are those arising from such factors as the alignment of the road involving permanent and temporary occupation of land and woodland, resettlement of residents, which will have impact on the land use, farming, community life and the natural landscape. At the construction stage, the impacts to be considered and identified are those arising from the engineering construction work, such as damage to the surface vegetation and the wild life habitat and soil erosion caused by cutting and filling work, which may also change the water flow and quality; the dusts and noises caused by the construction machines, which will have impact on the nearby school students and residents; the construction machine will have impact on the existing road traffic, which will increase the accident risk; and the engineering construction work will also cause inconvenience for the local residents. The construction work for some sections along the Jiulongjiang river will have negative impact on the soil erosion of the area and on the river water quality. At the operation period, the impacts to be considered and identified are those arising from the traffic, such as the impacts of noise and air pollutants from the vehicles and vehicle emissions, CO, NOx, and etc.; and due to the fact that it needs time to recover the vegetation, soil erosion may still exist. The pavement run-off will have negative impact on the Jiulongjiang river water quality. According to the engineering and enviromnental features the main environmental impacts can be identified as shown in Table 2-7. Table 2-7 Identification of the environmental impact caused by the Project Impact factor Impacts Construction stage Operation stage Integration of tansport network, economic & resource development o Societal Living standard, economic income 0 0 environment Resettlement, partition of community. residents daily life * o Natural Landform and landscape 0 o Vegetation damage, soil erosion * o Ecological Water pollution o o Soil and farmiand crops, land loss Fauna and flora a a Noise Resident area, school 0 Ambient air Dusts, TSP o Vehicle emissions (CO. NOx) 0 Note: * signifant impact; 0 mediun imnpat: o slightimpct 9  3. Environmental Conditions and the Current Status Assessment 3.1 Natural and geographical conditions 3.1.1 Meteorological condition Huaan county is located in the north periphery of the southern sub-tropic area, a transition area from the southern sub-tropic area to the mid Asia tropic area. The landform in the north-west being higher than that in the south-east forms a screen to protect the south area from being affected by the north cold air, greatly weakened the cold air influence. The Jiulongjiang river passes through the mid area in south north direction. The meteorological condition is characteristic of hot humidity maritime monsoon with a lot of rain in summer, evergreen plants all the year round, progressively increasing thermal distribution and decreasing rainfall distribution from the north-west to the south-east, and frequent disaster climate. The meteorological conditions based on the statistics of the Huaan county Meteorological Bureau are as follows. (1) Temperature Annual average temperature is 20.8 C; Extreme highest temperature 40.61C (July 18, 1988); Extreme lowest temperature - 3.81C (January 2, 1963); The hottest month is July, with monthly average temperature of 28.2 C; There are 23 days per year with temperature high above 35 C. (2) Rainfall Annual average rainfall is 1,631.5mm; The maximum rainfall per year is 2,124.3mm(1961); The maximum rainfall per month is 620mm (September, 1961); The maximum rainfall per day is 1,992mm(June 25, 1985); There are average 18.4 days per year with rainfall greater than 25mm; The rainy season is from May to June, and the typhoon season (after flood season) is from July to September. (3) Wind Annual average wind speed is 1.5m/s; the prevailing wind is in north-east direction with frequency of 9%, maximum speed of l Om/s. (4) Fog The average foggy day per year is 15.6 days. (5) Relative humidity The annual average relative humidity is 79%. 3.1.2 Hydrological condition The proposed road is mainly along the North Stream of Jiulongjiang river. 10  The North Stream of Jiulongjiang river is 274km long, of which 107km are within Huaan county area, with drainage area of 9,640km2. Its annual average run-off volume is 209m3/s; with historic lowest run-off volume of 171 m3/s; historic highest water level of 99.4m and the maximum run-off volume of 11,500m3/s. 3.1.3 Landform and geological condition (1) Natural geography Huaan county, located in the south-west of Fujian province at the middle reaches of the North Stream of Jiulongjiang river, is one of the satellite counties of Zhangzhou municipality. It borders on Changtai county in the south-east, with Anqi county to its north-east, Zhangping municipality to its north-west. The Yingtan-Xiamen railway and the North Stream of Jiulongjiang river pass through the county area in south-north direction. It is 77km from Zhangzhou and 127km from Xiamen special economic zone. (2) Landform The road area is hilly with hills and low mountains with elevation over 20 - 150m and that of mountain peak over 300 - 600m. The gradient of the hills is over 15 - 300, and there are steep cliff and precipice to form steep V-shaped valley. The North Stream of Jiulongjiang river is all the way through along with the road. The river bed in the low land area of the mountains is broad and wide with a lot of alluvial gravel and sands. (3) Geological structure T=he area is located at Zhouning Huaan block heave belt, with Variscan - Indo- Chinese epoch development, Yanshan epoch east direction fault, with 8 bands of fault passing through the road alignment. The F8 fault of Indo-Chinese epoch is nearly orthogonal with the alignment of the Hongqishan tunnel. The width of fault crush zone is over 130 - 150m. (4) Hydrological and geological condition The underground water in this area can be classified into pore phreatic flow from Quatemary system sliderock crushstone, rubblestone, and alluvial sand gravel; pore water from basement rock weathered zone; crevice water from fault crush zone and joint fissure. Spring usually occurs around ravine and low land areas, which is kind of pore space water from alluvial layer with small run-off volume fluctuating from season to season, depending on the main source of rainfall. (5) Poor geological phenomenon :(i) There are a total of 14 sections with high side slope for the road, some of which are of soil side slope at the upper part with rock foundation and the depth of the top layer soil is over 6- 8m. Therefore, consequent landslide may occur at the soil rock interface. II  (ii) The bury depth of Hongqishan tunnel is over 150 -280m. Since 200m is usually known as the critical depth for rock burst to happen, stress measuring shall be conducted for the tunnel section with bury depth over 200m at next step to assess the issue of rock burst. (6) Engineering geological assessment (i) The foundation condition of the road is good and no soft ground has been found in the whole route area. (ii) The basement rock is bare for most of the bridge location, most of which are weathered rock, except for some individual bridge location with surface of gravel and Sandy gravel layer with depth over 3 - 5m without soft weak layer underneath. 3.1.4 Earthquake The earthquake intensity in this area is usually of VII degree. 3.2 Ecological environment assessment 3.2.1 Investigation and assessment of the current status of flora and fauna Within the highway project area there are original cover plant of sub-tropic rain forest and broad-leaved forest (evergreen broad-leaved forest), most of which are in remote mountain area, far from the projected road. The secondary cover plants mainly are sub-tropic evergreen broad-leaved tree, secondary leaf-fall broad-leaved tree, secondary masson pine tree, Chinese fir, mixed broad-leaved and coniferous forest, bamboo forest. The main cover plants of cash forest are tea-oil tree, tung oil tree, tea garden, fruit tree, bamboo and etc. There are 242 families, 1,089 attributes and 2,698 genuses, of which 42 families, 87 attributes and 206 genuses for pteridophyta; 8 famnilies and 22 genuses for gymnospermn; 192 families, 891 attributes and 2,438 genuses for angiospermous; and also included are 400 genuses of medical plant and 67 genuses of rare plant. There are 19 species of animal, 20 species of bird, 39 species of fish, pests and other animals, of which 35 species are the wildlife protected by the State and the province. Owing to the production activities and everyday life of the human being, within the road area there is no original forest and the wildlife under protection, and the cover plant in the area is dominated by planted woodland and agricultural crops, with the cover rate less than 30%. 3.2.2 Investigation and assessment of the current status of the land use Total land area of Huaan county is 1,951,806 mu, of which 193,208 mu are farm land, accounting for 9.9%; 82,075 mu gardens, accounting for 4.2%; 1,161,889.1 mu 12  woodland, accounting for 59.53%; 47,186 mu water area, accounting for 2.4%; 426,102 mu unused land, accounting for 21.85%. The analysis based on the investigation shows that the main features of the land use in Huaan county are as follows. (1) The hilly area is dominated by woodland, with some planted cash forest; and the farm land is dominated by paddy, followed by those for peanuts, sugarcane and tobacco. (2) The land use rate is relatively high!, with low plantation rate, with the land use rate for the whole county area being up to 78.17%, and the plantation rate being only 9.9%. (3) There are many kinds of farm land, unevenly distributed and restricted by the landform. Most of the farm land are on both sides of the river, the basin area in the mountains, hillside, and the low land area, sporadically distributed, usually with deep gradient. 3.2.3 Investigation and assessment of the agricultural resources Plantation is the major agricultural production in Huaan county and the main crops are rice, wheat, sweet potato, soybean, corn, potato; the cash crops mainly are tea, sugarcane and tobacco, followed by peanut, and cassava. The gross output value of agricultural product was CNY 410.16 million in 1997, of which CNY 46.12 million was the output of the forest industry, CNY 104.46 million of animal husbandry, CNY 19.21 million of fishery. There are a number of soil types in the area, mainly including red soil, loess, alluvial soil, paddy soil, and etc.; of which the red soil is widely distributed. 3.2.4 Investigation and assessment of the current status of water and soil erosion The area of water and soil erosion in the county once reached 244,674 mu. After many years efforts, the area with water and soil erosion being under control has been reached 172,231 mu. However due to limited investrnent and slow process of the cover plantation growing, it is necessary to strengthen control of water and soil erosion. The red soil loss is mainly caused by water erosion, mostly in hilly area, particularly for the red soil evolved from granite and purple sandy vanadinmica. The module of soil erosion is over 402.5 - 484.2t/km2 * y. 3.2.5 Current status of the Jiulongjiang river water quality The Jiulongjiang Beixi river, where the highway project is located, is not the First Class and the Second Class water source prection area. The nearest Huaan water source is 2km away at the upstream of the river. The water from the river nearby the road sections is mainly for industrial and agricultural use. 13  The Zhangzhou Municipal Environmental Monitor Station has set up 5 water quality monitor sections, two of which are in the road alignment area (Xinyu section and North 12 section). The water quality data monitored (provided in March, 1999) are summarized in Table 3-2-1. Table 3-2-1 Summary of monitored water quality data (Unit: m /gL) Section Water Times Sampling pH SS DO Permanga- BODs Pb Oil monitored period date nate index I 15/05 7.47 12 7.7 3.2 0.84 0.001 0.025 High 2 j 22/05 753 1 1 7.0 27 1.73 001 0025 Avetmge 7.50 12 7.4 3.0 1.29 0.0056 0.025 l 18/09 7.70 23 7.1 2.6 1.02 0.001 0.025 Xinyu Slacken 2 24/09 7.47 14 6.0 3.3 0.85 0.001 0.025 Average 7.63 I 8 6.6 3.0 0.94 0.001 0.025 11/12 7.53 12 6.2 1.6 0.98 0.002 0.025 Low 18/12 7.72 1 0 6.2 1.5 1.59 0.002 0.025 Average 7.62 _ 1 6.2 1.5 1.44 0.002 0.025 15/05 7.48 12 6.5 3.5 1.67 0.001 0.025 High 22/05 7.47 10 5.6 3.1 3.37 0.001 0.025 Average 7.48 3 61 3.3 2.52 0.001 0.025 18/09 7.80 23 63 3.1 0.91 0.001 0.025 North 12 Slacken | 24/09 1 13 5.9 5.6 2.05 0.001 0.025 Average 78.0 I8 6.1 4.4 1.48 0.00238 0.025 11/12 7.34 8 6.0 1.5 0.53 0.002 0.025 Low 18/12 7.45 10 7.9 2.3 1.81 0.002 0.025 _ _ _ Average 7.40 9 7.0 1.9 1.17 0.002 0.025 Class III water quality standard 6.5 - 8-5 |5 150 | 5 5 6 S4 S 0.05 s 0.05 It can be seen from Table 3-2-1 that all the monitored data from the two sections are within the standard limits of Class I1I of GB3838-88, which indicates that the river water quality is good to meet requirements for its function. 3.3 Current status assessment of acoustic environment and ambient air quality Along the road area most are rural area with villages and some scattered resident spots in small scale. Only over some broad flat land such as Huangzao, Xinyu and etc., there are relatively densely populated resident areas, with the resident buildings on both sides of the existing Zhang-Hua road, forming street highway. The road traffic is the main source of the noise and the pollutants. On the whole the current status of the acoustic and air environment is good along the road area. There are 13 acoustic environmental monitoring spots distributed at critical points, 14  along the Zhangzhou-Zhaoan expressway, of which the geographical and environmental features of the monitoring spots of Guanyinting, Waifenglou, Gaolin High School and Andou Primary School are similar to those of this highway project area, therefore according to the analogue method in the EIA, analogue method can be used to assess the current status of the acoustic and air environment, i.e. to assess the current status for the road project by use of the existing enviromnental monitoring results from the above mentioned four monitoring spots. The measured results from the four monitoring spots are as follows: day time average noise level of 48.1dB(A) and thgt of night time 40.1dB(A); the day time average noise level around the schools 47.8dB(A) and night time average noise level of 40.6dB(A). The average value noise level is up to Class I standard level, which indicates good acoustic environment quality. There are 4 ambient air monitoring spots at critical points, along the Zhangzhou- Zhaoan expressway, of which the geographical and environmental conditions of Guanyinting are similar to those of this highway project area, with measured results of one hour average concentration of CO over 0.75 - 1.12mg/Nm3, daily average concentration of CO over 0.84 - 1.03mg/Nm3; one hour average concentration of NOx over 0.005 - 0.015mg/Nm3, daily average concentration of NOx over 0.005 - 0.012mg/Nm3; daily average concentration of TSP over 0.018 - 0.048mg/Nm3. It can be seen that the concentrations of the pollutants of CO, NOx, and TSP are relatively low, and the ambient air quality is good. 3.4 Current status assessment of social environment 3.4.1 General condition Huaan county is located in the far north mountain area of Zhangzhou municipality bordering on Zhangping county of Longyan municipality, with the mountain area accounting for 89% of the whole county. In accordance with the concrete situation a mountain area based economic development strategy has been formulated with the "North Stream 50 km Bamboo Industry Corridor" and the "18,000 mu Longan Belt along the River" as the emphasis to develop bamnboo and wood products, fruits, edible fungus, vegetable, tobacco, sugar, aquatics breeding and green food products, with great achievements having been achieved. Total grain output reached 76,970 ton, 358 kg per mu and per capita output 0.485 ton in 1997, ranked in the second place in Zhangzhou municipality. The forestry industry. is developing well with forest covering rate of 59%, with store volume of 3.5063 million mi3. The industry has got rich hydraulic power resource, with hydraulic power supply of 558,730,000 kwh in 1997. The Huaan Hydraulic Power Station is one of the large power plant with annual average power supply of 360,000,000 kwh. Three manufacturing industries of bamboo and wood, jade, and food have been developed, with total annual output value of CNY 280.75 million, accounting for 37.39% of the whole industry output. In addition, there are rich stone material resource in the area, particularly the calcareous-silica hornfelse 15  from "Jiulongbi" (nine dragon wall) is a typical decorative stone material, looks like marble, much better than granite in terms of appearance quality and dense texture, good for both handicraft articles and high grade buildings. At the foot of a hill and beside a river the county has potentials for its tourism resource. The overall economic strength has been enhanced over the six years of 1992 - 1997, with gross domestic product increased from CNY 220 million to CNY 651.97 million (1990 constant value), increased by 196.35%, with annual average growth rate of 24.27%. The output value of industry and agriculture increased from CNY 363.58 million in 1992 to CNY 1149.85 million in 197, increased by 216.26%, with annual average growth rate of 25.89%. Export oriented economy is also developing. In 1997 there are 4 newly established Chinese foreign joint ventures in the county with contracted foreign investment of USD 4.16 million and actual utilization of foreign capital of USD 3.1 million. Table 3-4-1 show the summary of the economic indicators. Table 3-4-2 show the economic indicators of the economic development program. Table 3-4-1 Main economic indicators of Huaan county 1985 1990 1991 1992 1993 1994 1995 1996 1997 GNP (CNY million) 125.51 168.09 177.17 221.96 274.67 341.09 422.99 500.0 652.97 GDP (CNY million) 220.76 272.13 339.84 421.99 500.0 651.97 Gross output of I & A (CNYmillion) 207.88 234.85 291.59 363.58 439.26 636.76 714.71 866.52 1149.85 of which: Industry(1) 183.11 24726 401.56 414.25 526.02 750.78 Agriculture (A) 180.47 192.32 235.20 300.46 340.50 399.07 Population (1000) 157.954 157.877 157.719 158.074 158.411 158.627 per capital GNP (CNY) 1,405 1,740 2,160 2,676 3,230 4,116 per capita gross output of I&A (CNY) 2,302 2,784 4,032 4,521 5,470 7,248 Urban resident living cost (CNY) f 1,594 4,652 5,368 5,748 Fauner's net income (CNY) 1,073 1,597 2,102 2,495 Table 3-4-2 Economic indicator of the economic development program 1996 2000 2010 GDP CNY million 500 1,295 2,790 Annual growth rate 26.8% 1 8.0% per capita GDP (CNY) 3,230 7,791 | 15,196 Gross output of I&A CNY million 867 3,000 7,800 Annual growth rate 36.4% 10.0% 3.4.2 Assessment of current status of living standard Due to the rapid economic development, the living standard is improving greatly and Table 34-3 shows the net income of the farmers. 16  Table 3-4-3 Net income of the farmers over 1995 - 1997 (Unit: CNY) 1997 1996 1995 Increased by (1997 over 1996) Increased by (1996 over 1995) County level average 2,495 2,102 1,597 18.7% 31.6% Shuijian 2,639 2,308 1,651 14.3% 39.8% Huafeng 2,624 2,278 1,713 15.2% 33.0% Xinyu 2,276 1,943 1,376 17.1% 41.2 Fengshan 2,645 2,369 2,005 11.7% 18.2% 17  4. Expected Environmental Impacts and Protection Measures 4.1 Ecological environmental impact assessment 4.1.1 Assessment of impact on land use It is inevitable for the road project to occupy the land permanently or temporarily, and the land used for the road will lost its original function, which will have impact on the farm production, ecological environment, as well as the social economic system. Particularly, the farmland is precious in Fluaan county with per capita land and farrn land ownership only 12.32 mu and 1.22 mu respectively; and the per capita farm land ownership for the highway project area being less than 1.2mu. Total land occupation of the road project is 1,104 mu. In addition to the existing road, acquisition of 167.5 mu land will be needed, of which 33.1mu are farm land (including paddy, dry land and pool). According to the on-site investigation, the road alignment basically goes along with the Jiulongjiang river, confmed by the landform. Therefore very little farm land will be included in the land acquisition, with some only for temporary use. And there are unused land which can be developed to mitigate the impact on the farm land loss. As for the impact of the lead emissions from the traffic on the farm land soil on both sides of the road, according to the study report made by the Research Institute of Highway of the Ministry of Communications, the lead content in the farm land soil on both sides of the road will be very small, far less than the Class II standard limit as required in the State standard GBI6518-1995 "Soil Environment Quality Standard" even in the long term operation period. At present more and more unleaded gasoline are used in China, and by the year of 2000, leaded gasoline will disappeared in the market as required by the State regulation. Therefore the impact of lead on the road side farm land soil will be very small in the road construction and operation period. 4.1.2 Assessment of impact on fauna and flora Owing to the land occupation and the cutting and filling work in the construction period particularly for the widened subgrade, some cover plant will have to be damaged. However, due to the fact that one side of the road is beside the Jiulongjiang river and the other side is at the foot of hill slope, where the cover plant is few; therefore, on the whole the impact arising from the road project on the cover plant is small, and the damage caused by the road project will be mitigated by plantation and greening engineering work, taking advantage of the local humidity and warm climate. Because of the human being's activities along the road project area, there is no rare and big animals around the area. There will be impacts on small ones such frog, bird, pest during the construction period, which will migrate to other places for the time being and once the cover plants are resumed, they may come back. 4.1.3 Assessment of impact on water and soil erosion (l) Analysis of the factors to cause water and soil erosion 18  The main factors cause soil erosion during the road construction period are rainfall and engineering work. The road project area is located in the transition area from the southern sub-tropic area to the mid sub-tropic area, with annual average rainfall of 1,631.3 mm and the rainy season from May to June with rainfall accounting for 40% of the year total. It can be expected that the months of May and June will be the period with most of the soil erosion during the construction period over the year of 1999 - 2001. The engineering work refers to the necessary cutting and filling work for subgrade, bridge, culvert, and tunnel. Proper treatment will have to be made to prevent the soil from being eroded. Table 4-1-1 lists the summary of the way of soil erosion caused by road construction. Table 4-1-1 Summary of the way of soil erosion caused by engineering construction Features Way of erosion Subgrade I. Stratified filling, compact, finish trim of side slope; I. Cutting and filling surface soil erosion, slight erosion 2. Stratified cutting, road trough trim and compact. on compacted pavement surface; 2. Dominated by rill erosion and planar erosion; 3. The extent of the erosion will increase with the growth of depth of cutting and filling 4. The erosion area is wide. Bridge I Open cutting or piling for bridge foundation; L. Serious erosion for open cutting area of the foundation; 2. Subgrade treatment for culvert, or clear away the soft 2. Undervater construction work will cause resuspension ground soil if it is necessary; of the river bed deposits; 3 Water flow is usually around the bridge construction 3. Great sand content in water for construction use; site 4. Bridge abutment and tunnel portal are vulnerable to water and soil erosion. Tunnel I. Cutting for tunnel; 1. Cutting and soil removal will cause serious erosion; 2. Disposal of the spoils. 2. Local loss will be great. Eanh borrowing I. Borrowing and spoil disposal area with slope; I. Dominated by planar erosion and rill erosion; spoils disposal 2. The spoils may damage the cover plant; 2. Local loss will be great. 3 The spoils are usually slack and easy to be eroded. (2) Potential soil erosion intensity and erosion forecast The mostly applied in the world, the U.S. universal soil erosion equation is used here to estimate the soil erosion. A=R K*Ls*C*P where: A - erosion intensity (ton/km2 year); R - rainfall erosion factor; K - soil factor, for highway, K=0.42 - 0.46, here 0.44 is taken; Ls - landforrn factor, a function of surface run-off and gradient, as follows L Ls ( )m (65.4sin2O + 4.56sinO + 0.065) 22.1 where: L - lenght of the eroded slope (m); O - gradient of the eroded slope. 19  Since most of the highway sections are to be reconstructed based on the original road, with road subgrade of 12m, in hilly area, the area of l Om from both sides of the road center line shall be considered in the estimation. Before the highway construction 0=120, L=10.4m, m=0.5m; after the highway is completed 0=37.00 (gradient 1:1.5), L=4.8m, m=0.8m. The calculation shows that before the construction started, Ls=1 1.3, in the construction period, Ls=7. 1. C - surface coverage factor, since the existing road pavement and road side have cover plants, before the construction is started, C=0.4, in the copnstruction period the pavement and the cover plants are t6 be damaged, C=1.0. P - water and soil retention factor, before the construction is started, the ground is flat and compacted, P=0.7, in the construction period, P=l.0. To calculate the equation under the assumption of the given parameters, we can get the soil erosion intensity before and after the construction is started, and the changing rate of the growth:of the soil erosion intensity. A2BF RK2LS2P2C2 0.44 x 11.3 x 1.0 x 1.0 =6.3 AIAF RKILSIPICI 0.4 x 7.1 x 0.7 x 0.4 The maximum soil erosion intensity in the construction period will be 6.3 time as much as that before the construction is started, i.e. the erosion will increased from 402.5 - 484.2ton/km2 _ year before the construction to 2,535 - 3,050ton/km2 * year, which shows that the local soil erosion will be great and that it should not be neglected. Given the construction period of two years (May, 1999 - May, 2001), the width of the soil erosion area being twice as much as that of the subgrade, the soil erosion in the construction period may be up to about 2,538.0 ton - 3,055.Oton. However the actual soil erosion will be smaller than this figure; it is because that (i) cutting and filling area in the first year will be less than that of the estimation, and the subgrade will be compacted layer by layer; (ii) the side slope protection and the drainage engineering system will be carried out concurrently; (iii) the greening engineering work will be implemented to ensure resume of the cover plants, which will reduce the loss of soil erosion. But owing to the fact that many of the road section is close to the Jiulongjiang river, the soil erosion will have direct impact on the river water quality, it is necessary to take every measure to reduce the soil erosion in the construction period. (3) Analysis of the spoils of the engineering work The highway project is based on the reconstruction of the exiting road, with straightening and widening work, which will have moderate amount of cutting work, only limited to areas of widened subgrade areas. For reconstructed road the transport 20  conditions is relatively better, and the spoils from cutting may be used for fillings; therefore the amount of the spoils will not be great. Most of the spoils come will from the two tunnels. The Hongqishan tunnel is 2,180m long, with earth and stone work amount up to 12,927m3; the Xinanban tunnel is 170m long with earth and stone work amount up to 10,081m3. To make full used of the cut earth and stone from the tunnels, and to deal with the spoils, high road embankment scheme is adopted at both ends of the tunnels, to have not only reduced the spoils to the minimum, but also improved the alignment of the highway. Therefore, the spoils disposal has been controlled quite well, but still effective should also be taken to reduce the negative impact arising from the spoils. 4.1.4 Assessment of impact on water environment (I) The impact of soil erosion on water quality The impact arising from construction of the road project on water environment, mainly include the affected rivers, farm land, ditches, and etc.; and the impact may be caused to happen in two ways: water and eroded soil flow from construction worksite directly into the nearby farmland; rill erosion of soil and sand flow into river or distant farm land by way of irrigation system. There are several section of the highway being alongside the Jiulongjiang Beixi river, with culverts acrossing over four tributaries of Zhuxi, Tiangongxi, Xianxi, Luoxi and a number of farmland irrigation channels, which will not cause partition or cut-off of the exiting irrigation and river system. However, the construction of these bridges and culverts will cause soil erosions and impact on the water quality. The highway sections alongside the river are as the following. (i) The section from K23+200 to K57 The start point and the section of K30 - K31 are alongside the river. Such measures as to build earth retaining wall should be taken to prevent the earth and stone from falling into the river during the construction period. The rest of the highway sections are 20- lOOm away from the river, with the altitude of the pavement 15 - 25m higher tahn that of the water level; therefore the probability of direct falling into the river for the earth and stone is small; but still in rainy season the eroded soil may flow into the water body to cause turbid. (ii) The highway section over K57 - K61 This section is the Hongqishan tunnel and its entry and exit areas. Although there is no direct impact on the river water area, the high embankment scheme will have potential soil erosion and indirect impact on the river water, particularly in rainy days. Therefore, construction of this section should not be done in rainy season. 21  (iii) The highway section from K61 to the end point of K64+930 This section is based on the the original temporary road used for the railway construction, which is far away from the river. (2) Analysis of the impact caused by bridge construction and the labour camp Local river substrate silt resuspension will occur in the beginning of the bridge construction caused by piling or cofferdam construction, which will have negative impact on water quality. Study shows that the "turbid flow" produced by construction of large bridge is usually 150 - 200m long. Taking inaccount of the characteristics of the Beixi river, which is narrow with swift flow, the impact area may be greater, but it is limited in hundreds of meters. Since the construction machine is usually powered by electric motor, without mineral oil leakage, only with little lubricant, the impact arising from gasoline spillage or leakage will be little on water quality. The sewage and wastes from the labour camp and the construction site may be brought over into river to cause water pollution. Given the construction labours of 200 - 500, the daily water consumption will be 18 - 45 ton, so the daily sewages may have negative impact on the river water and should be treated properly. The dusts arising from subgrade construction and construction material transport may also be brought over into the river, which will have impact on water quality. However, on the whole this kind of impact is temporary and slight. (2) Analysis of the impacts during operation period During the operation period, the emissions and dusts from the traffic will be dispersed with wind and drop into river to have impact on water quality; however, the quantity of the pollutants is very small, with little impact. The oil spillage over the road pavement and the particles from worn tires of road vehicles may also be brought into the river by way of the drainage system. The pollutants from pavement run-off mainly are suspended solids, oil, organic substance and lead, and etc., with their concentration depending on such factors as road traffic volume, rainfall intensity, dust deposition, duration of previous dry season, and etc.. Because the highway project area is abundant in rainfall with short period of dry season, the amount of the pollutants in the pavement run-off is relatively small. According to the measurement of the downstream river water quality from a number of bridge sites, the water quality indicators usually meet the Class III standard of GB3838-88, except for SS, which usually has slight exceedings over the Class I standard of GB5084-92. Since the highway has designed with drainage system, guiding the pavement run-off into the tributary streams of the Jiulongjiang river, the direct negative impact on the trunk part of the river will be avoided. In addition, the Jiulongjiang river bed is wide, with its water flow being swift and 22  stable, which possesses strong dilution, dispersion and self cleaning capacity, the impact on water pollution cause buy the road project will be small, with slight impact on the Jiulongjiang water quality, even if it is under the extreme unfavorable rainfall conditions. 4.2 Forecast and assessment of acoustic environment 4.2.1 Analysis of acoustic environment impact during construction period The main noise source during road construction period is from road construction machinery, with the extent of the impact depending on such factors as work time schedule and progress, the equipment used, as well as the worksite location and the its distance from the sensitive points of village, school, and etc.. By way of on-site investigation and comparison analysis, the first raw of resident houses near the road will have the most significant impact, for the sensitive spots of Huangzao, Xinyu villages. Huangzao primary school and Xinyu primary school are near the road and will have certain impact 4.2.2 Environmental impact assessment in operation period (1) Forecast and assessment of traffic noise The traffic noise forecast shall be made by using the forecast model as follows: N1 rO Leqi(d) = LAi + lOlg(-) + lOlg( ) + AS - 13 TVi r N1 ro ro Leqi(n) = LAi + lOlg(-) + 151g(-)+ lOlg( )a + AS - 13 TlVi r r The noise level grade of the overall traffic noise at point P shall be: 3 Leq(t) = 10 lgE 10 .ILeqi i =l where: Leqi(d) equivalent noise level, produced by i-type vehicle at forecast point P by day (dB); Leqi(n) the equivalent noise level as mentioned above by night; LAi average maximum noise level of i-type vehicle at reference point, (dB); Ni average hourly traffic of i-type vehicle, (Veh./h).; V2 average speed of i-type vehicle, (km/h); T average time (hour); r distance from reference point to driving line (m); r. distance from forecast point to driving line (m); a noise attenuation factor; AS noise attenuation during transmission (minus); 23  It can be seen from the forecast model that, the traffic noise level during the operation period depends on the traffic volume, vehicle composition, vehicle speed, radiant acoustic power level of vehicle, longitudinal gradient, pavement texture, and etc., which can be identified as follows. (i) Traffic volume In accordance with the feasibility study report for the road project, the traffic forecast is summarized in Table 2-1. The co-efficient for the day time is taken as 90%. (ii) Vehicle composition Based on the feasibility study report, the vehicle composition of the road traffic is as follows: small vehicle accounting for 38.6%, medium vehicle accounting for 53.2%, and large vehicle accounting for 8.4%. (iii) Vehicle speed The technical standard of the road project is of Class II road, with design speed of 40km/h. It is assumed that vehicle speed of 30km/h for medium and large vehicles and 40km/h for small vehicle in traffic noise forecast. (iv) Traffic noise intensity Lw,i The average traffic noise intensity for different type of vehicle can be calculated as the following. Large vehicle: L>v, = 77.2 + 0.18 VI; Medium vehicle: Lwm = 62.2 + 0.32 Vm; Small vehicle: L,, = 59.3 + 0.23 V,; (v) Attenuation factor Taking into consideration of the fact that most land on both sides of the road are fannland and woodland, the attenuation factor a is taken as 0.5. (vi) AS AS = ALwoods + ALbuilding + ALASA a. A", is the attenuation caused by barrier of woods, when the depth of the woods is 30m, ALvo = 5dB; when it is 60m, then AL,o&d = lOdB, which is the maximum attenuation. b. ALbuilding iS attenuation caused by barrier of building, which can be estimated as follows: When the first raw of building occupying 40% - 60% of the area between the forecast point and the central line of the road, ALbuilding = 3dB; when it is 70% - 90%, then ALbuilding = 5dB; and when every additional raw of building is added, ALbuilding iS 24  increased by 1.5dB, and the maximum is I OdB. c. ALASA (ASA, acoustic shadow area) is the attenuation caused by acoustic shadow area arising from high embankment or low cutting. When the forecast point is outside the shadow area, ALASA = 0; When the forecast point is inside the shadow area, ALASA is dependent on the difference of sound wave path 5 = a + b + c. Figure 4-1-1 illustrates calculation of the sound wave path. H*s--.... R r where: H - height of noise source, 0.8m; M - height of road embankment or cutting (0.0 - 5.0m); r - horizontal distance from forecast point to road shoulder; h - height of the probe at forecast point, I .2m; R - half of subgrade width (12.0m). Figure 4-2-1 Illustration of calculation of sound wave path It can be seen from the Figure that the length of the sound shadow area for Huangzao primary school is 9.0m, and that for Xinyu primary school is 16.5m (no shadow area for other sensitive spots); and the correspondent noise attenuation can be find out from Fresnel curve. Based on the above mentioned model and parameters, the traffic forecast for operation period is summarized in Table 4-2-1. Table 4-2-1 Summary of trafric noise forecast for operation period Year Time Forecast of noise level at points with different distances from road (dB(A) period l Gm 20m 30m 40m 5Sm 60m 70m 80m 90m IOOm 2000 Day 61.5 57.3 54.4 52.3 50.6 49.2 48.0 46.9 46.0 45.2 Night 54.9 50.6 47.8 45.6 43.9 42.5 41.3 40.2 39.3 38.4 2005 Day 64.7 60.5 57.7 55.6 53.9 52.5 51.3 50.2 49.3 38.4 Night 58.1 53.8 50.9 48.8 47.1 45.7 44.4 43.4 42.4 41.6 2010 Day 66.3 62.1 59.3 57.2 55.6 53.0 53.0 52.0 51.0 50.2 Night 59.6 55.3 52.5 50.4 48.7 46.0 46.0 44.9 44.0 43.1 2015 Day 67.9 63.7 61.0 58.9 57.3 54.8 54.8 537 528 52.0 Night 61.1 56.9 54.0 519 50.2 47.6 47.6 465 456 44.7 25  It can be seen from Table 4-2-1 that within the assessment area the noise level in the operation period will not exceed the standard limit as specified in the State standard GB3096-93 (day time 70dB(A), night time 55dB(A)). By the year of 2005 the night time noise level at points 20m from road will exceed the standard limit; and by the year of 2015, the distance of the points with exceeding noise level will be up to 30m, and the points outside the 30m distance area the noise level will not exceed the standard limit. Therefore the impact area is relative small, only limited to the first raw of the roadside building within the areas 30m from the road. (2) Forecast and assessment of noise level At sensitive points Forecast of the environmental noise level for the sensitive points can be made as the sum of the forecast traffic noise and the background noise, as follows. Leqfo,,ast = 10 Ig(1OlO 0uarnc + I00