E2868 V1 Environmental Impact Assessment …...advantage shall be changed into the economic advantage only by taking the traffic or communication as a bridge, and embodying the urban

E2868

V1

Environmental Impact Assessment Report

for Xiangyang Urban Transportation

Project with World Bank Loan

(FINAL VERSION TO WORLD BANK)

Construction unit: Xiangyang Construction Investment & Operation Co.,

Ltd.

Assessment unit: China Railway Siyuan Survey and Design Group Co., Ltd.

Class A: G.H.P.Z.J.Zi No.2605

September 2011

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1.0 General description

1.1 General situation of the project

1.1.1 Name of the project

Xiangyang Urban Transportation Project with Loan of World Bank

1.1.2 Composition of the project

Xiangyang Urban Transportation Project with Loan of World Bank, according to the

different administration and implementation organizations, is divided into 4 sub-

projects of public traffic preferential corridor improvement, traffic safety and control,

road perfection as well as the organization development & capacity construction.

1.1.3 Location of the project

All contents of the project are distributed within the scope of Xiangyang urban area,

the newly built roads of the road perfection sub-project in civil works are located at

Pangdong new zone of Xiangcheng District of Xiangyang; The sub-project of public

traffic preferential corridor improvement-the dedicated public traffic road and railway

public traffic hub reconstruction works of Changhong Road section is located within

Fancheng district, newly built Xianshan parking and service yard is located within

Panggong new zone of Xiangcheng district, newly built Xiangyang Economic

Development Zone parking and service yard is inside Shenzhen Industrial Park of

Xiangzhou district. Details refer to the diagram of its geographic location.

1.1.4 Construction unit

Xiangyang Urban Investment & Operation Co., Ltd.

1.1.5 Background of the project

Along with the drawing up of the national strategy of “the growing up of Central

China”, Xiangyang as a sub-central city in Hubei, the most important metropolis in

northwest of Hubei has met with unprecedented development opportunities. Resort to

its unique geographical location and convenient traffic conditions, Xiangyang shall

enjoy with the stronger external radiation and industrial cohesion. At present, the

traffic construction of Xiangyang is faced with austere challenges, the location

advantage shall be changed into the economic advantage only by taking the traffic or

communication as a bridge, and embodying the urban fascination and enhancing the

urban comprehensive competitive power needs to construct a modernized urban

traffic system. In order to improve the urban traffic and urban functions, boost the

construction of the experiment zone reform test of state level of Xiangyang urban

circle, at the same time, it’s necessary to further increase the force or the traffic

construction and meet the traffic demand of continuous development.

In July 2009, at the loan project meeting jointly held by National Development and

Reform Commission and Ministry of Finance, World Bank agreed to the draft

resolution of USD 100,000,000 loan to Xiangfan urban traffic project. At the meeting,

each party planned to submit the project to be built to the board of director of World

Bank for approval, in order to be included into World Bank 2012 financial loan

program.

From Nov. 5~6, 2009, World Bank dispatched the first delegation to Xiangfan for

conducting the preliminary communication for this project.

In May 2010, the Proposal for Utilizing World Bank Loan by Xiangfan Urban Project

Construction by Xiangfan city, Hubei Province was completed.

In Dec. 2010, World Bank further promoted conducting the feasibility study on

Xiangyang Urban Transportation Project with loan of World Bank by Xiangyang,

perfecting the road network system of Panggong area, boosting the construction on

the parking lots and public traffic stations. Greatly implement the strategy of “public

traffic preference”, enhance the public traffic service level. Strengthen the traffic

control and get done with the traffic jam removal and smooth traffic protection work.

1.2 Objective of environmental impact assessment

The construction and operation of the project shall have certain impact on the

environment of the area for building the project, on basis of investigation on the

current situation of the project area, through analysis on its pollution, the assessment

intends to predict the impact of the project construction on the environment, put

forward the feasible measures for controlling the pollution and alleviating the impact,

in order to provide reference to the decision making for the project, guide the design

for its environment protection and the environment management for its construction

period and operation period, enable the construction of the project to reach the

unification of economic benefit, social benefit and environment benefit.

1.3 Guiding ideology

The guiding ideology of the assessment is based on the detailed project analysis, in

accordance with the requirement of Technical Guidance Rules for Environmental

Impact Assessment (HJ/T2.1-93, HJ/T2.3-93, HJ/T2.2-2008, HJ/T2.4-1995, HJ19-

2011) and Environmental Impact Assessment Codes for Highway Construction

Works(trial) (JTJ 005-96), fully utilized the current basic information and use for

reference the related highway construction works assessment results, reasonably

determined the assessment scope, monitoring items. And according to the

characteristics of the project, selected the most representative monitoring locations,

monitoring factors and predictive models. The conclusion would be maximally

scientific, objective, just, clear and reliable.

1.4 Assessment basis

1.4.1 Laws, rules and regulations and policies of the country

(1) Environmental Protection Law of the People’s Republic of China, implemented on

Dev. 26, 1989;

(2) Law of the People’s Republic of China on Environmental Impact Assessment,

implemented on Sept 1, 2003;

(3) Law of the People's Republic of China on the Prevention and Control of

Atmospheric Pollution, implemented on Sept 1, 2000;

(4) Law of the People's Republic of China on Prevention and Control of Pollution

from Environmental Noise, implemented on March 1, 1997;

(5) Law of the People's Republic of China on Prevention and Control of Water

Pollution, revised on Feb. 28, 2008;

(6) Law of the People’s Republic of China on the Prevention and Control of

Environmental Pollution, implemented on April 1, 2005;

(7) Urban and Rural Planning Law of the People’s Republic of China, implemented

on Jan. 1, 2008;

(8) Law of the People's Republic of China on Land Management, implemented on

August 28, 2004;

(9) Law of the People's Republic of China on Water and Soil Conservation,

implemented on June 29, 1991;

(10) The People's Republic of China- State Council (1998) No. 253 order for

Regulations for Environmental Protection Management for the Construction Works,

implemented on Dec. 12, 1998;

(11) Document of State Environmental Protection Administrative Bureau H.F.[2003]

No.94: Notification Relating to Environmental Noise in the Environmental Impact

Assessment for highway, railway (include light railway) and other construction

works;

(12) State Environmental Protection Administrative Bureau H.F. 2006[No. 28]

Tentative Procedure for the Public Participating the Environmental Impact

Assessment; implemented on March 18, 2006.

1.4.2 Local rules, policies and documents

(1) Environmental Protection Regulations of Hubei revised), Hubei Provincial

People’s Standing Commission, implemented on Jan.1, 1998;

(2) Regulations for Atmosphere Pollution Control in Hubei, Hubei Provincial

People’s Congress Standing Commission, implemented on Dec. 3, 1997;

(3) Regulations for Hubei Urban Environmental Noise Control, Hubei Provincial

People’s Congress Standing Commission, implemented on April 1, 1987;

(4) Procedure for Hubei to Implement the People’s Republic of China Water

Pollution Control Law, implemented on Jan. 1, 2001;

(5) Implementation Procedures for Xiangfan Urban Construction Wastes Control,

X.F.Z.F[2005] No.36;

(6) Procedure for Controlling Xiangyang Urban Hightime Construction, Xiangyang

People’s Government ordinance No. 16.

1.4.3 Relevant documents of World Bank

(1) World Bank OP/BP4.01 and appendixes (environmental assessment), Jan. 1999;

(2) World Bank OP/ (environmental assessment), Jan. 1999;

(3) Documents assembly of World Bank environmental impact assessment.

1.4.4 Documents related to the planning and environmental function division

(1) Xiangfan Urban Master Plan (2008—2020);

(2) Xiangfan Overall Planning of Land Uses (1997—2010);

(3) Xiangfan Comprehensive Urban Traffic Planning (2007);

(4) Xiangfan Urban Public Traffic Planning(2007�2020);

(5) Xiangcheng district Planning for Ancient City Protection (2007);

(6) Panggong New Zone Planning (2010);

(7) Xiangfan environmental function division;

(8) Xiangfan statistical yearbook and related statistics bulletin in past years.

1.4.5 The project design information

(1) The Feasibility Study Report on Xiangyang Urban Transportation Project with

World Bank Loan (general report) 2011.8;


World Bank Loan (sub-project of the road perfection) 2011.8;


World Bank Loan (sub-project of the urban public traffic) 2011.8;


World Bank Loan (sub-project of the traffic safety and control) 2011.8.

1.4.6 Technical codes for environmental impact assessment

(1) The People’s Republic of China environmental protection industry standard

HJ/T2.1-93 Environmental Impact Assessment Technical Guide Rules-General

Principles;


HJ2.2-2008 Environmental Impact Assessment Technical Guide Rules-Atmosphere

environment;


HJ/T2.3-93 Environmental Impact Assessment Technical Guide Rules-surface water

environment;


HJ/T2.4-2009 Environmental Impact Assessment Technical Guide Rules·-acoustic

environment;

(5) The People's Republic of China environmental protection industry standard HJ19-

2011 Environmental Impact Assessment Technical Guide Rules-ecological impact;

(6) The People’s Republic of China industrial standard-code for Highway

Construction Environment Impact Assessment (JTG B03-2006).

1.4.7 Standard letters of affirmation

Letters of Xiangyang Environmental Protection Bureau Relating to Environmental

Impact Assessment Implementation Standard for Xiangyang Urban Transportation

Project with World Bank Loan (X.H.P[2011]No.25).

1.5 Assessment rating and scope

1.5.1 The division method stipulated by World Bank OP4.01

According to the division method stipulated by World Bank business handbook—

Environmental Impact Assessment (OP4.01), the assessment type is divided as type

B.

1.5.2 Work class of domestic environmental impact assessment

Work class of domestic environmental impact assessment is different to that of World

Bank, according to technical guide rules of environmental impact assessment of

China, the assessment work classes are divided into 3 classes. According to the

characteristics and the local environmental characteristics of the sub-project to be

constructed, in accordance to the technical guide rules of environmental impact

assessment and code for highway environmental impact assessment on the topic of

each sub-project assessment and the assessment work class, the determined results

refer to table 1-1.

Table 1-1 Assessment topic and assessment work class division

Name of sub-

project

Assessment

topic Rating Rating determination basis

Ecology Class 1

Impact scope<20km2, generated biomass reduced

to<50%, species diversity reduced <50%, no

ecological sensitive area within the project scope.

Noise Class 1

Recent traffic volume in operation is over 10,000

vehicles/day (standard mini-passenger car), within

60m to the road central line with more than 50

households, school and other sensitive object.

Sub-project of

road

perfection

Air Class 1

Recent traffic volume in operation is over 50,000

vehicles/day (standard mini-passenger car), and

within assessment scope with more than 50

households, school and other sensitive object..

Ecology Class 1

Impact scope<20km2, generated biomass reduced

to<50%, species diversity reduced <50%, no

ecological sensitive area within the project scope.

Noise Class 3

Recent traffic volume in operation for each public

traffic station is less than 5,000 vehicles/ day

(standard mini-passenger car).

Air Class 3

Recent traffic volume in operation for each public

traffic station is less than 20,000 vehicles/day

(standard mini-passenger car). Sub-project of

public traffic

Water

environment Class 3

Sewage discharge of each public traffic station

is�200 m3/d, discharged water pollutants are

mainly non-permanent pollutants, water quality

parameters number needs to predict the

concentration is �7, complex degree of sewage

quality is simple, it shall be drained into the

municipal sewage network after the treatment, and

final entered into urban sewage treatment plant.

1.5.3 Assessment scope

According to the provisions of the technical guide rules of environmental impact

assessment, the code to highway construction environmental impact assessment, the

assessment scope determined for assessment this time refers to table 1-2.

Table 1-2 Assessment topic and assessment scope

Name of sub-project Assessment

factors Assessment scope

Ecology Respectively 100m scope at two sides of newly built road central

line and possible area involved by the project construction.

Noise Respectively 200m scope at two side of newly built road central

line.

Vibration Respectively 60m scope at two side of newly built road central line.

Sub-project of road

network perfection

Air Respectively 200m scope at two side of newly built road central

line.

Ecology Public traffic station project scope and its construction possible

involved area.

Noise 60m outside the Public traffic station boundary line

Vibration 60m outside the Public traffic station boundary line

Air Public traffic station project scope and its construction possible

involved area.

Sub-project of public

traffic preferential

corridor

improvement

Water

environment

Not divide the assessment scope, only conduct the discharge

standard qualification analysis.

1.6 Assessment factors

According to the pollution characteristics of the project, through selection and

identification, environmental impact assessment factors of each assessment topic refer

to Table 1-3.

Table 1-3 Summary table for main factors of environmental impact assessment

Assess main factors Assessment

elements Construction period Operation period

Acoustic

environment

Equivalent continuous acoustic

level A Equivalent continuous acoustic level A

Vibration

environment VLzmax VLz10

Water

environment SS, COD, oil, etc.

PH,BOD5,COD, animal and vegetable oil, oil type,

ammonia nitrogen

Environment

air TSP NOX(NO2),CO

Solid wastes Construction waste, domestic

waste

Domestic waste of the public traffic station staff and

passenger carried waste.

Ecological

environment

Water and soil loss, urban

greening Landscape, vegetation recovery.

1.7 Assessment standard

1.7.1 Acoustic environment

According to letters of standard affirmation, assessment adopted acoustic

environmental noise refers to Table 1-4.

Table 1-4 Implemented standards for acoustic environment assessment

Standard No. Standard

name

Standard value and

class

(Type)

Scope of application Remarks

GB3096-2008

Acoustic

environment

quality

standard

Class 4a area:

Daytime 70dB(A)

Night time

55dB(A)

Southeast section of inner ring road, Xingguang

Avenue, Jianghua Road, Xiangyang Road,Zhakou

Road,Panggong Road, planned No.13 road, area of

the building facing to one side of the road.

Next to the

road is 3f or

over building

The adjacent is type 2,3 standard applicable area,

respectively area within 35,25m to the road

boundary line

Next to the

road is 3f or

less building

Class 3 area:

Day time 65dB(A)

Night time

55dB(A)

Scope of industrial area

Class 2 area:

Day time 60dB(A)

Night time

50dB(A)

Other areas and other sensitive points of project

scope

Include

school class

rooms and

hospital

within class 4

area

GB12348-2008

Environment

noise

discharge

standard for

industrial

enterprise

boundary

for industrial

enterprise

boundary

Class 2 area:

Day time 60dB(A)

Night time

50dB(A)

Public traffic station(Xianshan parking and service

yard, Xiangzhou district-Shenzhen Industrial Park

Parking and Service Yard, railway public traffic

hub)1m outside the boundary

GB12523-90

Noise Limits

for

Construction

Site

Earthwork period:

Day time75dB,

Night time 55d B;

Piling period: Day

time 85dB, Night

time no

construction;

Structural period:

Day time

70dB,Night time

55d B;

Decoration period:

Day time 65dB,

Night time 55d B.

With the boundary line of relevant construction site

of sensitive areas

1.7.2 Vibration environment

According to letters of standard affirmation, vibration environment standards refer to

Table 1-5.

Table 1-5 Implemented standards for vibration environment assessment

Standard

No.

Standard

name

Standard value

and class Scope of application

Standard

Selection

basis

Mixed area

standard: Day

time 75dB,

Night time

72dB

Sensitive points located within

noise function division type “2”

area

GB10070-

88

Environment

vibration

standard for

urban area

Industrial area

standard: Day

time75dB, Night

time 72dB


noise function division type “3”

area

Determination

for the

standard class

refers to noise

function area

type

Standard value

for two sides of

primary traffic

road network:

Day time75dB,

Night time

72dB


noise function division type “4a”

area

1.7.3 Water environment

The project is mainly urban road, sewage during construction period and operation

period is sewage pipe network of urban drained sewage, finally entering urban sewage

treatment plant, according to the letter of standard affirmation, sewage discharge

standard is implementing class 3 Standard of sewage comprehensive discharge

standard (GB8978-1996), details refer to Table 1-6.

Table 1-6 Implemented standard for water environment assessment

Standard No. Standard name Standard value

and class Pollutants Standard value(mg/L)

pH 6 9

SS 400

BOD5 300

COD 500

Oil type 20

Animal and

vegetation oil

v��

100

Ammonia nitrogen

/

GB8978-1996

Comprehensive

sewage discharge

standard

Class 3

LAS 20

This project is close to Han River, according to the function division for Xiangyang

earth’s surface water environment, Hanjiang section where the project is located is

type � water body, and the water quality standard refers to Table 1-7.

Table 1-7 Han River water environment quality standard for the project area

Standard No. Standard name

Standard

value and

class

Pollutants Standard value(mg/L)

pH 6~9

SS 0.2

BOD5 4

COD 20

Oil type 0.05

GB3838-2002 Earth’s surface

water

environment

quality standard

Type �

Ammonia nitrogen

1.0

LAS 0.2

1.7.4 Atmosphere environment

According to letters of standard affirmation, atmosphere environment quality standard

for the area along the project shall implement class 2 standard of Ambient Air Quality

Standard (GB3095-1996), details refer to Table 1-8.

Table 1-8 Implemented standard for atmosphere environment assessment

Standard No. Standard name

Standard value and class

Pollutants Standard value(mg/cubic

meter)

Annual mean 0.2 TSP

Daily mean 0.3

Annual mean 0.05

Daily mean 0.10 NOX

1h mean 0.15

Annual mean 0.04

Daily mean 0.08 NO2

1h mean 0.12

Daily mean 4.0

GB3095-1996

Embient air quality standard

Class 2

CO

1h mean 10.0

1.8 Assessment prediction time interval

This assessment time intervals are construction period and operation period.

Construction is same to the project construction period; Operation period is consistent

to vehicle flow prediction year. Namely:

Construction period: 2011y~2015y.

Operation period: 2015y~2020y.

1.9 Emphases of the assessment

According to major potential environment impact of the project and the regional

environment sensitive degree, this assessment takes the topic of the following

environmental impact assessment as emphases of the assessment:

(1)Topic on acoustic environmental impact assessment: Stress on assessing the impact

of the project operation on schools, hospitals and concentrated residents quarters at

two sides of the road.

(2)Topic on urban ecological environmental impact assessment: Mainly analyze the

harmony of the road landscape and the surrounding environment.

(3)Topic on environment air impact assessment: Stress on assessing the impact of

vehicle tail gas on schools, hospitals and concentrated residents quarters at two sides

of the road.

(4)Public participation: Stress on investigation for units, schools, hospitals and

concentrated residents quarters at two sides of the road.

1.10 Assessment technical method

According to the principle of “based on the point, combining point with the line and

feedback of whole line, it’s adopted mode calculation, analog method and

investigation and research method for conducting assessment.

Ecological environment is adopted the method of data collection and diagnosis; water

environment assessment is adopted analog method; Acoustic and atmosphere

environment assessments are adopted mode calculation method; Social environment is

adopted diagnosis method; Risk analysis is adopted the method of probability analysis

combining with mode prediction.

1.11 Identification of the construction project impact elements

According to the construction project nature and the improvement of the traffic

environment and discharge characteristics of pollutants and others, environment

impact elements identification table for the project impact environment is adopted

for identifying the degree and nature of the project impact element on the

environment, identification results refer to Table 1-9, Table 1-10.

Table 1-9 Identification of environment impact element degree of the project

Natural environment Ecological resources Social environment Living quality

Environment

resources Under-

round

hydrolog

y

Undergroun

d

water quality

Surface

hydrology

Surface

Water

quality

Atmospher

e

quality

Noise

environment

Urban

ecology

Fore

st

veg

etat

ion

Wil

d a

nim

al

Aquat

ics

anim

al

Endanger

ed

anim

al

Fis

hin

g

bre

edin

g

Lan

d u

se

Indust

rial

dev

elopm

en

t Agri

cult

ura

l dev

elo

pm

ent

Wat

er

supply

Tra

ffic

Fu

el

stru

cture

Save

ener

gy

Est

het

ics

tour

Hea

lth

safe

ty

So

cial

ec

onom

y

Rec

reat

ion

Cult

ura

l an

tiquit

y

Liv

ing

stan

dar

d

Site clear / / / -1 -1 -1 -1 / / / / / / / / / -1 / / -1 / / / / /

Ground

exc. / / / -1 -2 -2 -1 / / / / / / / / / -1 / / -1 / / / / /

Transp. / / / -1 -1 -1 / / / / / / / / / / -1 / / -1 / / / / /

Install

constr. / / / / / -1 / / / / / / / / / / -1 / / -1 / / / / /

Const

ruct

ion p

erio

d

Material

store / / / -1 -1 / / / / / / / / / / / / / / -1 / / / / /

Sub-total / / / -4 -5 -5 -2 / / / / / / / / / -4 / / -4 / / / / /

Sewage

discharge / / / / / / / / / / / / / / / / / / / / +1 / / / /

Waste

gas

dis-

charge

/ / / / -1 / / / / / / / / / / / / / / / -1 / / / /

Noise / / / / / -1 / / / / / / / / / / / / / / -1 / / / /

Solid dis-

charge / / / / / / / / / / / / / / / / / / / / / / / / /

Product / / / / / / / / / / / / / / / / / / / / / / / / /

Employ-

ment / / / / / / / / / / / / / / / / / / / / / +1 / / +1

House / / / / / / / / / / / / / / / / / / / / / +1 / / +1

Sub-total / / / / -1 -1 / / / / / / / / / / / / / / -1 +2 / / +2

Notes: � 3�Major impact;2�medium impact;1�light impact; “�” indicates favorable impact; “�” indicated unfavorable impact. � Degree of environment impact element by the project operation period includes positive and negative respects, whereas the benefit is bigger than the harm, the

listed in the table are major impacts.

Table 1-10 Analysis on the nature of the project impact on the environment

Unfavorable impacts Favorable impacts

Construction period Operation period Construction period Operation period Impact nature

Environment resource Short term

Long term

Reversible Irreversible Local Wide Short term

Long term

Reversible Reversible Local Wide Short term

Long term

Local Wide Short term

Long term

Local Wide

Underground hydrology

Underground water quality Earth’s surface hydrology Earth’s surface water quality √ √ √

Atmosphere quality √ √ √ √ √ √

Natural

resources

Noise environment √ √ √ √ √ √

Urban ecological √ √ √ √ √

Forest animals

Wild animals

Aquatic animals�

Endangered animals

Living

resources

Fishing breeding

Land use √ √ √ √ √

Industrial development √ √

Agricultural development √ √ √

Water supply √ √ √ √ √

Traffic √ √ √ √ √

Social

environment

Fuel structure

Save energy source

Esthetics tour √ √ √ √ √

Health safety

Social economy √ √ √ √ √

Recreation

Cultural antiquity

Living

quality

Living level √ √ √ √ √

It’s clear from Table 1-9 and Table 1-10, unfavorable impacts of the project on the

environment are mainly in construction period, mainly manifest in the impact on the

land occupation of the construction section, traffic, social economy, acoustic

environment, environment air and ecological environment, the nature is local, in short

term, but can be reversible; Main unfavorable impact during operation period,

environment elements of the impact include urban ecological, industrial development,

traffic and transport, social economy and living standard along the line, the nature is

wide and long term.

1.12 Environment protection targets

1.12.1 Ecological sensitive targets

Through investigation, the assessment scope of the project has not involved natural

reserves, scenic spots, forest parks, historical and cultural sites under government

protection, basic farmland protection area and other ecological sensitive objects.

1.12.2 Water environment protection targets

Due to Panggong area where the main civil works located having no river water

system at present, at the same time, the project has not involved the scope inside Han

River levee, so the project has not involved water source protection area. But, due to

partial road section of the project road works being close to Han River, in

consideration of the water drainage in construction period and environmental accident

risk in operation period, which may possibly cause impact on Han River, therefore,

Han River is taken as the water environment protection object by this assessment. Han

River water environment function surrounding the project is classified as class III

water quality.

1.12.3 Noise, atmosphere environment protection targets

According to the determined assessment scope, its noise and atmosphere environment

protection targets refer to Table 1-11.

Table 1-10 Noise and atmosphere environment protection object within the assessment scope

Minimum distance(m) Distance to related roads(m)

Road

name No.

Sensitive

point name Mileage Distance

to road

central

line

Distance

to road

red line

Height

difference

Locatio

n

relation

to road

Related

road

name

Distance

to road

central

line

Distance

to road

red line

Height

differenc

e

Relation

related to

road

location

Overview of sensitive

points

Environmen

t impact

Panggong

Road 1 Yiheyuan K0+000 45.3 19.6 0 End

Existing

Zhakou

Road

25.8 12.3 0 Left

side

Under construction, 10

floors, 6 buildings, in frame

structure, total 240

households

Road traffic

noise, social

life noise.

Panggong

Road 2

Xiangyang

National

Taxation Bureau

yard

K0+010�K0+070

24.5 4.5 0 Left side

Existing

Zhakou

Road

31 17.5 0 Right

side

1990s to now, 2fl.office

building, 1 building, 3fl

office building, 1 building,

7fl resident building, 1

building with 42

households, brick and

concrete structure.

Road traffic

noise, social

life noise.

Panggong

Road 3

Youzhi Corp/

Family yard,

Panggong

Jiayuan, Taixin

Garden

K0+070�K0+200


2000, 7-8fl resident

building, 15 buildings with

630 households, brick and

concrete structure.

Road traffic

noise, social

life noise.

Panggong

Road 4

Panggong

Garden

K0+010�K0+110

20 0 0 Right

side

Zhakou

Road 85 65 0

Right

side

2006, 7fl, 5 buildings, total

176 households.

Road traffic

noise, social

life noise.

Panggong

Road 5

Xiangyang No.

23 High School

K0+250�K0+350

53 33 0 Right

side

1700 teachers and students,

3fl teaching building, 1

building, 6fl building, 2

buildings.

Road traffic

noise, social

life noise.

Panggong

Road 6

Hongwei

Chemical Factor

family yard

K0+200�K0+280


1990s, 5fl. 2 buildings,

brick and concrete

structure., total 80

households

Road traffic

noise, social

life noise.

Panggong

Road 7

Tihua Textile

Factory family

yard

K0+340�K0+500

41.7 21.7 0 Right

side

1980s, 5fl, 5 buildings,

brick and concrete

structure., total 180

Road traffic

noise, social

life noise.

households.

Panggong

Road 8

Hongqi Living

quarter

K0+500�K0+560

51 31 0 Right

side

Xingguang

Avenue 76 36 0

Right

side


brick and concrete

structure, total 192

households

Road traffic

noise, social

life noise.

Panggong

Road 9

Meihua

Corp.family

yard

K0+480�K0+570

53 33 0 Left side

2000, 6fl residential

building, 3 buildings, with

132 households, brick and

concrete structure.

Road traffic

noise, social

life noise.

Panggong

Road 10

Wangjiawa

group 7

K0+320�K0+600


1990s to now, 2-3 fl, brick

and concrete structure, total

33 households

Road traffic

noise, social

life noise.

Panggong

Road 11

Weather Bureau

family yard

K0+730�K0+800

22.1 2.1 0 Right

side

1980s to now, 4fl

residential building, 1

building, 5fl, 3 buildings,

total 122 households, brick

and concrete structure.

Road traffic

noise, social

life noise.

Panggong

Road 12

Xiangyang

Degong Hospital

K0+710�K0+800

26 6 0 Left side 2fl, 1 building, 30 beds.

Road traffic

noise, social

life noise.

Panggong

Road 13

Xinghuo

Bearing Factory

employees

dormitory

K0+850�K1+000

24 4 0 Right

side

1980s, 7fl residential

building, 2 buildings, 56

households, brick and

concrete structure.

Road traffic

noise, social

life noise.

Panggong

Road 14

Zhongfang

Dingshengyuan

K1+000�K1+270

35 15 0 Right

side

Under construction, brick

and concrete structure.,

frame structure, 6fl, 2

buildings, 14fl, 1 building,

total 120 households

Road traffic

noise, social

life noise.

Panggong

Road 15

Xuemei Corp.

family yard

K1+020�K1+080


1990s to now, 6-8fl, brick

and concrete structure., 6fl,

1 building, 8f, l3 buildings,

total 224 households

Road traffic

noise, social

life noise.

Panggong

Road 16

Panggongci

Village group 1

K1+230�K1+360

34.9 14.9 0 Left side


and concrete structure., 52

households

Road traffic

noise, social

life noise.

Panggong

Road 17

Panggongci

Village group 5

K1+650�K1+840

20.6 0.6 0 2 sides No. 13

road 20.6 0.6 0 End



households

Road traffic

noise, social

life noise.

households life noise.

Zhakou

Road 18

Sujiayuan

Comunity

K0+010�K0+280

37 17 0 Right

side



households

Social life

noise

Zhakou

Road 19

Jinyu Corp. Siji

apartment

K0+020�K0+070

20.4 0.4 0 Right

side

Existing

Panggong

Road,

existing

Zhakou

Road

70 50 0 Right

side

2000, 7fl, 1 building, brick


households

Road traffic

noise, social

life noise.

Zhakou

Road 20

Cement works

family yard

K0+120�K0+220


1980s to now, 5-8fl, 5

buildings, brick and

concrete structure.,230

households

Social life

noise

Zhakou

Road 21

Jiancai

Xiangyang

residential

quarter

K0+180�K0+230

30.5 10.5 0 Right

side

1990s, 7-8fl, 2 buildings,

brick and concrete

structure.,92 households

Social life

noise

Zhakou

Road 22

Hepanlinyu,

Hexie residential

quarter

K0+270�K0+510

26.9 6.9 0 Right

side

2000, 6-7fl, 13 buildings,

brick and concrete

structure, 720 households

Social life

noise

Zhakou

Road 23

No.1 Light

Industry Corp.

family yard

K0+300�K0+450

68 48 0 Left side


brick and concrete


Social life

noise

Zhakou

Road 24

Agricultural

Research

Institute family

yard

K0+370�K0+450



brick and concrete


Social life

noise

Zhakou

Road 25

Farm Machinery

Corp.family yard

K0+450�K0+550

89.5 69.5 0 Left side

2011, 17fl, 1 building,

frame structure; 3-5fl,

2buildings, brick and

concrete structure,136

households

Social life

noise

Zhakou

Road 26

Sanjiayuan

group 3

K0+470�K0+660

20.5 0.5 0 Right

side

1990s to now,2-3fl, brick

and concrete structure, 67

households

Social life

noise

Zhakou

Road 27

Sanjiayuan

group 4

K0+870�K0+920

72 52 0 Right

side



households

Social life

noise

households

Zhakou

Road 28

Hongmiao

Village group 4

K1+450�K1+600

38.8 18.8 0 Left side Jianghua

Road 86 66 0

Left

side



households

Social life

noise

Zhakou

Road 29

Hexin Village

group 7

K1+770�K1+900

44.1 24.1 0 Left side Jianghua

Road 77 57 0

Right

side



households

Social life

noise

Zhakou

Road 30

Hexin Village

group 5

K2+170�K2+360

23.9 3.9 0 2 sides Inner ring

road 31 1 0

Left

side


and concrete structure,40

households

Social life

noise

Zhakou

Road 31

Roulianchang

family yard

K2+750�K2+800

23.5 3.5 0 Right

side


brick and concrete


Social life

noise

Zhakou

Road 32

Zhijiamiao

group 5

K2+850�K3+060

29.7 9.7 0 Left side Xiangyang

Road 25 5 0

Left

side



households

Social life

noise

Xingguang

Avenue 33

Wangjiawa

residnetial

quarter

K0+950�K1+000

45 20 0 Right

side

2005, 8fl, 2 buildings, brick

and concrete structure, total

160 households

Social life

noise

Xingguang

Avenue 34

Dongcheng

Yijing pahse 1

K1+000�K1+150

33.5 8.5 0 Right

side



households

Social life

noise

Xingguang

Avenue 35

Dongcheng

Yijing phase 2

K0+900�K1+070

35 10 0 Left side



households

Social life

noise

Xingguang

Avenue 36

Wangjiawa

Primary School

teachers

dormitory

K1+160�K1+200

25 0 0 Left side

2000, 5fl, 1 building, brick


households

Social life

noise

Xingguang

Avenue 37

Wangjiawa

group 7

K1+150�K1+500

26.5 1.5 0 Right

side



households

Social life

noise

Xingguang

Avenue 38

Wangjiawa

group 5

K1+540�K1+700




households

Social life

noise

Xingguang

Avenue 39

Hongmiao

Village group 5

K1+810�K1+940

135 110 0 Right

side



households

Social life

noise

Xingguang

Avenue 40

Hongmiao

Village group 2

K2+250�K2+350


1990s to now, 2-3fl , brick


households

Social life

noise

Xingguang

Avenue 41

Hongmiao

Village group 3

K2+300�K2+470

56 31 0 Right

side

Jianghua

Road 60 40 0

Left

side



households

Social life

noise

Xingguang

Avenue 42

Hexin Village

group 4

K2+700�K2+950

28.8 3.8 0 Right

side



households

Social life

noise

Xingguang

Avenue 43

Hexin Village

group 3

K2+750�K3+050




households

Social life

noise

Xiangyang

Road 44

Zhijiaiao groups

2,3

K1+150�K1+450

21.3 1.3 0 Right

side



households

Social life

noise

Xiangyang

Road 45

Zhijiamiao

Primary School

K1+250�K1+300

84 64 0 Right

side

208 teachers and students,

2fl teaching building, 1

building

Social life

noise

Xiangyang

Road 46

Zhijiamiao

group 1

K1+450�K1+750

20.3 0.3 0 Right

side



households

Social life

noise

Xiangyang

Road 47

Yangjiahe

Village groups

6,7,8

K1+950�K2+450

36.1 16.1 0 Right

side



households

Social life

noise

Xiangyang

Road 48

Yangjiahe

Village1, groups

3,4

K2+450�K2+900




households

Social life

noise

Inner ring

road

southeast

section

49 Hexin Village

group 6

K2+300�K2+450

49 19 0 Right

side



households

Social life

noise

Inner ring

road

southeast

section

50 Sunjiagang

group 7

K0+950�K1+100

56 26 0 Right

side

No.13

road 21.2 1.2 0

Right

side



households

Social life

noise

Jianghua

Road 51

Hongmiao

Village group 1

K1+850�K2+250

29.4 9.4 0 2 sides



households

Social life

noise

No.13

road 52

Panggongci

Village group 6

K0+000�K0+050

31.5 11.5 0 Left side



households

Social life

noise

No.13

road 53 Yaojiawan

K0+100�K0+500

22.4 2.4 0 2 sides



households

Social life

noise

No.13

road 54 Yangjiaci

K0+700�K0+900




households

Social life

noise

No.13

road 55

Tuxiang Village

groups 2,3

K1+200�K1+300




households

Social life

noise

No.13

road 56

Sunjiagang

groups 1,3

K1+870�K2+200

20.2 0.2 0 2 sides



households

Social life

noise

No.13

road 57

Sunjiagang

group 6

K2+580�K2+950

21.7 1.7 0 Left side Inner ring

road 121 91 0

Left

side



households

Social life

noise

22

2.0 Overview of the project

Xiangyang Urban Transportation Project with World Bank loan this time is a

systematic engineering composed of a number of traffic sub-projects, which includes

hardware construction, but also covers improvement and perfection of related

softwares. It may be classified according to nature of each sub-project, which may be

generalized as 4 major sub-systems, respectively: sub-project of road perfection, sub-

project of public traffic preferential corridor improvement, sub-project of traffic

safety and control as well as sub-project of organization development and capacity

construction. Summary of the contents for Xiangyang Urban Transportation Project

construction refers to table 2-1.

Table 2-1 Summary of the contents for Xiangyang Urban Transportation Project

Construction

Sub-project

name Construction contents

Project

nature

Static

investment(100

million yuan)

Sub-project

of road

perfection,

Construction for

Panggong new

zone backbone

road network

Southeast section of newly built

inner ring road, Xingguang

Avenue, Panggong Road, Jianghua

Road, Xiangyang Road, Zhakou

Road, planned No.13 road, total

length is 17.182km

Hardware

construction 4.42

Construction for

No. 13

dedicated public

traffic road

Changhong road, Chunyuan road~

Daqing west road section, total

length is about 2.5km

Hardware

construction

Newly built

Xianshan

parking and

service yard

Yard total area is 5000m2

Hardware

construction

Newly built

Xiangyang

Economic

Development

Zone parking

and service yard

Yard total area is 18000m2

Hardware

construction

Reconstruction

for Xiangyang

Railway Station

public traffic

hub

Construct sun-shade, slow speed

passage, reconstruct existing

platform.

Hardware

construction

Traffic works facility for No. 13 public traffic

preferential corridor, reconstruct harbor type bus stop

and purchase high performance vehicles.

Software

improvement

and

perfection

GPS dispatch service system

Software

improvement

and

perfection

Sub-project

of public

traffic

preferential

corridor

improvement

Construct No. 13 public traffic harbor platfrom,

Panggong area circular public traffic preferential

corridor-waiting booth.

Hardware

construction

1.21

23

Traffic organization and improvement

Software

improvement

and

perfection

Public traffic preference

Software

improvement

and

perfection

Road channeling design

Software

improvement

and

perfection

ATC system design

Software

improvement

and

perfection

Sub-project

of traffic

safety and

control

Road user propaganda and education

Software

improvement

and

perfection

0.81

Sub-project

of

organization

development

and capacity

construction

Include its smooth implementation and normal

operation management later on, sustainable

development of urban traffic construction, provide the

topic study, training and investigation, consultation

services, urban traffic strategy planning matching and

construction for the organization capacity, etc.

Software

improvement

and

perfection

0.13

2.1 Sub-project of road perfection

Sub-project of road perfection mainly aims at relieving the traffic jam of central urban

area, reducing river cross traffic pressure, strengthening the traffic contact between

central urban area with the surrounding clusters or groups, at the same time, in

cooperation with Han River No. 5 Bridge being constructed recently, main study area

of this sub-project is the road network planning for Xiangcheng district Panggong

new zone in Xiangyang while covering the new construction for the backbone

road(southeast section of inner ring road, Xingguang Avenue, Panggong Road,

Jianghua Road, Xiangyang Road, Zhakou Road, planned No.13 road), total length is

17.182km, construction and installation costs reach 442 million yuan. The design of

this period has included the investment for the internal road network of Panggong

area into general investment of this project, excluding the backbone road, but, no

concrete design has been done at this period, general investment for internal road

network is about 500.53 million yuan.

Recommended scheme for road network of Panggong area this time refers to Table 2-

2, Fig. 2-1.

Table 2-2 Recommendation for designing the construction of road network of

Panggong area

24

Road No. Name of recently

constructed roads

Road

nature

Red line

width(m)

�Green line

width(m)

Road length

(m)

1 Southeast section of

inner ring road

Primary

road 60 / 2046.8

2 Xingguang Avenue Primary

road 50 80 3187

Jianghua Road(east of

Zhakou Road)

Primary

road 40 50 1694

3 Jianghua Road(west of

Zhakou Road)

Primary

road 30 / 259

Panggong Road(east of

Zhakou Road)

Primary

road 40 50 1820

4 Panggong Road(west of

Zhakou Road)

Primary

road 30 / 215

5 Xiangyang Road Primary

road 40 / 1798

6 Zhakou Road Primary

road 40 / 3081

7 Planned No. 13 road Primary

road 40 / 3081

Total 17181.8

Notes:�Green line width means the control line of green land at 2 sides of the road, it’s road red line plus the

width of green land of 2 sides.

25

Fig. 2-1 Recommended scheme for Panggong area road construction

2.2 Sub-project of public traffic preferential corridor improvement

Sub-project of public traffic preferential corridor improvement mainly includes dedicated 2.5km

long or so public traffic road for Changhong road section, design scope: From Chunyuan Road at

the north to Daqing West Road at the west; traffic work facilities for No. 13 Road public traffic

preferential corridor, reconstruction of harbor type bus stop and purchase of high-performance

vehicles; Construction for No. 13 Road public traffic harbor station, public traffic waiting booth

26

for circular public traffic preferential corridor of Panggong area; Construct Xianshan parking and

service yard, Xiangyang Economic Development Zone parking and service yard and

reconstruction works for railway public traffic hub; GPS dispatching service system.

2.2.1 Design scheme for dedicated public traffic road

Total length of the newly built No. 13 dedicated public traffic road by the project is

about 2.5km, design scope: From Chunyuan Road at the north to Daqing West Road

at the west. Changhong Bridge is the most important passage for connecting

Xiangcheng and Fancheng districts, Changhong Road is directly connected with

Changhong Bridge, therefore, it’s selected as the most important road section for

improvement, and used as dedicated public traffic road, details refer to Table 2-3, Fig.

2-2.

Table 2-3 Construction works for dedicated public traffic road

Dedicated public traffic road Length(m) Remark

Chunyuan Road ~Jianhua Road 400

Jianhua Road ~Liye Road 300

Liye Road ~Renmin Road 770

Renmin Road~Jianshe Road 630

Changhong Road

(2.5km)

Jianshe Road~Daqing West Road 400

27

Fig.2-2 The starting and terminating points for No. 13 Road dedicated public traffic road

2.2.2 Design scheme for the public traffic terminal yard

The construction for the public traffic terminal yard of the project mainly covering: newly built

Xianshan parking and service yard and Xiangyang Economic Development Zone parking and

service yard, reconstructing the exiting railway station public traffic hub. Details for the

construction of public traffic terminal station refer to Table 2-4.

Table 2-4 Schedule and composition of newly built public traffic terminals

Terminal yard name Works contents Works quantity

28

Plane layout

The parking lot occupies 21,305 m2, with 250 parking spaces; with

one entrance and one exit, exit is at the planned branch road, entrance

is at Sijiqing Road; with 5 vehicle maintenance pits, the space before

the maintenance house is also with function of vehicle washing, in

which, building area is 407m2; Vehicle parking is adopted vertical

type, vehicle space is 13.0×3.5m(including road, consider back of the

parking space has greening zone with enough width, public traffic

vehicle rear end may enter into the greening zone, so the length of the

parking space is duely adjusted); Build one 3fl type comprehensive

public traffic building and 2fl staff rest rooms, with building area of

1,127m2, building area of the staff dormitory is 629m2; With one

money receiving room, there is a money receiving passage before the

money receiving room, of which, building area is 25m2. Details refer

to Fig.2-3.

Subgrade

pavement

Parking lot is adopted 20cm C30 cement concrete pavement and

30cm thick cement stabilized crushed stone base.

Site vertical and

drainage

The site vertical of the service yard shall be controlled according to

the longitudinal grade vertical to passage direction not over 3%, the

longitudinal grade parallel to the passage direction not over 1%; Rail

water, sewage, water supply pipelines and the support facilities shall

be unified designed according to the situation of site surrounding

road network drainage facilities, details refer to the table of works

quantity.

Xianshan parking

and service yard

Greening works

Greening area is about 6,340m2, greening rate is 21.2%, 4.5m high

panicled goldrain trees planted at 5m interval to the surrounding

greening zone are used as protective network for the site surrounding

areas, the middle has been planted some 4.5m high camphor trees for

beautifying in order to form the shade tree inside the site, which not

only increases the greening area, but also plays a role of summer

shade. The road turning areas inside the site are mainly laid bushes,

for forming penetration type design, reducing the interference to the

sight line of the driver to the minimal extent, in consideration of the

length of the parking space, greening scope of 2m to the parking

space may only plant vegetation.

Plane layout

Parking and service yard is at south of Hubei Shenzhen Industrial

Park, parking lot occupies about 18,000 m2, with 150 parking spaces;

With one entrance and one exit, exit is at Nanwei Sixth Road,

entrance is at Nanjing Third Road; The vehicle parking is parked in

vertical, parking space is 13x3.5m(including road, consider back of

the parking space has greening zone with enough width, public traffic

vehicle rear end may enter into the greening zone, partial parking

space occupies the greening zone); Greening land under high voltage

line is included into general area; Built one 2fl comprehensive public

traffic building and staff rest rooms, building area is 2,527m2; Newly

built one gas station, with 4 gas filling parking spaces, building area

is 1800m2; Build one money receiving room, set up two vertically

parallel money receiving vehicle passages, of which, building area is

60m2; Build one maintenance room, with 10 maintenance pits, the

space before the maintenance room has also the function for washing

vehicles, building area is 900m2. Details refer to Fig.2-4.

Subgrade

pavement

Parking lot is adopted 20cm C30 cement concrete pavement and

30cm thick cement stabilized crushed stone base.

Xiangyang

Economic

Development Zone

parking and service

yard

Site vertical and

drainage

The site vertical of the service yard shall be controlled according to

the longitudinal grade vertical to passage direction not over 3%, the

longitudinal grade parallel to the passage direction not over 1%; Rail

water, sewage, water supply pipelines and the support facilities shall

be unified designed according to the situation of site surrounding

road network drainage facilities

29

Greening works

Greening area is 7136m2(including greening land under high voltage

line), greening rate is 23.2%. 4.5m high panicled goldrain trees

planted at 5m interval to the surrounding greening zone are used as

protective network for the site surrounding areas, the middle has been

planted some 4.5m high camphor trees for beautifying in order to

form the shade tree inside the site, which not only increases the

greening area, but also plays a role of summer shade. The road

turning areas inside the site are mainly laid bushes, for forming

penetration type design, reducing the interference to the sight line of

the driver to the minimal extent, in consideration of the length of the

parking space, greening scope of 2m to the parking space may only

plant vegetation.

Newly increased

sun-shade

Considering the distance from the existing public traffic getting-on

passenger door front side to the back site of getting-off passenger

door is about 6m, propose the sun-shade to set up the top ceiling of

108m long and 7m wide, lateral interval of vertical column is 6m,

longitudinal interval shall be adjusted taking the bearing capacity as

criterion, set up at the platform in order not to block the public traffic

vehicle driving, at the same time, set up sun-shade top ceiling at the

entrance and exit of underground passage at one side of public traffic

hub to the public traffic platform section, in order to provide a

conformable environment to passengers entering or leaving the hub.

Propose to adopt green light penetrating plastic top ceiling, set up arc

round top for the benefit of drainage, fully using natural light. Details

refer to Fig.2-5.

Newly increased

slow speed lane

According to the proportion of length and width of the public traffic

hub, vertically set up 1 crosswalk, transversely set up 3 crosswalks,

for the convenience of passengers to take the vehicle in different

places, as well as the public traffic passengers to rapidly and safely

leave public traffic hub.

Construction works

for railway public

traffic hub

Platform

reconstruction

The current platform is ruined, due to limit by the turning angle when

the vehicle entering the platform, public traffic vehicles are often

driven to the platform, which shall wear and damage the platform

tile.

Propose to newly place cement concrete at two ends of the platform,

and make it into arch slope, for providing convenience to the

handicapped, while preventing the platform from being damaged

again by the public traffic vehicles.

30

Fig.2-3 Schematic diagram for the layout of Xianshan parking and service yard

31

Fig.2-4 Schematic diagram for the layout of Xiangyang Economic Development Zone

public traffic parking and service yard

32

Fig.2-5 Scheme for improving railway station public traffic hub

2.3 Sub-project of traffic safety and control

Sub-project of traffic safety and control mainly, according to the requirements for the traffic

control and safety put forward in the urban master planning, took“ the corridor” as the object, and

solved main conflicts, starting from the traffic safety improvement“3E” (Engineering-

Engineering, safety education-Education, law enforcement-Enforcement), enhanced the safety of

urban road traffic, maximally improved residents trip environment, thus reducing the impact of the

traffic growth on the living environment. The construction of the project including: Traffic

organization and improvement, public traffic preference, road channelizing design, ATC system

design and road user propaganda and education, etc. Its investment is 81 million yuan.

2.4 Sub-project of organization development and capacity building

Sub-project of organization development and capacity construction includes the

smooth implementation and normal operation management later on for the project,

sustainable development of urban traffic construction, providing the topic study,

training and investigation, consultation service, construction for internal preparation

33

of urban traffic strategy planning and organization capacity. Its investment is 13

million yuan.

2.5 Investment estimation and financing

General static investment of the project is 1.343 billion yuan, of which, the project

construction cost is 0.901 billion yuan, resettlement cost of affected residents is 13

million yuan, technical assistance cost is 30.6 million yuan, other costs are 4.7323

million yuan, contingency fund is 103 million yuan.

Composition of the project fund resources: World Bank loan totaling USD 0.1 billion

(converted to RMB 0.6824 billion yuan, exchange rate is 1:6.8242), internal fund is

0.62 billion yuan.

Internal fund resources: The project capital: 0.335 billion yuan, all resources are from

the special fund for Xiangyang urban construction and development; Domestic bank

loan is 0.285 billion yuan, from the loan of Hubei Branch of China Development

Bank.

The loan of World Bank and the domestic bank shall be repaid within 15y after the

completion of the project, namely from 2015y-2029y, repayment per year is in equal

amount, and interest shall also be paid.

The loan compensation resource is from the special fund for Xiangyang urban

construction and development.

2.6 General implementation progress for the project

Details for general implementation progress for the project refer to Table 2-5.

34

Table 2-5 Table for general implementation progress for the project

2010 2011 2012 2013 2014 2015 2016

3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12

Pro

ject

pre

par

atio

n

Pro

ject

asse

ssm

ent

Pro

ject

neg

oti

atio

n

Pro

ject

des

ign

Bid

ing

pu

rch

ase

Pro

ject

co

nst

ruct

ion

Pro

ject

accep

tan

ce

Han

do

ver

fo

r u

se

35

2.7 Overview of the project land occupation

The land occupation types of the project along the line mainly include: arable

land(paddy field, dry land), woodland(forest land, bush land), housing estate, grass

land, etc, totaling 88.19hm2, of which, permanent land occupation is 80.59hm

2,

interim land occupation is 7.60hm2. Statistics table for land occupation refers to 2-6.

Table 2-6 Summary table for the project land occupation

Unit: hm2

Type of land occupation

Arable land Forest Housing

estate

Land

occupation

by traffic

transport

Grass

land Project sub-area

Irrigable

land Dry land

Forest

land

Bush

land Commercial Highway

Other

grass

lands

Total

Permanent land occupation 26.59 24.73 / / 9.03 20.24 / 80.59

Sub-total 26.59 24.73 / / 9.03 20.24 / 80.59

Excavation waste

dump / / / 0.27 / / 0.75 1.02

Earth material yard / / / / / / 0.28 0.28

Interim earth yard / 2.88 / / / / / 2.88

Interim construction

road area / 0.60 0.41 / / / 1.56 2.57

Interim

land

occupation

Construction

production and

living area

/ 0.45 / / / / 0.4 0.85

Sub-total / 3.93 0.41 0.27 0 0 2.99 7.6

Total 26.59 28.66 0.41 0.27 9.03 20.24 2.99 88.19

2.8 The earth work

According to design data and calculations, the excavation earth work is 387,900m3,

earth filling work is 344,100m3, the earth utilization is 336,900m

3, the borrow earth is

7,200m3, the abandoned earth is 51,000m

3(of which, 35,800

3 shall be sent to

Huanglongguan waste yard, 15,200m3

construction waste shall be sent to the urban

refuse site), interim earth is 101,600m3. The balance table for the earthwork refers to

Table 2-7. The flow direction of the earthwork of the project area refers to Fig.2-6.

Table 2-7 The balance table for the earthwork Unit: 10,000m3

36

Project sub-

area Location

Exc./

removal Backfill Use Borrow

Interim

earth Abandoned Disposal of abandoned earth

Removal of

surface

building

1.37

1.16

1.16

0.21 Urban refuse site

Subgrade 2.28 2.17 2.17 0 0.11 Huanglongguan excavation

waste dump

East

section of

south

inner ring

road Surface soil 1.48 1.48

Interim earth site, it shall be

used as soil for greening

later on.

Removal of

surface

building

5.00

4.25

4.25



waste dump

Xingguang

Road Surface soil 2.54 0 2.54



later on.

Removal of

surface

building

0.61

0.52

0.52


Subgrade 1.02 1.49 1.02 0.47 0 Huanglongguan excavation

waste dump

Jianghua




later on.

Removal of

surface

building

0.52

0.44

0.44



waste dump

Panggong




later on.

Zhakou

Road

Removal of

surface

building

1.00

0.85

0.85


Subgrade 1.67 1.92 1.67 0.25 0 Huanglongguan excavation

waste dump

Surface soil 1.25 0 1.25 Interim earth site, it shall be


later on.

Xiangyang

Road

Removal of

surface

building

0.67

0.57

0.57



waste dump

Surface soil 0.84 0 0.84



later on.

Planned

road

Removal of

surface

building

0.94

0.80

0.80

0.14


waste dump

Surface soil 1.31 0 1.31



later on.

Sub-total Removal of

surface

building

10.12

8.60

8.60


Subgrade 16.86 14.51 13.79 0.72 3.07 Huanglongguan excavation

waste dump

Surface soil 8.65 8.65 8.65 0 8.65



later on.

Maj

or

pro

ject

are

a

Total 35.62 31.75 31.03 0.72 8.65 4.59

37

Excavation

waste dump Surface soil 0.31 0.31 0.31 0.31

Stack inside the waste yard,

it shall be returned after end

of the completion.

Borrow pit Surface soil 0.08 0.08 0.08 0.08

Stack in the borrow pit, it

shall be returned after end of

the completion.

Interim

construction

road area

Subgrade 1.15 1.15 1.15

Interim earth

area Surface soil 0.86 0.86 0.86 0.86

Just for interim stacking, it


the completion.

Surface soil 0.26 0.26 0.26 0.26

Just for interim stacking, it


the completion.

Construction

Production

and living

area Hardening

layer 0.51 0.51

Huanglongguan excavation

waste dump

Total 38.79 34.41 33.69 0.72 10.16 5.10

38

/

1. 37

12. 0＝ 35. ＝0 24. 2＝ 0. 72

1. 80 m31. 37 m30. 88 m3

3. 33 m3

5. 005. 77 m38. 34 m31. 54 m3

10. 11 m3

0. ＝10. 87 m31. 02 m30. ＝8 m3

1. 54 m3

0. 520. ＝4 m30. 87 m30. 25 m3

1. 20 m3

1. 001. 20 m37 m3

0. 75 m3

2. 42 m3

0. ＝71. 13 m31. 12 m30. 54 m3

1. 50 m3

0. 941. ＝3 m31. 5＝ m30. 81 m3

2. 18 m3

0. 47 m3

0. 25 m3

0. 72

1. ＝3 m3 0. 31 m3

1. ＝3 m3 0. 08 m3

1. ＝3 m3 0. 8＝ m3

1. ＝3 m3 0. 2＝ m30. 51 m3

Fig.2-6 The earthwork flow chart for the project

Abandoned earth Exc./removal Backfill Borrow

39

2.9 Overview of the temperary land occupation

2.9.1 Excavation waste dump

According to the need of the project, set up 1 excavation waste dump, the excavation

waste dump is located at Huanglongguan ravine zone of 8km to the southwest of the

project area, the dump is now the bush land, with small rain water confluence, and the

scouring is not obvious, it’s favorable for placing the waste interception measures.

Through site investigation, the possible area to be used by this bottom land is

1.53hm2, the waste stacking elevation may be stacked from 112.00m~125.00m, the

slope of the waste stacking face is even, 15° in average.

2.9.2 Borrow pit

This project needs total borrow earth for 7,200m3, according to geological

investigation, the borrow pit is located between the army oil depot ~cement factory at

west of Qianying Village Jiaoliu railway to the southwest of the project, it’s borrowed

from the hill, designed average excavation depth is 2~3m, no impact shall be met

from underground water at the designed borrow depth. Through investigation, the

selected borrow pit of the project has not passed the land consolidation area as

stipulated by the state, earth material nature is clay, it conforms to the earth use

requirement for the project. This pit is 70m long, 40m wide, with an area of 0.28hm2,

the type of land occupation is barren grass land, water confluence area is 1.42hm2.

This borrow scheme is adopted two-level borrow mode from the top to bottom, in the

borrow process, first remove surface soil, the surface soil is placed within the

expropriated land, no repeated expropriation shall occur, after the end of the borrow,

it shall be returned to forest land according to local land use policy.

2.9.3 Interim stack site

Partial road sections of the project penetrate through arable land, it needs to remove the

surface cultivated soil and soil with plant roots. The removed surface soil shall be used as

interim abandoned soil, it shall be concentrated stacked at the interim stack site set up at

the subgrade side according to the line topographical sections, interim stack site is mainly

selected the bottomland area at the road side outside the subgrade, for the benefit of use

for road greening, one interim stack site is set up at each road section of the project,

totaling 7 places. Through estimation, total newly increased interim land occupation is

about 2.88hm2. Schedule of interim stack site refers to Table 2-8.

40

Table 2-8 Schedule of interim stack site

Interim stack

site No.

Waste road

section

Interim stack

site stake No.

Surface soil

stack

quantity(10,0

00

Haul

distance(m)

Land

occupation

area (hm2)

Type of land

occupation

Average stack

height (m)

1#

East section of

inner loop south

road

NH1+000 1.48 1000 0.49 Arable land 3

2# Xingguang Road XG1+500 2.54 1500 0.85 Arable land 3

3# Jianghua Road JH1+000 0.78 1000 0.26 Arable land 3

4# Panggong Road PG0+800 0.45 800 0.15 Arable land 3

5# Zhakou Road ZK1+500 1.25 1500 0.42 Arable land 3

6# Xiangyang Road XY1+000 0.84 1000 0.28 Arable land 3

73 Planned No. 13

Road GH1+500 1.31 1500 0.44 Arable land 3

Total 8.65 2.88

2.9.4 Construction production and living area

Though the project being severely affected by local work point topographical

conditions, the layout for construction production and living area is quite difficult,

yet, most of construction prefab yard, pavement base, asphalt concreting mixing plant

and others, may be placed by selecting the construction site with better conditions,

But, interim land occupation shall try to occupy the minimal arable land, pay attention

to environment protection and exiting the site for the farm. Total 7 construction

production and living areas, details for construction production and living area refer to

Table 2-9.

Table 2-9 Schedules for construction production and living quarter

No. Road section Center stake No. Size Floor space (hm2)

Type of land

occupation

1

East section of

inner loop south

road

NH2+000 50*20m 0.10 Barren

bottomland

2 Xingguang Road XG1+080 50*30m 0.15 Arable land

3 Jianghua Road JH1+900 50*20m 0.10 Barren

bottomland

4 Panggong Road PG1+800 50*20m 0.10 Barren

bottomland

5 Zhakou Road ZK1+800 50*30m 0.15 Arable land

6 Xiangyang Road XY2+000 50*20m 0.10 Barren

bottomland

7 Planned No. 13

Road GH1+300 50*30m 0.15 Arable land

Total 0.85

41

2.9.5 Interim construction road

The project is constructed in urban area, the existing Xingguang Road, Panggong

Road, Jianghua Road and others are crisscross, they may be used as construction

roads. The newly increased construction roads of the project are mainly leading to

excavation waste dump, borrow pit and road of construction sites. According to

preliminary estimation in this period, the general length of the interim construction

road needs to be kept, lay interim construction road areas along the relevant road

sections of the line, the project needs totally constructing interim road areas reaching

3.67km, of which, 1.75km road is leading to waste yard, 1.07km road is leading to

stock yard, 0.85km road is leading to construction site. Expropriation width is 7m,

pavement width is 3-3.5m, adopting cement consolidated pavement, interim land

occupation is 2.57hm2, and type of land occupation is arable land and grass land.

3.0 Overview of natural environment and social environment

3.1 Natural environment overview

3.1.1 Climate

Xiangyang is located in north subtropical monsoon climatic region. It is cold in winter and hot in

summer. Rain and heat are over the same period. Four seasons are distinct. The average

temperature of the whole city except high mountains is 15~16�. Frost-free period is 228~249

days long. The annual precipitation of the whole city is 820~1,100mm. Precipitation in summer is

400~450mm. The number of rainy days are 107~135 days. Sunshine duration is long. Total annual

average sunshine duration is 1,800~2,100 hours. The rainy season in Xiangyang region is mainly

in June and July.

3.1.2 Topography and landform

Xiangyang, of diverse landform, lies in the transitional zone from the second step to the third step

of topography. The terrain becomes lower and lower from the periphery to center, forming an

irregular basin where Han River passageway opens to Yicheng. The northern part of Xiangyang is

between Wudang Mountain and Tongbai Mountain. It is an undulating earth hummock called

“Hillock in north of Hubei”. In the west is a mountainous area where Jingshan Mountain range

links to the residual part of Wudang Mountain range. In the south is a low mountainous area. At

the heart of Xiangyang is an open plain as a result of alluviation of the Han River, Tanghe River,

Baihe River, Gunhe River and Qinghe River. In the east is a low mountainous area between the

Dahong Mountain and Tongbai Mountain. Hillock accounts for 65.8% of total area. Low

mountainous area accounts for 13%. The alluvial plain along rivers accounts for 21.2%.

42

The Panggong area where the project is located is at the first step of Han River, 3.5km long at the

most from east to west, 5.5km long at the most from south to north. The terrain at the project

location is high in the west and north, lower in the east and south. The existing terrain elevation is

at 63~68m, averaged at 64~67m. Terrain is flat. The middle and eastern parts of the area are

mainly farmland and vegetable plots. There are a lot of irrigation canals. In the southern low-lying

parts of the area are several fishponds. There is a flood protection embankment of the river in this

area. Generally, the geological conditions of this area are favorable, free of geological hazard,

suitable for construction.

3.1.3 Rivers, hydrology and water resource

There are 817 well-known rivers in Xiangyang, the majority of which are mountain streams,

including 13 rivers occupying a basin area of above 1,000km2, 73 rivers occupying a basin area of

above 100km2 but below 1,000km2. These rivers belong to either Changjiang River water system

or Huai River water system. Major natural rivers in the project area are the Han River, Tangbai

River and Nanqu Canal.

(1) Han River

The Han River is one of the largest tributaries at the middle reaches of the Changjiang River,

rising in Ningqiang County in the south of Qinling Mountains. The tributary flows through

Hanzhong, Ankang (in Shaanxi Province), Shiyan, Xiangyang, Jingmen, Tianmen, Qianjiang,

Xiantao, Xiaogan etc. (in Hubei Province) to the Changjiang River in Wuhan. The overall length

of the Han River is 1,567Km. The total basin area of the Han River is 15.9×104Km2, accounting

for 8.8% of total basin area of the Changjiang River. The geographic position of the basin is

106°12′~114°14′E and 30°08′~34°1l′N. Northern boundary is the Qinling Mountains,

Waifangshan Mountain, Funiushan Mountain and Yellow River basin. Northeast boundary is the

Funiushan Mountain, Tongbaishan Mountain and Huai River basin. Southwest boundary is the

Dabashan Mountain, Jingshan Mountain, Jianglingjiang River and Juzhangjiang River. There is no

distinct natural water divide. The Han River links to Dongjinhe River on the right and is adjacent

to Fuhe River water system on the left. The water system of the whole basin is in a veined

distribution.

The portion of the Han River in Xiangyang is 216km long, with a basin area of 17,313.1km2.

According to the records kept at Xiangyang hydrologic station, the maximum flood in the history

appeared on Jul. 7, 1935, with peak discharge of 52,400m3/s and water level of 71.11m; the lowest

water level appeared on Jul. 6, 1941 at 60.61m/s; the dryest discharge appeared in 1958, at

145m3/s; Average annual discharge is 1,710 m

3/s; the maximum annual runoff is 65.1 billion m

3/s;

the minimum runoff is 26.1 billion m3/s. Average annual runoff is 43.5 billion m

3/s. Nanqu Canal,

Tangbai River and Manhe River are the largest tributaries of the Han River.

43

(2) Tangbai River

The source of Tangbai River is two rivers, both of which rise in the south of the Funiushan

Mountain in Henan Province. One is Baihe River. It flows eastward through Nanzhao, Nanyang,

Xinye etc. to Xiangyang at Quwan and reaches Lianghekou at Shuanggou Town. The river is

264km long, with basin area of 192km2. The other river is Tanghe River. It flows through

Fangcheng, Tangxian County and Shitaisi to Xiangyang. It reaches Lianghekou from the west of

Shuanggou Town. The river is 230km long, with basin area of 8,685km2. The portion of the river

in the Xiangyang is 46.8km long, with basin area of 1,192km2. Two rivers converge at

Lianghekou and combine into a river named Tangbai River. The Tangbai River flows southward

and reaches the Han River at Zhangjiawan. The Tangbai River is 22.6km long. The total area of

Tangbai River basin is 24,134km2. According to observation at Dongpo Hydrological Station, the

maximum discharge is 11,778m3/s (on Aug. 8, 1978); the minimum discharge is 3.1m3/s; average

annual discharge is 197m3/s; average annual runoff is 271.96mm deep. Average annual runoff is

6.234 billion m3. The maximum runoff is 8.278 billion m3. The minimum runoff is 3.248 billion

m3. The river is 700~1,000m wide, with sandy riverbed. The water level of the river is 2~3m in

dry season. The safe flood carrying capacity of the rivercourse is 6,000m3/s.

(3) Nanqu Canal

Nanqu Canal is also called Xiangqu and Xiangshui in ancient times. It is a flood discharge canal in

the west of the Bianshan Mountain located in the north of Xiangyang. It rises in Taishanmiao, Yiji

Village, Xiangcheng District. It flows through Qilindian Village and Yingpan Village and then it

flows eastward to Shengli Street corner. At Shengli Street corner, it twists southward and reaches

the Han River at Guanyingge at Xianshou Mountain. Nanqu Canal is 14km long with a basin area

of 29.34km2. Average river slope is 1/1500. At present, it is used not only for discharging flood

but also for draining rainwater and sewage and beautifying the image of the city.

Xiangyang is rich in water resource. The total average annual water resource of the whole city is

49.015 billion m3, among which foreign (pass-by) water resource is 42.929 billion m

3 and local

water resource is 6.086 billion m3. There are 683 rivers in Xiangyang, including 66 rivers

occupying a basin area of above 100km2, belonging to the Changjiang River water system. There

are 845 reservoirs (including 9 large-scale, 57 medium-sized) in the whole city. Total reservoir

storage capacity of 3.778 billion m3. Normal storage capacity is 2.368 billion m

3. Effective

irrigation area is 263,000 hectares. The quality of underground water is good. Total underground

water resource is 19 billion m3.

3.1.4 Geology

3.1.4.1 Geological structure

44

In terms of Geological structure, the project area is located on the boundary of two primary

tectonic units, bounded by Qingfeng, Xiangfan—Guangji fracture. In the north is the secondary

tectonic unit of Qinling, Tongbai and Dabie nappe belt (Qinling fold system)—Lushan—Queshan

uplift-depression belt, east Qinling orogenic belt, graben basin in the south of Xiangyang and

Suizhou—Yingshan nappe belt. In the south is the secondary tectonic unit of Yangtze deformation

belt (Yangtze paraplatform) —Exi Yangtze deformation belt (in the west of Hubei), Ezhong basin-

range deformation belt (at the center of Hubei) and Dongting graben basin of the Han River. The

near field region of the project (within a radius of 30km from the center of project site) is in the

south of Nanxiang graben basin (in the south of Xiangyang), in the north of Ezhong basin-range

deformation belt, in the west of Suizhou-Yingshan nappe belt.

3.1.4.2 Unfavorable geological condition

The project is located on the first terrace of the Han River. Overall geological condition is good.

The alluvial first terrace of the Han River is composed of clay and gravel, with good stability.

3.1.4.3 Earthquake

According to the Seismic Ground Motion Parameter Zonation Map (GB18306-2001) in 2002, the

seismic peak ground acceleration in the project area is 0.05g; the characteristic period of ground

motion is 0.35s; basic seismic intensity of the project area is equal to VI grade. It is recommended

that general structures be protected at the level of VI grade and important control structure be

protected at the level of VII grade.

3.1.4.4 Hydrogeology

The project is located in north subtropical monsoon climatic region, with humid

climate, adequate rainfall, developed surface runoff and abundant surface and

underground water. Underground water is composed of pore water, pore fissure water

and fissure karst water.

The pore water aquifer of Quaternary system are mainly distributed in the alluvial sandy loam,

fine-medium sand, sand gravel layers of riverbed, floodplain and I terrace and underground sand

gravel layer of II terrace. Pore water is recharged mainly by atmospheric precipitation and drained

to the Han River. Ground water quantity is medium to abundant. Generally, the depth of ground

water on I terrace is 5~6m. Water level is at El.56.8~58m; the depth of ground water on II terrace

is 2~15m. Water level is at El.57~70m. The level and amplitude of ground water in the sand bank

and the zones approaching the river are almost the same as river water. The dynamic changes in

the water level of the sand bank and these zones slightly lag behind rive stage fluctuation. The

ground water on the sand bank generally flows to the downstream of the Han River from the

upstream. For terrace, water level amplitude is generally less than 0.5m. The dynamic changes in

45

the water level of terrace slightly lag behind rive stage fluctuation. Flow direction is nearly

perpendicular to bank slope.

The pore fissure water in the clastic rock of the Neogene system within the upper Cretaceous

system is mainly distributed in Xiangcheng, covering structural basin and its edge. The terrain is

mainly low mountains and hillock. Aquifers are mainly of the Tertiary system within the upper

Cretaceous system. Ground water resource is insufficient. The ground water is mainly recharged

by atmospheric precipitation. It runs off and drains through fissure from high land to lowland. It is

mainly heavy calcium carbonate water and heavy calcium magnesium carbonate. Salinity is below

1g/l. Hardness of water is generally 16~25 German degrees.

Fissure karst water mainly containing carbonatite of Sinian system, Cambrian system

and lower Triassic system is mainly distributed in Xiangcheng. Aquifers are exposed

off and on. Exposed area is small. Aquifers are mainly in Sinian strata, Paleozoic

strata and Triassic strata. Aqueously lithology is mainly dolomite, dolomitic

limestone, siliceous dolomite, limestone and argillaceous dolomite. However, karst is

slightly developed. The majority of ground water runs off and drains through fissure.

Ground water is subject to the impact of atmospheric precipitation.

3.2 Social environment overview

3.2.1 Geographic position

Xiangyang is at the heart of central region of China, with particularly favorable

natural conditions. It has an obvious geographic advantage. To the east of Xiangyang

are Jiangsu and Zhejiang provinces. Xiangyang is in the west of Hubei province and

Hunan province. To the west of Xiangyang is the territory of Qin and Shu in history.

Xiangyang links to Nanyang and Luoyang in the north. It is less than 1,000km from

Xiangyang to Wuhan, Zhengzhou, Xi’an, Chongqing and Chengdu. It is at the center

of Y-shape transportation network across central China region, northwest region and

southwest region. It is an important transport hub connecting the east, west, south and

north.

46

Figure 3-1 Geographical location map of Xiangyang

3.2.2 Social and economic development

Xiangyang is divided into Xiangcheng District, Fancheng District, Xiangzhou

District, with an area of 19,700km2 and a population of 5,888,800. The built urban

area is 116km2, with a population of 1,203,000. The economy of urban area is always

ranked second in Hubei. The economy of the whole city is ranked third in Hubei.

In 2010, Xiangyang’s GDP reached RMB153.83 billion, increased by 16.2%; gross

industrial output of enterprises above designated size reached RMB230 billion,

increased by more than 54%; local financial revenue reached RMB14.1 billion,

increased by 48.8%; local general budget revenue reached RMB5.1 billion, increased

by 37.8%; gross industrial output, financial revenue, gross agricultural output, total

retail sales of consumer goods and other indicators are ranked second in Hubei

province. See Table 3-1 for the change in the main national economic indicators of

Xiangyang.

47

Table 3-1 Statistical table of main national economic indicators of Xiangyang

Year GDP

(RMB100 million)

Primary industry

(RMB100

million)

Secondary

industry

(RMB100

million)

Tertiary industry

(RMB100 million)

2000 415.29 97.19 197.04 121.06

2001 450 102 216 132

2002 456.62 103.5 207.9 145.2

2003 503.31 106.89 234.08 162.34

2004 557.88 117.2 259 181.67

2005 601.54 121.91 261.12 218.51

2006 675.18 126.43 290.73 258.02

2007 785.45 140.03 342.43 302.99

2008 1002.46 175.6 450.92 375.94

2009 1201.01 200.21 575.32 425.48

2010 1538.3 234.7 798.2 505.4

Figure 3-2 Economic growth of three industries in Xiangyang

3.2.3 Industrial structure and distribution

Xiangyang is one of traditional industrial bases in Hubei Province, where industrial

system based on automobile, textile and power is formed. It is also a big agricultural

city in history. It is one of the largest ten summer grain crops production areas

throughout the country and the second largest production bases of grain, cotton and

oil. Xiangyang is one of 36 distinguished industrial cities nationwide, where national

and provincial-level “three-line” military industrial enterprises and institutions are

located. Gross industrial output value is second only to Wuhan in Hubei Province. In

terms of textile industry, it is listed among the 39 key cities throughout the country.

Industrial system is developed in this city, wherein light industry, textile, machinery,

48

automobile manufacturing, electronics, medicines, building materials, chemistry and

food are major pillar industries.

In 2010, GDP per capita is 25,638 yuan based on the permanent resident population in

Xiangyang. The proportions of three industries changed to 15.3:51.9:32.8 in 2010

from 23.4:47.4:29.2 in 2000.

Table 3-2 Change in proportions of three industries in Xiangyang (%)

Primary industry Secondary industry Tertiary industry Total

2000 23.4 47.4 29.2 100

2001 22.7 48 29.3 100

2002 22.7 45.5 31.8 100

2003 21 46.4 32.6 100

2004 21.2 46.5 32.3 100

2005 20.3 43.4 36.3 100

2006 18.7 43.1 38.2 100

2007 17.8 43.6 38.6 100

2008 17.5 45 37.5 100

2009 16.7 47.9 35.4 100

2010 15.3 51.9 32.8 100

Figure 3-3 Proportion diagram of three-industry structure of Xiangyang

3.2.4 Overview of project area

The project is mainly located in the Panggong area. The Panggong area is in the east

of Xiangcheng, adjacent to the ancient Xiangyang City in the west, opposite to the

northern Old City in Fancheng across the river, coordinating with the “green heart”

Yuliangzhou and Dongjin cluster in the east. The project is at the point of

interesection of major development lines in the city. It is an important area to

implement urban spatial development strategy.

49

At present, the Panggong area is under the jurisdiction of the Panggong Office,

composed of 9 villages (Panggongci, Wangjiawa, Xujiaxiang, Tujiaxiang, Hongmiao,

Hexin, Sunjiaxiang, Yangjiahe, Shijiamiao and Guanyinge), 62 villager groups and

4,702 households, with population of 14,469 and total area of land for construction up

to 1.70km2. In the west and north of the area, the outskirt of ancient Xiangyang City is

under urbanization. Organizations of administration, education, industry and storage

are scattered. There are over 20 industrial enterprises, belonging to category II

industry and category III industry. Most of enterprises are under poor operating

conditions. Some are closed down or bankrupt.

The Panggong area is gradually formed in the process of long-term development and

evolution of the city. This area reflects the image of the city at different stages:

historic sites, industrial enterprises started in 1970s and 1980s, modern commercial

residential quarter, office building and family-member communities of various

organizations, “villages inside the city”, “villages at the border of the city”, plenty of

farmland and water body. The existing land in this area is mainly used for residence,

industrial warehouses and agricultural production.

3.3 Overview of infrastructure development in project area

3.3.1 Overview of transport development

3.3.1.1 Existing urban roads

The existing road network in Xiangyang is made up of skeleton road networks in

Xiangcheng District, Fancheng District and Xiangzhou and the access roads

connecting these areas. Because of different geographic conditions, the road network

patterns of these three areas are differentiated from each other. In Xiangcheng

District, due to the limit of the Han River and southern mountains, urban land is a

long, narrow area from east to west. The structure of road network is like a strip.

Skeleton roads are Tanxi Road and Huanshan Road along the Han River from east to

west. Primary roads perpendicular to the Han River are East Huancheng Road, Nanjie

Street, South Changhong Road. In Fancheng District where terrain is open and wide,

the structure of road network is like a cheskerboard. The skeleton road network of this

area includes five horizontal lines and five vertical lines. They are Dengcheng

Avenue, Changhong Road, Chunyuan Road, Zhongyuan Road, Songhe Road, Renmin

Road, Daqing Road, Changzheng Road and Qianjin Road. Xiangzhou District is made

up of Xiangzhou District and Automobile Industrial Development Zone. Major roads

include Hangkong Road, Zuanshi Avenue, Dongfengqiche Avenue and Fukang

Avenue. This area is under mixed development.

50

Access roads connecting these areas are mainly Changhong Avenue, Hangkong Road,

Chunyuan North Road, Han River Bridge and Secondary Han River Bridge. Han

River Bridge and Secondary Han River Bridge link Xiangcheng District and

Fancheng District. Hangkong Road and Chunyuan North Road links Fancheng

District are and Xiangzhou District.

Road intersections in central area are grade crossing. There are many T-intersections

and staggered intersections. There are 7 bridges across the river, 2 over the Han River,

4 over the Qinghe River and 1 approaching to Yuliangzhou. Existing primary roads

and railways are in grade separation. In Fancheng District, only a few access roads

across railways. They are Sanyuan Road, Danjiang Road, Tai’an Road, and Daqing

Road. Tai’an Road is only for pedestrian (motor vehicles are not allowed). The roads

across railways are subject to heavy traffic load, becoming traffic bottleneck. In recent

years, the road construction in Xiangyang has undergone stable development. A lot of

primary roads and secondary roads are newly built or reconstructed. Road conditions

are improved. Road network pattern has become more reasonable. Primary roads and

secondary roads adopt three-board cross-section. Motor vehicle lanes and non-motor

vehicle lanes are separated by greenbelts. Motor vehicle lanes are wide. The

environment of non-motor vehicle lanes is good. Most primary roads and secondary

roads have a bituminous pavement. Some have cement pavement. In the recent years,

the municipal government has applied bitumen to cement pavement and transformed

street ancillary facilities like road signs, pavement marking, street lamps, greenbelts,

guardrails and signal lamps. With these efforts, driving comfort and safety are

improved.

3.3.1.2 Integrated urban transport planning

Objective of urban transportation development: building a high-standard, modern

integrated transportation system oriented to public transport and in harmony with the

social and economic development of Xiangyang to provide safe, efficient,

environment-friendly service and to enable the harmonious development of human

and nature and city and nature in the development direction of being efficient

convenient, fair, orderly, safe, comfortable, energy-saving and environment-friendly.

Development strategy: further consolidating the status of Xiangyang as a central city

and continuously carrying forward the planning and construction of intercity transport

like railways and highways to realize the effective connection of internal

transportation system and intercity transport system; building urban transport

corridors to surmount the rivers and railways that separate intercity transport and

supporting and guiding the spatial development strategy of “multiple clusters” in

51

central area to leave sufficient room for the long-term development of the city;

vigorously developing public transport and giving priority to public transport to

promote land development and utilization along the line under the influence of high-

capacity, quick, convenient public transport; strengthening transportation

management, improving the operating efficiency of road network and ensure the

safety of transportation.

Road transport planning: the structure of primary road network for central area is “one

ring road, four horizontal lines, five vertical lines and eight radiating lines” as

follows:

Figure 3-4 Structural Map of urban planning road system

One ring road: the long-term spatial development mode of Xiangyang is “five towns

around a river”. The scales of Xiangcheng, Fancheng, Xiangzhou, Dongjin clusters

are large. An inner ring road can connect these areas (clusters). Inner ring express way

can quickly evacuate intercity transportation and diverge through transportation on the

national highways and provincial highways.

Four horizontal lines: one horizontal line is an express way formed by Yiwu Avenue

and Dengcheng Avenue. Other three horizontal lines are primary roads, namely

Xiwang Road--Fan 10th

Road Corridor, Fan 1st Road--Fukang Avenue Corridor,

Renmin Road--Daqing Road--Hangkong Road Corridor.

Five vertical lines: West Qilihe Road-Xinhua Road--Tai’an Road--Dongfeng Road--

Fourth Han River Bridge--Xiang 1st Road Corridor, Qiaoying Road--Third Han River

52

Bridge--Qilin Avenue Corridor, Changhong Road--Secondary Han River Bridge--

South Changhong Road Corridor, You 4th

Road--East 4th

Road Corridor, East Inner

Ring Road Corridor.

Eight radiating lines: to quickly evacuate intercity transport and improve the

accessibility of the city, the entry sections of national highways and provincial

highways namely G316 (E.), G316(W), G207(N), G207(S), S217, S218, S303 and

S305 should be built to be first-class highway.

Intercity transport planning: four highways (namely Xiangfan-Jingzhou, Xiangfan-

Shiyan, Xiaogan-Xiangfan, Weijiaji-Xiangfan) and national highways (namely 316

and 207) are used as skeleton to upgrade the provincial highways and county-level

highways for horizontal and vertical connection and form a road network together

with skeleton roads. In this way, high-level road network can cover the whole city,

moving forward road transport from axial development to high-level network

development and consolidating the hub position of urban road transport at a higher

level.

Raiways: it is planned to consolidate the railway hub from function, level of facilities,

scientific management and service and to enhance the transport capacity of trunk

railway in Xiangyang. It is also planned to build Xiangyang-Chongqing and Wuhan-

Danjiangkou high-speed railways. Zaoyang, Yicheng and Gucheng railway stations

and yards in Xiangyang should be planned at level 2 and built at level 3. Xiaowan

Station is upgraded to be auxiliary station of Xiangyang passenger station. A land for

the development of Xiangyang marshalling station should be reserved. The transfer

efficiency between railway stations and yards and other means of transportation

should be strengthened to form the overall ganged linkage of railways, to consolidate

its position as railway hub and to improve competitiveness. The railway connection to

other central cities outside Xiangyang should be enhanced. In the long run, inter-city

trains will be run throughout Wuhan, Yichang, Jingzhou, Nanyang, Zhengzhou and

other cities.

Cross-river tunnel planning: overall cross-river tunnel planning is designed to realize

a fast, direct access through cross-river tunnels. It is planned to build four bridges,

respectively at the upstream of Laohekou, between Xiangcheng and Fancheng,

Xiangcheng and Dongjin and at the upstream of Yicheng. A bridge over the Han

River between Xiangcheng and Fancheng (namely the Third Han River Bridge) will

be built in due time.

Public transport planning: it is designed to improve public transport policies and

regulations, to define the priority of public transport, to properly arrange public

53

transport yards and stations and to establish an urban public transport network based

on public transport and supplemented by taxis. It is planned to build a convenient,

efficient, safe, comfortable public transport system characterized by advanced

facilities, good management and coordinated urban-rural public transport

development.

3.3.1.3 Road network planning for the Panggong area

Planned road network of the Panggong area basically adopts grid pattern. Planned

roads can be divided into city express ways, primary roads, secondary roads, branch

roads and riverside landscape roads. The red line of city express ways is 60m wide.

These ways should be controlled according to 120m wide. The red lines of riverside

roads are 12m, 25m and 30m wide. Other roads except city express ways and

riverside roads should be classified into primary roads, secondary roads or branch

roads.

Primary roads: it can be summarized as “six horizontal lines and six vertical lines”.

“Six horizontal lines” refer to 6 east-west roads, namely Jianjin Road, Panggong

Road, Planned 5th

Road, Jianghua Road, Xiangyang Road, Planned 7th

Road. “Six

vertical lines” refers to 6 south-north roads, namely Huancheng East Road-

Huancheng South Road-Shengli Street-Xianshan Road, Sijiqing Road, Zhakou 2nd

Road, Xingguang Avenue, Shengfeng Road and Planned 13th

Road. Primary roads are

main roads serving the transport link of motor vehicles. Primary roads mainly serve

public transport and supports living needs. The red line of primary roads is 24.5-50m

wide. Primary roads mainly adopt three-board cross-section. Some primary roads

adopt single-board or two-board cross-section.

Sub-primary roads: it can be summarized as “five horizontal lines and three vertical

lines”, mainly designed for the transport link of functional clusters in various areas.

Their red lines are 25-30m wide. All of them adopt single-board cross-section.

Branch roads: referring to minor roads for various functional clusters in the area. It is

emphatically planned to improve the density of branch road network, reconstruct the

T-intersection and staggered intersection, unblock cul-de-sacs and dead end

highways, enhance the degree of connectivity and accessibility of roads. The red line

of branch roads is 12-20m wide. All of them adopt single-board cross-section.～～

3.3.2 Urban Drainage Project Overview

3.3.2.1 District Drainage Status

The existing urban areas of Xiangyang city are divided into three major drainage

areas which are named Xiangcheng, Fancheng and Xiangyang by Han River,

54

Xiaoqing River and Tangbai River. The terrain is high in north-south, low in the

middle, hilly in south, loess and down land in north and terrace punched by Han River

in the middle. At present, the total length of existing urban drainage pipe is of

213.65km; the per capita sewer length is 0.2m; the sewer coverage is 81.47%. The

status built-up area has formed 28 drainage districts, 9 in Fancheng, 6 in Xiangcheng

and 12 in Xiangzhou District. The area, north to Qilihe, east to Xiaoqing River and

north to Dengcheng Avenue are rain automatic drainage area. For the other area,

forcing emission is carried out only in flood season. Rain and sewage drainage

pumping stations in the existing city were 27, while service area is 5941ha and the

total pumping capacity is 110.45m3 / s. Refer to figure 3-5 for Xiangyang City

Drainage Division.

55

Figure 3-5 Xiangyang City Drainage Division Status

The terrain of Xiangcheng District is high in south and low in north, high in west and

low in east. In addition, part of the place is low-lying. The status drainage system in

Xiangcheng District is intercepted combined system. The rainwater is drained into the

nearest water. The sewage system is connected to the east of Xiangcheng. Two

intercepted sewage main pipe in the south is delivered to Guanyinge sewage treatment

plant for treatment. Xiangcheng has six drainage areas Xiangyanggucheng, Tanxi,

56

Lingyun Road, 102, Yanshan and Zhakou which has already formed 6 drainage

systems. Currently, it has 10 drainage pump station with drainage capacity of

31.52m3/ s.

The existing drainage system for the improvement project of the project road in

Panggong district is Yanshan drainage system (P3) and Zhakou drainage system (P1).

Yanshan drainage system is mainly for the urban drainage of Yanshan District with its

entrance in front of TV factory and catchment area of 2.12km2. The existing drainage

system is rain water and sewage intercepted system. The main drainage pipes within

the region were not built. Only Yanshan Road has D800-D1000 intercepted trunk

which is eventually flowing into Yanshan pumping station. The rain water is drained

into South channel and sewage enters into Xiangcheng south sewage intercepted main

pipes. Currently, the terrain of Nanqiangxiang and surrounding Jianghua community

for the district is low-lying. The interior pipe network construction of each unit and

community is seriously lagged. The Nanqiangxiang area drains rain sewage through

Nanqianxiang pumping station. Jianghua Community drains rain sewage mainly

through self-built small scaled drainage pumping station by jianghua Mechanical

Factory. The drainage capacity of this pumping station is limited. When heavy rain is

coming, pond shall be formed seriously. According to the calculation, the total flow

amount in Yanshan district is 6.54m3/s during return period within 1 year. In this

connection, the drainage capacity (4.1m3 / s) of Yanshan pumping station can not

meet the drainage requirement of total rain flow within 1 year return period. The

water logging in Shengli Street is mainly caused by storm in short period, flash floods

rushing, poor drainage of south channel and low pumping capacity of pumping

station. The Zhaikou drainage services cover East Huancheng Road, Zhakou Road,

Panggong Road, Jianjin Road Street and North Jinzhou Section, Binjiang Road East

Section, Xinchengwan Street and Xiangyang Park, with catchments area of 3.4km2.

The existing drainage system of Zhakou is rain water and sewage intercepted system.

The existing pipe network and pumping station is formed in 0.5 year storm return

period. The pumping capacity of Zhakou pumping station is 6.64m3/s. The sewage

enters into Zhakou pumping station and drained into Xiangcheng intercepted drainage

pipe. The rain is enhanced into Han River. The catchments area is mainly in

Xiangyang Park and the Yiqiao Road railway culvert. The reason is that the partial

section of flood discharge channel from Hucheng River to Han River is blocked.

3.3.2.1 Regional Drainage Planning

According to the drainage district planning, Xiangcheng drainage district is increased

from 6 to 10. Four drainage areas are increased which are Tanxi T2, T3 drainage area,

57

Panggong P2, P5 drainage area. After the plan implementation, the drainage area will

cover the entire Panggong drainage area. Refer to table 3-3, figure 3-6 for details.

Division No. Catchment Area(ha) The Water for Drainage Remarks

P1 250 Han River Status Division

P2 270 Han River Planning Division

P3 212 South Channel Planning Division

P4 51 South Channel Planning Division

P5 556 Han River Planning Division

Figure 3-6 Xiangyang District Drainage Planning

58

After the implementation of the drainage district planning, Xiangcheng shall increase

four pumping stations. While pumping capacity shall be increased from 31.52m3 / s

to 31.52m3 / s.

3.3.3 Overview of Wastewater Project

(1)Overview of the project area sewage treatment plant

Road improvement sub-project and newly built Yanshan car park maintenance plot in

Panggong District is within the connection scope of Guanyinge sewage treatment. The

phase 1 of Guanyinge sewage treatment plant has already been finished with the

designed sewage treatment capacity of 100,000 t/d. currently the actual sewage

treatment capacity is 60,000 t/d. The sewage, after being treated by A2/O treatment

technique, with ending water reaching Grade 1 Standard B of Municipal Wastewater

Treatment Plant Emission Standards (GB18918-2002), shall be discharged into south

channel finally. The sludge, after being concentrated and digested, shall be delivered

to Yuliangzhou sewage treatment plant. The treated sludge shall be used by Xiangfan

Municipal Agricultural Commission as fertilizer comprehensively. The long-term

sewage treatment capacity of Guanyinge sewage treatment is 200,000 t / d.

The newly built Xiangzhou District Shenzhen industrial car park maintenance sites

are located within the sewage collecting scope of Dongjin sewage treatment plant.

Because Dongjin sewage treatment plant has not yet been built, the sewage of this

area is mainly discharged into Yuliangzhou sewage treatment plant currently. The

current sewage treatment capacity of Yuliangzhou sewage treatment plant, after being

expanded, reaches 300,000 t / d. The sewage, after being treated by A2/O treatment

technique, with ending water reaching Grade 1 Standard B of Municipal Wastewater

Treatment Plant Emission Standards (GB18918-2002), shall be discharged into Han

River finally. The treated sludge, after being concentrated and digested, shall be used

by Xiangfan Municipal Agricultural Commission as fertilizer comprehensively. The

long-term sewage treatment capacity of Yuliangzhou sewage treatment is 485,000t/d.

(2)The overview of sewage pipe network construction within project area

Xiangcheng District status drainage system is intercepted combined system. The

sewage, after being connected to the east of Xiangcheng and south two intercepted

main pipes, shall be delivered to Guanyinge sewage treatment plant for treatment. It

plans to add Yujiahu sewage main pipe with the total length of 7826m. Sewage pipes

D700 shall be paved along 305 provincial road so as to receive the sewage produced

by the east of Xiangcheng which includes Sifu Industrial Park and Xiangnan prison.

59

Sewage pipes D800-D1000 shall be paved along the south of Xianglong Road so as to

receive the sewage produced by Longzhong and surrounding areas. The project

involves Panggong District. Currently Panggong Road has been paved with sewage

treatment pipe network. The Xiangyang Road, north to newly built Yanshan car park

maintenance site has been paved with sewage treatment pipe network. Shengli Street,

north to the site has also been paved with sewage treatment pipe network. At the same

time, Xiangyang Road of the project shall be also been paved with sewage treatment

pipe network (Zhakouerlu East Section). Refer to figure3-7 for the involved Panggong

District sewage treatment pipe distribution status.

60

Figure 3-7 Xiangcheng Drainage Status

Xiangyang Economic Development Zone car parking and maintenance site in Hubei

Shenzhen Industrial Park has made a detail plan for the land uses and road network

layout. Currently the built road network in industrial park has been equipped with

sewage pipe network. Xiangyang Economic Development Zone parking and

maintenance has built south latitude 6°sewage pipe network. The sewage within

Industrial Park, after being collected into Liyuan Channel through pipe network, shall

be finally discharged into Tangbai River. Currently, Xiangyang Sewage Company is

building two Zhangwan intercepted sewage main pipe along Hangkong Road, East

Dengcheng Road and Chunyuan Road. After the establishment of two Zhangwan

intercepted sewage pipe, it can receive the sewage from the east of Qinghe, west of

East Inner Ring Road, south of Fukang Avenue, north of Tangbai River and Hubei

Shenzhen industrial park phase1 sewage. The sewage, after passing through

intercepted sewage pipes, shall be collected in Yuliangzhou sewage treatment plant.

According to the progress, Zhangwan interception trunk can be completed at the end

of 2011, when the Hubei Shenzhen Industrial Park sewage will be collected into

Zhangwan interception trunk rather than directly into Tangbai River. Refer to Figure

3-8 for the sewage pipe network distribution status involved in Hubei Shenzhen

Industrial Park.

61

Figure 3-8 Shenzhen Industrial Park. Drainage Status

3.4 Project area where various types of protected areas and protection of historical and

cultural overview

Xiangyang currently has two provincial urban conservation areas which are Xianshan

Conservation Area and Lumen Temple Conservation Area. The above mentioned two

conservation areas are also national forest parks. In the urban area, there are

Longzhong scenic spots, Lianshan Conservation Area and Putuoyan Scenic spots at

present. Currently, there is one Wetland Park in total which is also Xiangyang

Cuijiaying provincial Wetland Park. Refer to Figure 3-9 for details. None of the above

mentioned protection area is involved in the sub-projects of the project.

62

Xiangyang currently has 59 relics’ protection units at all levels as shown in Figure 3-

10. None of the relics’ protection unit is within the scope of the sub-projects of the

project.

According to Xiangfan Historical and Cultural City Protection Plan, Xiangyang

currently decided two streets Fancheng Laochengxiang and Dongjin Crossed Street as

historical cultural street and 7 historical cultural districts such as Zhongshan Qianhou

District, Dingzhong Street to Jiaotongxiang, Ciqi Street, Youyi Street, Xiangyang

North Street, Jinzhou North Street and Lvyingbixiang. Refer to Figure 3-11 for

details. None of the decided historical cultural street or historical cultural district is

within the sub-projects of the project.

63

Figure 3-9 The Distribution of Natural Reserves, Forest Park and Scenic Spot around the Project

64

Figure 3-10 Distribution of Cultural relics around the Project

65

Figure 3-11 Historic and Cultural Street Distribution around the Project

66

4.0 Survey and assessment of existing environment

4.1 Survey and assessment of existing ecological environment

The project is mainly located in the Panggong area of Xiangyang. The project location

is typically agroecological system. The ecological system in the scope of the

assessment is relatively stable and functionally integral. With effective manual

management and energy supply, the system can be stably sustained and developed,

with certain resistance to jamming.

4.1.1 Existing land usage in project area

The land in the Panggong area is mainly used for agricultural production, industrial

warehouse and residence. Plough accounts for 61.03% of total area while residential

land accounts for 21.49%. See Table 5-1.

Table 5-1 Existing land usage in the Panggong area

No. Land usage Area (ha) Proportion (%)

1 Residential land 329.55 21.49

2 Land for public service facilities 24.60 1.60

3 Industrial land 80.90 5.28

4 Warehouse land 18.72 1.22

5 Intercity transport land 20.39 1.33

6 Land for roads and squares 40.54 2.64

7 Land for municipal utilities 24.84 1.62

8 Green land 12.85 0.84

9 Specially-designated land 5.13 0.33

Waters and miscellaneous 976.25 63.66

Waters 5.74 0.37

Plough 935.89 61.03

Forestry 1.13 0.07

Open space 18.52 1.21

10 Including

Dikes 14.97 0.98

11 Total planning land 1533.42 100.00

4.1.2 Plant resources

Agricultural vegetation predominates in the Panggong area, mainly including food

plants (wheat, broad beans, rice, corn, soybeans, potatoes etc.), oil plants (rape,

sesame, peanuts), melon and fruit (cucumbers, wax gourd, pumpkin), vegetables

(turnip, Chinese cabbage, Caitai, savoy cabbage, spinach etc.) and cotton and hemp

(cotton and ramie). In the Panggong area, street trees and agricultural afforestation are

main trees, including sycamore, privet, metasequoia, populus etc.

67

According to field survey and referring to pertient materials, rare and endangered plants, ancients

and rare trees are not found in the project area.

4.1.3 Animal resources

As human activities have long influenced the Panggong area, terrestrial animals can

be found in this area are mainly domestic livestock and some small wild animals.

Domestic animals mainly include cattles, pigs, sheep, rabbits, dogs, cats, chicken,

ducks and geese etc.

Amphilians mainly include Bufo gargarizans, Rana plancyi, Rnigromaculata etc., the

majority of which is Bufo gargarizans.

Reptiles mainly include Chinemys reevesii, Trionyx sinensis, Eumeces chinensis,

Zaocys dhumnades, Elaphe mandarina etc., the majority of which are Eumeces

chinensis, and Zaocys dhumnades.

Birds mainly include Egretta garzetta, Bubulcus ibis, Larus ridibundus, Anas.

Platyrhynchos, Alcedinidae, Alcedo atthis, Hirundinidae, Hirundo rustica, Lanius

schach, Dicrurus macrocercus, Acridotheres cristatellus, Cyanopica cyana, Pica

pica, Passer montanus, Streptopelia orientalis, the majority of which is Hirundo

rustica.

Beasts mainly include Erinaceus europaeus, Pipistrellus abramus, Lepus sinensis,

R..novegicus, Cricetulus barabensis, Callosciurus ergthraeus, Mustela sibirica etc.,

the majority of which are Lepus sinensis and R..novegicus.

No national or provincial-level key protected wild terrestrial animal is found in the

project area under assessment.

4.1.4 Existing water loss and soil erosion

According to the Announcement of the Provincial People’s Government on Key

Prevention and Control Zones of Water Loss and Soil Erosion promulgated by Hubei

Provincial People’s Government, the project is in a key prevention and control zone

of water loss and soil erosion because a shallow-hill area near the Jianghan Plain in

68

Hubei Province is along the line of the project. The allowable value of water loss and

soil erosion is 500t/km²•a in the project area. The type of water loss and soil erosion is

slight in the project area. Local section is subject to water loss and soil erosion due to

road excavation in municipal construction.

4.2 Survey and assessment of existing acoustic environment

4.2.1 Regional ambient noise and traffic road noise

According to the Bulletin of Environment of Xiangyang in 2010, the annual value of

regional ambient noise and the annual value of traffic road noise are 55.5dB(A) and

67.9dB(A) respectively in 2010. See Table 4-2 for monitored values.

Table 4-2 Noise monitoring result in 2010

Noise level dB(A)

Monitoring item

Monitored values in 2010 Monitored values in 2009

Annual value of regional ambient noise 55.5 55.3

Annual value of traffic road noise 67.9 67.8

Urban road network hasn’t been formed in the Panggong area. At present, the quality

of regional acoustic environmental is good.

4.2.2 Existing acoustic environment at sensitive points

An ambient noise monitoring plan is set out for the environmental impact assessment.

China Railway Siyuan Survey And Design Group Co., Ltd. is responsible for

fulfilling the plan.

(1) Executive standard and specification applied in the measurement

The Environmental Quality Standard for Noise (GB3096-2008) should be applied.

(2) Measurement plan

� Measuring instrument

The ambient noise monitoring adopts RION NL-31 precision sound level meters. The

performance of all the measuring instruments should meet t he requirements of

monitoring standard.

69

� Measurement time and method

Ambient noise monitoring should be performed in the daytime and at night.

Equivalent continuous sound level should be measured for 20 min when flow is not

below average. It should represent the level of existing acoustic environment. For the

regions subject to the impact of road traffic, measured statistic (L90) should be used

as background level. For the regions mainly subject to the impact of living noise, the

measured values of existing acoustic environment should be used as background

level.

� Measurement and assessment value

The Measurement and assessment value is equivalent continuous noise level A.

(3) Principle of measuring point distribution

The project is partially located in the built-up area of the City. The impact of road

traffic noise is great along the line. All the noise sensitive points are covered in the

ambient noise monitoring. Noise monitoring points are set at different floors for high-

rise buildings. In this way, measured values can not only reflect the existing

environment of the area under assessment but also be used as reliable data for noise

forecast.

(4) Monitoring result

� Overview of noise source

In the road network improvement project, Panggong road section is mainly subject to

the impact of existing traffic noise. The majority of vehicles are heavy duty truck,

agricultural vehicles and motorcycles whose horn blows frequently. Social activities

such as farm product trade are frequent. Great noise is in this section. The quality of

acoustic environment is poor. For other planned road sections, the quality of the

quality of acoustic environment is good because these sections are mainly subject to

the impact of noise from social life

� Analysis on monitoring result of existing ambient noise

57 sensitive points for different kinds of environment are set along the project, 2

points at schools, 1 point at hospital and the rest 54 points at residential building.

The ambient noise at sensitive points along the Panggong road section is 52.1~63.4dB

in the daytime and 46.1~52.8dB at night. The noise at Yiheyuan is out of limit by

1.4~1.9dB in the daytime. The noise at Yiheyuan and Xiangyang Degong Hospital are

70

out of limit by 0.5~1.3dB at night. This is because the majority of vehicles are heavy

duty truck, agricultural vehicles and motorcycles whose horn blows frequently and

loudly. There is a farm product market at the intersection of Panggong Road and

Zhakou 2nd

Road. The noise from commercial complex and social life is great. The

ambient noise at the other sensitive points can meet corresponding environmental

standards both in the daytime and at night.

The noise at the sensitive points along other planned lines is 48.2~59.1dB in the

daytime and 41.9~47.7dB at night, meeting the limits of “60dB in the daytime, 50 dB

at night” in class II area. The noise is mainly from several country roads in the

planned project area. Sensitive points are set in the suburbs, far from urban area.

Sensitive buildings are mainly subject to the impact of social life. The quality of

acoustic environment is good.

4.3 Survey and assessment of existing water environment

The project doesn’t involve the main water systems of Xiangyang. No river system is

in the Panggong area. In this assessment, the existing water environment of the water

systems near the project is surveyed.

In 2010, six monitoring sections are set along the main stream of the Han River:

Fujiazhai section and Xianrendu section in Laohekou City, Baijiawan, Qianying

section, Yujiahu section in Xiangyang, Guo’an section in Yicheng (among which

Fujiazhai section flows into Xiangyang and Guo’an section outflow from Xiangyang).

According to monitoring result, the water quality of the main stream of the Han River

is very good. Compared with the previous year, there is no significant change in the

overall water quality. The 6 monitoring sections meet class-2 water quality, at the

same level as the previous year. See Table 4-3.

Table 4-3 Assessment of classification of water quality of the main stream of the

Han River in 2010

River section

monitored

Name of

section

Required

class

Class

this year

Class

last year

Name of

items and the

time

exceeding

standard

Fujiazhai � � � ～

Laohekou

Xianrendu � � � ～

Xiangyang Baijiawan � � � ～

71

Qianying � � � ～

Yujiahu � � � ～

Yicheng Guo’an � � � ～

The moat of Xiangyang belongs to a lake inside the city. Nanqu Canal is a canal to

hold pollutant and sewage in the city. According to monitoring result, Nanqu Canal is

suffered from serious pollution. The quality of water is the same as the class inferior

V last year. The water quality of the moat is slightly polluted, down to class IV from

class III.

See Figure 4-1 for the distribution of surrounding water system.

72

Figure 4-1 Distribution map of surrounding water system

4.4 Survey and analysis of existing ambient air

4.4.1 Urban ambient air

According the Bulletin of Environment of Xiangyang in 2010, the annual value of SO2 is

0.029mg/m3; the annual value of NO2 is 0.028mg/m3; the annual value of inhalable particles is

73

0.089mg/m3. In 2010, the number of effective monitoring days in urban area is 365days. The

quality of air is excellent in 316 days, accounting for 86.6% of the effective monitoring days. In

2010, the critical pollutant is inhalable particles. See Table 4-4 for monitoring result.

Table 4-4 Statistical result of atmosphere in Xiangyang in 2010

～ 2010monitored values 2009monitored values Remarks

Annual concentration of

SO2 0.029 mg/m

3 0.028mg/m

3


NO2 0.028mg/m

3 0.024mg/m

3


inhalable particles 0.089 mg/m

3 0.096mg/m

3

API<=50 days 67 28

50 days<API<100 days 249 286

100 days<API<150 days 47 51

API>150 days 2 0

In 2009,

effective

monitoring

days are

365days. In

2010, effective

monitoring

days are 365.

4.4.2 Existing ambient air in the project area

The project financed by the loans from the World Bank is mainly located in the

Panggong area. Assessment unit has authorized the Xiangyang Environment

Monitoring Station to monitor the quality of ambient air.

(1) Monitoring factors

Referring to the Highway Construction Environment Impact Assessment (JTG B03-2006) and the

Ambient Air Quality Standard (GB3095-1996) (revision on Jan. 6, 2000) and combining the

features of the project and the monitoring capacity of Xiangyang Environment Monitoring Station,

NO2 and PM10 are determined as the monitoring factors of existing ambient air monitoring.

(2) Monitoring analytical method

See Table 4-5 for monitoring analytical method.

Table 4-5 Analytical method for ambient air samples

Monitoring item NO2 PM10

74

analytical method Griess saltzman method Gravimetric method

Source of method GB/T15436-95 GB/T15262-95

(3) Monitoring time and frequency

Monitoring period is from August 9~August 16, 2011 (continuous monitoring). Four time a day

(Beijing time 8:00-9:00, 14:00-15:00, 20:00-21:00 and 02:00-03:00). Meteorological

oberservation should be conducted synchronously.

(4) Distribution of monitoring points

Location of monitoring points:

� Zhakou 2nd

Road: Hongmiao Village Group 4;

� Panggong Road: Panggong Garden;

� Southeast section of Inner Ring Road: Sunjiaxiang Village Group 7.

(5) Monitoring result

� Primary NO2 concentration at various monitoring points in the monitoring period is

0.010~0.075mg/m3, meeting the second level criterion (0.24mg/m

3) of the Ambient Air Quality

Standard GB3095-1996.

� Daily PM10 concentration at various monitoring points in the monitoring period is

0.1574~0.4854mg/m3, exceedinging the second level criterion (0.15mg/m

3) of the Ambient Air

Quality Standard GB3095-1996.

In conclusion, the primary NO2 concentration at various monitoring points in the

monitoring period meets the second level criterion of the Ambient Air Quality

Standard GB3095-1996. However, the daily PM10 concentration at various monitoring

points in the monitoring period exceeds the second level criterion (0.15mg/m3) of the

Ambient Air Quality Standard GB3095-1996. It can be seen that the pollution caused

by motor vehicle exhaust is not very serious. The cause of serious PM10 pollution is

the construction of the Fifth Jianghan Bridge. Because of the construction, there are

many construction vehicles in the project area. During transportation and travelling,

vehicles raise a lot of dust.

4.4.3 Existing management of urban atmosphere

At present, Xiangyang municipal people’s government has implemented some

prevention and control measures for atmospheric pollution as follows:

75

(1) Xiangyang municipal people’s government has completed the 12th

Five-year

Planning for Total Emission Control of Major Pollutants in Xiangyang. The planning

emphasizes structural emission reduction and strengthens engineering emission

reduction to constantly carry forward pollutant emission reduction through strict

management.

(2) Strict implementation of emission standard for newly licensed vehicles

The promulgation of the Limits and Measurement Methods for Emissions from Light-

duty Vehicles GB18352.3-2005 (III, IV), the Limits and Measurement Methods for

Exhaust Pollutants from Compression Ignition and Gas Fuelled Positive Ignition

Engines of Vehicles GB17691-2005 (III, IV, V) and the Limits and Measurement

Method for Exhaust Pollutants from Gasoline Engines of Heavy-duty Vehicles (III,

IV) one after another reflects that China has attached more and more importance to

the environmental problems caused by the exhaust pollutants from motor vehicles.

The emission standards for new vehicles become stricter and stricter. At present, the

above standards have been implemented in Xiangyang as of the date of

implementation, strengthening the control over emissions from vehicles

(3) Improvement on quality of fuels and application of alternative fuels

At present, fuel oils for vehicles on the market in Xiangyang are mainly light diesel

oil, vehicle-use unleaded gasoline, vehicle-use ethanol gasoline. The quality of fuel

products are improved greatly. Vehicle fuel available on the market in Xiangyang

meets relevant national standards. Moreover, some buses and taxies have undergone

oil-to-gas transformation. These vehicles consume cleaner energy to further mitigate

pollution caused by emissions from vehicles. The replacement of alternative fuels is

under way.

5.0 Scheme comparison and selection

In the project design, there are no Comparison schemes for road strike and station

yard site selection. The Comparison schemes in current design mainly involve with

comparison for road cross section. In this assessment, different Comparison schemes

for road cross section were compared and analyzed. In addition, scheme comparison

for road strike was given from the environmental impact perspective in order to

determine the construction scheme with minimum negative environmental impact

through comparing different schemes and provide reference for optimized decision-

making by the project construction decision-making authority.

76

5.1 Road cross section comparison and selection

5.1.1 Comparison schemes for cross section of the southeast section of the inner ring road

For scheme comparison for cross section of the southeast section of the inner ring road, refer to

Table 5-1. With environment comparison and selection, the recommended scheme in the

assessment conforms to the recommended design scheme, namely the scheme A.

Table 5-1 Scheme comparison for cross section of the southeast section of the inner

ring road

Existing

conditions Scheme A Scheme B

60m=3.5m sideway+3.5m non-

motorized vehicle way +7.25m

green belt+11.75m drive way+8m

median separator+11.75m drive

way+7.25m green belt +3.5m

non-motorized vehicle way+3.5m

sideway

60m=4.75m non-motorized vehicle

way +7.0m auxiliary road+6.5m

green belt+23.5m drive way+6.5m

green belt +7.50m auxiliary road

+4.75m pedestrian and non-

motorized vehicle way

Scheme

Comparison

No road

Environmental

impact during

construction

period

Scheme A and B have the same Environmental impact during construction period.

Environmental

impact on

ecology and

landscape

Scheme A and B have the same road red line, and occupy the same land. From the

ecological environmental impact, scheme A and B are same; from the environmental

impact on landscape, greening rate of scheme A is higher than that of scheme B and

road landscape design is beautiful.

Acoustic

environment

impact during

operation

period

Greening rate of scheme A is higher than that of scheme B. In addition, it will plant

several rows of arbor at both sides of the road, which is good for reducing impact of

road noise on sensitive spots at both sides of the road during the operation period.

Ambient air

impact during

operation

period

Greening rate of scheme A is higher than that of scheme B. In addition, it will plant

several rows of arbor at both sides of the road, which is good for reducing impact of

automobile exhaust gas on sensitive spots at both sides during the operation period.

Conclusion It is necessary to construct the southeast section of the inner ring road. For such

aspects as environmental impact on landscape, impact on acoustic environment and

ambient air during operation of scheme A is better than those of scheme B.

Recommendati

on

Scheme A is recommended based in this assessment, it is same to the recommended

scheme in design.

5.1.2 Comparison schemes for cross section of the Xingguang Avenue

For scheme comparison for cross section of the Xingguang Avenue, refer to Table 5-

2. With environment comparison, the assessment holds that landscape in scheme B is

better than that of recommended design scheme (Scheme A). In addition, effects of

preventing and control impact of noise and automobile exhaust gas are of scheme B

77

better than scheme A. Thus, the assessment recommends for scheme B for road cross

section of Xingguang Avenue.

Table 5-2 Scheme comparison for cross section of the Xingguang Avenue

Existing


80m=15m green line +6.75m

pedestrian and non-motorized

vehicle way +5m green belt

+11.75m drive way (0.5m marginal

strip included) +3m median

separator +11.75m drive way (0.5m

marginal strip included)+5m green

belt+6.75m pedestrian and non-

motorized vehicle way+15m green

line. Greening rate is 26%. Type of

cross section: two-plate type

80m=15m green line+4.75m sideway

(1.5m tree pool included)+3.5m non-

motorized vehicle way+3.5m green

belt +11.75m drive way (0.5m

marginal strip included)+3m median

separator+11.75m drive way (0.5m

marginal strip included)+3.5m green

belt+3.5m non-motorized vehicle

way+4.75m sideway (1.5m tree pool

included) +15m green line. Greening

rate is 26%. Type of cross section:

four-plate type

Scheme

Comparison

No road

Environmental

impact during

construction

period

Cross section of scheme A is two-plate type, namely the bi-direction motor vehicle are

mutually separated by the median separator. Cross section of scheme B is the four-plate

type, namely the motor vehicle, non-motorized vehicle and land along the street are

mutually separated by the median separators. Two-plate type is convenient than four-plate

type in construction, the earthwork volume is smaller. From the environmental impact

during the construction period, scheme A is better than scheme B.

Environmental

impact on

ecology and

landscape


ecological environmental impact, scheme A and B are same; from the environmental impact

on landscape, road landscape design of scheme B is more beautiful than that of scheme A.

Acoustic

environment

impact during

operation period

Under the same greening rate, compared with scheme A, scheme B will plant several rows

of arbor at both sides of the road, which is good for reducing impact of noise on sensitive

spots at both sides during the operation period.

Ambient air

impact during

operation period

Under the same greening rate, compared with scheme A, scheme B will plant several rows

of arbor at both sides of the road, which is good for reducing impact of automobile exhaust

gas on sensitive spots at both sides during the operation period.

Conclusion

Although environmental impact of scheme A during the construction period is smaller than

that of scheme B, after construction is completed, construction impact will be eliminated

also. Relative to the construction period, during the operation period, landscape

beautification, noise and atmosphere protection effect of scheme B is better than those of

scheme A.

Recommendation In the assessment, scheme B is recommended, which is different to the recommended

design scheme.

5.1.3 Comparison schemes for cross section of the Jianghua Road

For scheme comparison for cross section of the 30m-redline section of Jianghua

Road; refer to Table 5-3. With environment comparison and selection, the

recommended scheme in the assessment is same to the recommended design scheme,

is the scheme A. For scheme comparison for 40m-redline and 50m-greenline of the

78

section of Jianghua Road, refer to Table 5-4. With environment comparison and

selection, the recommended scheme in the assessment is same to the recommended

design scheme, is the scheme A.

Table 5-3 Scheme comparison for cross section of the 30m-redline section of

Jianghua Road

Existing


30m=5m pedestrian and non-

motorized vehicle way+2m green

belt+16m drive way+2m green

belt+5m pedestrian and non-

motorized vehicle way. Greening

rate is 13.3%. Type of cross

section: three-plate type

30m=2m sideway +3.5m non-

motorized vehicle way+1.5m

greening belt+16m drive

way+1.5m greening belt +3.5m

non-motorized vehicle way+2m

sideway. Type of cross section:

one-plate type

Scheme

Comparison

No road

Environmental

impact during

construction

period

Cross section of scheme A is three-plate type, namely the motor vehicle, non-

motorized vehicle and land along the street are mutually separated. Cross section

of scheme B is the one-plate type, namely the motor vehicle and non-motorized

vehicle are not mutually separated. Compared with the three-plate type, one-plate

is more convenient for construction, the earthwork volume is smaller. From the

environmental impact during the construction period, scheme B is better than

scheme A.

Environmental

impact on

ecology and

landscape


ecological environmental impact, scheme A and B are same. However, greening

rate of scheme A is higher that that of scheme B, and the long-term ecologic

benefit of scheme A is better than that of scheme B in operation period.

From the environmental impact on landscape, scheme A and scheme B about the

same.

Acoustic

environment

impact during

operation period

Scheme A and scheme B are about the same.

Ambient air

impact during

operation period Scheme A and scheme B are about the same.

Conclusion

Although environmental impact of scheme A during the construction period is

smaller than that of scheme B, after construction is completed, construction impact

will be eliminated also. Under the similar landscape beautification, noise during

operation period, atmosphere protection effect, greening rate of scheme A is higher

that that of Scheme B, and the long-term ecologic benefit of scheme A is better

than that of Scheme B in operation period.

Recommendation In the assessment, scheme A is recommended, which is same to the recommended

design scheme.

Table 5-4 Scheme comparison for cross section of the 40m-redline section of

Jianghua Road

Scheme

Existing


79

50m=5m for width of green

line+4.5m sideway (1.5m tree pool

included)+4.5m non-motorized

vehicle way+3m green belt+16m

drive way+3m green belt+4.5m non-


sideway+5m for width of green line.

Greening rate is 27.5%. Type of

cross section: three-plate type

50m=5m for width of green line+6.5m

pedestrian and non-motorized vehicle

way+5.5m green belt+16m drive

way+5.5mm green belt+6.5m

sideway+5m for width of green line.

Greening rate is 22.5%. Type of cross

section: one-plate type

Comparison

No road

Environmental

impact during

construction

period

Cross section of scheme A is three-plate type, namely the motor vehicle, non-motorized

vehicle and land along the street are mutually separated. Cross section of scheme B is the

one-plate type, namely the motor vehicle and non-motorized vehicle are not mutually

separated. Compared with the three-plate type, one-plate is more convenient for

construction, the earthwork volume is smaller. From the environmental impact during the

construction period, scheme B is better than scheme A.

Environmental

impact on

ecology and

landscape

Scheme A and B have the same road red line, and occupy the same land. From the ecological

environmental impact, scheme A and B are same. However, greening rate of scheme A is

higher that that of scheme B, and the long-term ecologic benefit of scheme A is better than

that of Scheme B in operation period.

From the environmental impact on landscape, road landscape design of scheme A is more

beautiful than that of scheme B.

Acoustic

environment

impact during

operation period

Compared with scheme B, scheme A will plant several rows of arbor at both sides of the

road, which is good for reducing impact of noise on sensitive spots at both sides during the

operation period.

Ambient air

impact during

operation period


road, which is good for reducing impact of automobile exhaust gas on sensitive spots at both

sides during the operation period.

Conclusion




beautification, noise and atmosphere protection effect of scheme A is better than those of

scheme B.

Recommendation In the assessment, scheme A is recommended, which is same to the recommended design

scheme.

5.1.4 Comparison schemes for cross section of the Zhakou 2nd

Road

For scheme comparison for cross section of Zhakou 2nd

Road; refer to Table 5-5. With

environment comparison and selection, the recommended scheme in the assessment is

same to the recommended design scheme, is the scheme A.

Table 5-5 Scheme comparison for cross section of Zhakou 2nd

Road

Scheme

Existing


80

40m=4.75m sideway (1.5m tree pool

included)+ 4m non-motorized

vehicle way+2m motor vehicle and

non-motorized vehicle

separator+7.75m drive way (0.5


separator+7.75 drive way (0.5

marginal strip included)+ 2m motor

vehicle and non-motorized vehicle

separator+4m non-motorized vehicle


included)



40m=5m sideway (1.5m tree pool

included)+ 5.5m auxiliary road+2m

motor vehicle and non-motorized

vehicle separator+15m drive way+2m


vehicle separator+ +5.5m auxiliary

road+ 5m sideway (1.5m tree pool

included)



Comparison

No road

Environmental

impact during

construction

period







Environmental

impact on

ecology and

landscape


ecological environmental impact, scheme A and B are same. However, greening rate of

scheme A is higher that that of scheme B, and the long-term ecologic benefit of scheme A is

better than that of Scheme B in operation period.



Acoustic

environment

impact during

operation period



operation period.

Ambient air

impact during

operation period




Conclusion





scheme B.


scheme.

5.1.5 Comparison schemes for cross section of the Xiangyang Road

For scheme comparison for cross section of Xiangyang Road; refer to Table 5-6. The

section mainly discusses advantages and disadvantages of the Comparison schemes

for cross section in design without altering road strike. For details on comparison for

Xiangyang Road strike, refer to 5.2.

Table 5-6 Scheme comparison for cross section of Xiangyang Road

81

Existing conditions Scheme A Scheme B

The existing road is

cement road wide in

3m, there are street

trees (Chinese

redwood) at both

sides.

40m=4.75m sideway (1.5m

tree pool included)+ 4m non-

motorized vehicle way+2m

motor vehicle and non-

motorized vehicle

separator+7.75m drive way

(0.5 marginal strip included)

+3m median separator+7.75m

drive way (0.5 marginal strip

included) +2m motor vehicle

and non-motorized vehicle

separator+4m non-motorized

vehicle way4.75m sideway

(1.5m tree pool included)

Greening rate is 27.5%. Type

of cross section: three-plate

type

40m=5m sideway (1.5m tree

pool included)+ 5.5m

auxiliary road+2m motor

vehicle and non-motorized

vehicle separator+15m drive

way+2m motor vehicle and


separator+ +5.5m auxiliary

road+ 5msideway (1.5m tree

pool included)

Greening rate is 22.5%.

Type of cross section: one-

plate type

Scheme

Comparison

Environment

al impact

during

construction

period


vehicle and land along the street are mutually separated. Cross section of scheme B is

the one-plate type, namely the motor vehicle and non-motorized vehicle are not

mutually separated. Compared with the three-plate type, one-plate is more convenient

for construction, the earthwork volume is smaller. From the environmental impact

during the construction period, scheme B is better than scheme A.

Environment

al impact on

ecology and

landscape


ecological environmental impact, scheme A and B are same. However, greening rate of

scheme A is higher that that of scheme B, and the long-term ecologic benefit of scheme

A is better than that of Scheme B in operation period.

From the environmental impact on landscape, road landscape design of scheme A is

more beautiful than that of scheme B.

Acoustic

environment

impact

during

operation

period

Compared with scheme B, scheme A will plant several rows of arbor at both sides of

the road, which is good for reducing impact of noise on sensitive spots at both sides

during the operation period.

Ambient air

impact

during

operation

period

Compared with scheme B, scheme A will plant several rows of arbor at both sides of

the road, which is good for reducing impact of automobile exhaust gas on sensitive

spots at both sides during the operation period.

Conclusion

Although environmental impact of scheme A during the construction period is smaller

than that of scheme B, after construction is completed, construction impact will be

eliminated also. Relative to the construction period, during the operation period,

landscape beautification, noise and atmosphere protection effect of scheme A is better

than those of scheme B.

Recommend

ation

In the assessment, scheme A is recommended, which is same to the recommended

design scheme.

82

5.1.6 Comparison schemes for cross section of the Panggong Road

For scheme comparison for 40m-redline and 50m-greenline of the section of

Panggong Road, refer to Table 5-7. With environment comparison and selection, in

the assessment, it is believed that section from K0+215 to K1+365 shall maintain the

existing cross section, it only requires broadening the road and provide additional

non-motorized vehicle way to meet the requirement of 40m-redline of the road. In

addition, it shall upgrade the existing pavement; for the section from K1+365 to the

end point, it agrees with the recommended scheme in design, namely scheme A.

Table 5-7 Scheme comparison for cross section of Panggong Road

Existing conditions Scheme A Scheme B

For section from

K0+215 to K1+365,

the existing road is

the one-plate road

whose redline is 30m.

30m=8m green

belt+14 drive

way+8m green belt.

Greening at both

sides of the road is

fairly good; for the

section from K1+200

to the end point, it is

the cement road wide

in 6m, and there are

not street trees at both

sides.


line+4.5m sideway (1.5m tree

pool included)+4.5m non-

motorized vehicle way+3m

green belt+16m drive way+3m

green belt+4.5m non-


sideway+5m for width of

green line.

Greening rate is 27.5%. Type

of cross section: three-plate

type


line+6.5m pedestrian and


way+5.5m green belt+16m

drive way+5.5mm green

belt+6.5m sideway+5m for

width of green line.

Greening rate is 22.5%.

Type of cross section: one-

plate type

Scheme

Comparison

Environment

al impact

during

construction

period

It will reserve the section from K0+215 to K1+365. With the existing road cross

section, it will only upgrade the road section. The environmental impact during the

construction period is greatly smaller than those of scheme A and B.

Environment

al impact on

ecology and

landscape

If Panggong Road is built with scheme A and B, it will damage greening at both sides

of existing road and affect the ecology and landscape. While if the existing road cross

section is maintained, project construction will have much less impact on ecology and

landscape.

Acoustic

environment

impact

during

operation

If Panggong Road is built with scheme A and B, it will damage greening at both sides

of existing road. After greening at both sides will be restored after construction is

completed, but the newly grown trees or the transplanted original trees are not very

luxuriant, its noise prevention effect is greatly inferior to that of the original luxuriant

83

operation

period

trees. Thus, maintaining the existing road cross section has better noise prevention

effect than those of scheme A and B.

Ambient air

impact

during

operation

period

Ditto

Conclusion

If the existing road cross section is maintained, environmental impact, impact on

ecology and landscape during the construction period are smaller than those of scheme

A and B; in addition, the noise and atmosphere protection effect are also better than

those of scheme A and B.

Recommend

ation

It will not take up scheme A and B. According to assessment, for section

from K0+215 to K1+365, it will maintain the existing cross section, it

only requires broadening the road and provide additional non-motorized

vehicle way to meet the requirement of 40m-redline of the road. In

addition, it shall upgrade the existing pavement; for the section from

K1+365 to the end point, it agrees with the recommended scheme in

design, namely scheme A.

5.1.7 Comparison schemes for cross section of the Planned 13th Road

For scheme comparison for cross section of Planned 13th Road; refer to Table 5-8.

With environment comparison and selection, the recommended scheme in the

assessment is same to the recommended design scheme, is the scheme A.

Table 5-8 Scheme comparison for cross section of Planned 13th Road

Existing


40m=4.75m sideway (1.5m tree pool

included)+ 4m non-motorized

vehicle way+2m motor vehicle and


separator+7.75m drive way (0.5


separator+7.75 drive way (0.5

marginal strip included)+ 2m motor

vehicle and non-motorized vehicle

separator+4m non-motorized vehicle


included)



40m=5m sideway (1.5m tree pool

included)+ 5.5m auxiliary road+2m


vehicle separator+15m drive way+2m


vehicle separator+ +5.5m auxiliary

road+ 5m sideway (1.5m tree pool

included)



Scheme

Comparison

No road

Environmental

impact during

construction

period







Environmental

impact on

ecology and

Scheme A and B have the same road red line, and occupy the same land. From the ecological

environmental impact, scheme A and B are same. However, greening rate of scheme A is

84

ecology and

landscape

higher that that of scheme B, and the long-term ecologic benefit of scheme A is better than

that of Scheme B in operation period.



Acoustic

environment

impact during

operation period



operation period.

Ambient air

impact during

operation period




Conclusion





scheme B.


scheme.

5.2 Comparison and selection for road strike

Presently, street trees at both sides of Xiangyang Road grow well and are plenty, it

must damage these trees if the road is built along the existing road. In consideration of

the reducing the relocation work volume of the project, in the assessment, it is

suggested that the design scheme for Xiangyang Road will be entirely translated for

3~5m toward the north side and will not occupy the road and the street trees at both

sides. In this way, it cannot only eliminate damage of the project against the existing

trees, reduce relocation work volume, the existing road can be used as construction

detour and reduce environmental impact on of the temporary works. Although

Xiangyang Road is entirely translated toward the north side, the road strike keep same

to the strike of Xiangyang Road in the road network planning of Panggong area.

6.0 Environmental Impact Assessment

6.1 Environmental impact analysis during construction period

6.1.1 Ambient air quality impact analysis during the construction period

During construction of the project, the main sources causing atmospheric pollution

include dust emission caused by construction excavation and transport vehicle, dust

emission and falling during handling, transport and stacking of construction building

materials (cement, lime, sandstone material) and during excavation and stacking and

transport of excavation spoil, exhaust gas from different construction machinery and

transport vehicle.

85

During the construction period, dust emission has the greatest impact on ambient air.

From dust emission from excavation and bore drilling of the dry ground surface, some

of such dust emission will suspended in air, and other will flutter to the ground and

building surface nearby with wind; during stacking of the excavation soil, the dust

will fly if the wind force is greater; during handling and transport, it will cause some

of dust emission to fly and fall; the soil carried by rain washing will spread on the

road surface, after being dried, dust emission will be caused again by vehicle

movement or wind; during backfilling for excavation, it will also cause a great deal of

dust emission; during handling, transport and stacking of building materials, it will

also cause dust falling and flying.

Hazardness of dust emission pollution during construction shall not be neglected. If

the dust emission suspending in air is breathed in by the construction personnel and

the residents around, it will not only cause different respiratory diseases, the dust

emission can also carry a great deal of pathologenic bacteria, infect various diseases

and serious harm health of the construction personnel and residents around. In

addition, excessive dust emission can reduce the visibility and lead to traffic accident.

If the dust emission falls on buildings and trees, landscape will be affected. Therefore,

the Constructor shall strengthen management; take up proper measures and strictly

control dust emission caused during the construction period.

For the exhaust gas produced during construction machinery and heavy-duty vehicle

running, the key pollutants is carbon monoxide (CO), nitric oxide (NOX) and

hydrocarbon (HC).

For the road engineering of the project, all of roads take up bituminous concrete

pavement structure. During implementing works, it will set up bitumen mixing plant

and cement and concrete mixing plant, which will mainly produce the pollutants of

bitumen fume and TSP. Bitumen fume, is produced during decocting and mixing

produce of the bitumen. According to the bitumen fume pollution monitoring result

along the bitumen fume mixing plant at southern section of Beijing-Zhuhai express

highway, the source Intensity of mixing plants of different types is given in Table 6-1.

Table 6-1 Bitumen fume pollution monitoring result of bitumen mixing plant

No. Equipment model

Range of effluent

concentration of

bitumen fume

(mg/m3)

Mean value of

effluent

concentration of

bitumen fume

(mg/m3)

1 M3000 (Xi’an Road

Construction Machinery Plant) 12.5~15.5 15.2

86

2

VILLEROY&BOCH

(Germany) WKC100

12.0~16.8 13.9

3 M356, Parker Corporation

(UK) 13.4~17.0 14.2

Exhaust gas from the construction machinery and transport vehicle driven by fuel will

lead to increase of gross volume of the air pollutants in regional ambient air. During

the construction period, other vehicles will not be allowed to travel or it will reduce

the traffic of other vehicles in the existing road section, automobile exhaust gas

discharge amount during the construction period will be reduced compared with that

in current time and environmental impact of automobile exhaust gas on ambient air

during the construction period will be reduced compared with that in current time.

According to data analog, during pavement work, at about 60m under the wind,

dissipated phenol in hot bitumen material is ≤0.01mg/m3 (standard value (former

USSR) was 0.01mg/m3) and THC≤0.16mg/m

3 (standard value (former USSR) was

0.16mg/m3). That is to say, the affecting range of bitumen fume during paving

bitumen in pavement can reach 60m. Therefore, during bitumen paving work of the

project, the bitumen fume will have certain impact on residents and organizations at

one side of the surrounding roads. However, paving process is short-time and one-

disposable work and hot bitumen concrete temperature falls fast, thus impact is

temporary. When construction activities are over, fume emission will be also basically

stop.

6.1.2 Noise impact analysis during the construction period

(1) Noise source during the construction period

During construction period of the project, noise will mainly come from construction

machinery, such as road roller, loader, excavator, blender and so on; the noise also

include noise from construction and transport vehicle, building demolition and

crushing of the existing road and so on. When the machinery operate, the noise can

reach 90~112dB (A) at the place 5m away from the noise source. This emergency and

unstable noise will have adverse impact on the construction personnel and

surrounding residents. According to analog investigation and field data of ordinary

machinery, noise source intensity of different construction machinery and vehicles

during the construction period is given in Table 6-2 and 6-3.

Table 6-2 Noise source intensity of road construction machinery and vehicle

Construction

stage No.

Construction

equipment

Distance from the measuring

point to the construction

equipment (m)

Lmax (dB (A))

87

1 Hydraulic wheel

excavator 5 84

2 Bulldozer 5 84

3 Wheel loader 5 90

4 Different drilling

machines 5 87

5 Truck 5 94

Earthwork state

6 Pneumatic hammer 5 98

7 Different pile drivers 10 93~112

8 Grader 5 90 Piling stage

9 Air compressor 5 92

10 Vibrator 5 84

11 Concrete pump 5 85

12 Pneumatic wrench 5 95

13 Different road rollers 5 76~86

Structure stage

14 Spreading machine 5 87

15 Movable crane 5 96 Finishing stage

16 Elevator 72 15

Table 6-3 Tested value of concrete mixer

No Mixer model

Distance from the

measuring point to the

construction place

(m)

Maximum sound

level

Lmax[dB(A)]

1 parker LB1000(UK) 2 88

2 LB30 (Xi’an Road Construction

Machinery Plant) 2 90

3 LB2.5 (Xi’an Road Construction

Machinery Plant) 2 84

4 MARINI (Italia) 2 90

(2) Environmental impact analysis of construction noise

� If single set of construction machinery is utilized, it can reach the standard limit

value stipulated in the Noise Limits for Construction Site (GB12523-90) at 35m away

from the construction site in daytime and reach the standard limit value at 218m away

from the construction site at night. However, in actual construction process, many

types of machinery are utilized together; the range affected by noise will be larger.

� In the range where the project noise sensitive points have a mean distance about 5-

30m away from the construction site boundaries, the construction noise will have

fairly great impact on the surrounding acoustic environment. The acoustic

environment protection goal along the project mainly are within the range 30m away

from the redline, and thus the first row of residential building, school and hospital at

88

both sides of the road will be affected in daytime; at night, it will have especially

obvious impact on rest of the residents, thus it shall take up strict measures to reduce

impact of the construction noise on the environmental protection goals in maximum

degree.

� When the project is completed, impact of the construction noise will not exist.

Adverse impact of construction noise on environment is temporary and in short term.

6.1.3 Vibration impact analysis during the construction period

(1) Vibration source during construction period

During construction period of the project, vibration sources mainly include vibration

caused by power-type construction machinery. For vibration intensity of different

construction machinery, refer to Table 6-4.

Table 6-4 Vibration source intensity reference vibration level of construction

machinery

Distance from the measuring point to the construction equipment (m) Construction

equipment 5 10 20 30 40

Excavator 82~84 78~80 74~76 69~71 67~69

Bulldozer 83 79 74 69 67

Road roller 86 82 77 71 69

Truck 80~82 74~76 69~71 64~66 62~64

Air compressor 84~85 81 74~78 70~76 68~74

Drilling machine 63

(2) Environmental impact analysis of construction vibration

The construction machinery for the project are mainly utilized for vibration work,

including vibration caused by excavation and other work and vibration caused during

transport and handling by the transport vehicle. Thus, it will bring about impact on

traffic, building and people’s living along the road during the construction work.

The vibration level of ordinary construction and equipment can reach 63-85dB at the

place 10m away from the vibration source, and the vibration level can be less than or

close to 71dB at the place 30m away from the vibration source, and it can meet the

standard value at night at both sides of the main traffic artery stipulated in the

Standard on Vibration in Urban Area Environment (GB10070-88). It is predicted that

89

construction vibration will have impact on sensitive points within the range of 10-20m

around the work area.

According to the road construction characteristics, it will usually conduct road

maintenance and pavement work at night, the source intensity of vibration includes

spreading machine, vibrating spear, transport machinery and so on, and it will have

vibration impact on sensitive buildings within the range of 10-20m away from the

vibration source.

6.1.4 Water environmental impact analysis during the construction period

(1) Production waste water

Production waste water mainly includes sand and stone material washing waste water,

concrete mixing waste water and mechanical equipment washing waste water. The

sand and stone material washing waste water and mechanical equipment washing

waste water contain sediment, COD and a little of petroleum. After such treatment as

deposition, oil removal and so on, they can be recycled for use. A little of waste water

will be discharged into the municipal pipe network after passing the sedimentation

tank and will not have impact on the water environment basically.

(2) Surface runoff

During road construction, subgrade excavation, building demolition and so on will

bring about a great deal of sediment and dust emission. For construction in rainy

season, the sediment and dust will come to the nearby receiving water body together

with rain water and affect the water quality. The rain water will scour the construction

site and pollute the surrounding water body. Especially, construction in urban area

may block the urban drainage pipe network system and cause increase of suspended

matter concentration of the rain water drainage system.

(3) Domestic sewage of the construction personnel

During road construction, the living quarter the construction personnel are dispersed,

domestic sewage is little. In addition, the project area is basically the farmland. The

domestic sewage will be discharged after treatment in septic tank, and will have small

impact on environment.

According to investigation on construction waste water of municipal transport project,

discharge of construction waste water is given in Table 6-5.

Table 6-5 Analog and investigation result of construction waste water of municipal

transport project

90

Waste water Discharge amount Item COD Petroleum

matter SS

Domestic sewage 0.1-0.3(m3/d./person)

Pollutant concentration

(mg/L) 200~300 <5.0 80~120

Washing water discharge

from construction site 10(m3/d)


(mg/L) 50~80 1.0~2.0 150~200

Equipment cooling water

discharge 4(m3/d)


(mg/L) 10~20 0.5~1.0 10~15

6.1.5 Environmental impact analysis for solid waste during the construction period

During the construction period, there will be a great deal of residual mud, residual soil

(including residual soil from demolition of existing buildings), residual mud from

surface excavation, residual waste material in construction and so on. If these solid

wastes from buildings are not treated properly, it may impeded traffic and pollute

environment. During transport, if it does not focus on clean transport by the vehicle, it

may spread and fall soil along the road, pollute the street and road and affect urban

landscape and traffic.

For details of earthwork balancing, borrow pit and spoil ground of the project, refer to

section 2.5 and 2.6.

During stacking and transport of spoil soil, if treatment is not properly, it may impede

traffic and pollute environment. If the transport vehicles for excavation spoil oil travel

on the urban roads, it will not only increase the vehicle flow in the area along the road

and cause traffic jam, falling and leakage of soil can also bring about hazard against

urban sanitation. If the excavation spoil soil is stacked and dump without regulation,

water and soil loss will be caused with rainstorm scouring. On the construction site in

urban area, the rainwater runoff usually enters the municipal gullies in the form of

“yellow muddy water” and will block the gullies after deposition. In addition, muddy

water will also carry cement, oil stain and other pollutants from the construction site

into the water body and cause water body pollution.

In the project, it will reallocate house of 64064m2. according to the analog

investigation of relocation works in similar urban areas, after recovering most of

useful building materials (such as brick, reinforcement, timber and so on), the

91

building rubbish for each square meter of reallocation area will be about 0.1m3, and

thus the building rubbing from house reallocation will be 6406.4m3.

6.1.6 Ecologic environmental impact analysis during the construction period

(1) Impact on agricultural ecology and vegetation

The project area in Panggong District is basically farmland. Permanent land for the

project will damage some of farmland and vegetation, and the occupied land will lose

agricultural production function permanently and cause certain biomass loss. This

impact is not reversible, and will bring about certain adverse effect on agricultural

production in this area.

Temporary land occupation by some of temporary works and construction detour will

also lead to damage against of agricultural ecology and vegetation. However, it can be

recovered after the construction is completed and will have little impact on vegetation

and agricultural ecology in this area.

There are many street trees along the existing Panggong Road and Jianghua Road,

land expropriation will damage these trees and cause loss of urban greening area.

(2) Impact on animal

During the construction period, damage against ground surface vegetation, land

occupation and activities of construction personnel will have certain adverse impact

on animals within certain range, and such impact will basically disappear when the

construction is completed.

(3) The principal works of the project is within the urban area, topography is even,

there are less high-filling works and deep excavation, there will not be water and soil

loss basically. However, during construction, it will bring about certain impact on

urban ecology during temporary storage of earthwork, rockwork, sand and stone

materials, cement, clay and other building materials, spoil and waste materials.

Especially, if the spoil soil is not under proper stacking and protection and is scoured

92

by rainwater, it is easy to block the road drainage pipe and affect traffic and urban

landscape. It shall conduct timely ecological recovery after the borrow pit and spoil

ground are filled and leveled up, such as planting trees and grass. After conducting

timely ecological recovery, soil borrow and spoil of the project will have small impact

on ecological environment.

(4) During the construction period, when earthwork, rockwork, sand and stone

materials, cement and other building materials are transported by vehicle and the

protection measures are not proper, it will bring about a great deal of dust emission,

and it will have impact of dust emission on road surface, greening belt and residents at

the both sides of the road where the vehicle travel, and it will also bring about certain

impact on urban sanitation environment.

6.1.7 Social environmental impact during the construction period

6.1.7.1 Analysis of impact on urban traffic

(1) Road construction will disturb the existing traffic. During project construction, it

shall make construction while not interrupt the existing traffic and transport in order

to complete road network construction and planning smoothly. However, during the

construction period, there will be traffic congestion and jam during peak hours in

some road sections. The traffic control department shall make management for these

conditions, organize traffic with adjacent road network and shunt traffic load and

guarantee not to disturb normal living of the residents.

(2) During project construction period, it will utilize a great deal of construction

machinery and transport vehicle, which will increase the traffic flow in the area along

the road and have certain disturbance against the urban traffic.

6.1.7.2 Analysis of impact on urban resident living

(1) According to analysis of impact of the project on urban traffic, it shows that it

may disturb the urban traffic during project construction period, cause traffic jam and

congestion of urban road, it shall take up such temporary measures as shunting and

93

going-around and so on. The bus route shall be arranged again. All of these will bring

about impact and inconvenience against travel, work and living of urban residents.

(2) During project construction period, noise from the construction machinery and

dust emission from the transport vehicle will have certain impact on normal living of

the residents at the sensitive points near the road. If the engineering technology

requires night work, it will have impact on rest of the residents.

6.1.7.3 Impact on infrastructure

During project construction, it will affect different ground and underground pipeline

and pipes of municipal works, such as water supply pipe, fuel gas pipe, heat supply

pipe, communication and power pipeline and so on, it will bring about certain impact

and inconvenience against normal living of the residents. The project is mainly within

the city suburb area, it will be slightly affected by demolition of electric power,

communication, pipe and so on. The ordinary infrastructure along the road is

agricultural irrigation trench. Project construction will interrupt some trench and

disturb the agricultural irrigation and drainage system. However, impact is temporary.

With building up of the road, drainage system and irrigation trenches at both sides

will be interlinked; it can effectively improve the drainage and agricultural irrigation

system and make better use of them.

6.2 Analysis of environmental impact during operation period

6.2.1 Analysis of impact on ambient air quality during the operation period

6.2.1.1 Pollution source for atmospheric environment during the operation period

After the project is built up, there is no spray painting work in the bus maintenance

yard, and thus automobile exhaust gas will be the main source for ambient air

pollutant. The discharge amount of the pollutants is proportional to the traffic volume,

and is related to the vehicle type and automobile operating conditions. Automobile

exhaust gas pollutants mainly are caused by exhaust of air leakage of crankcase,

volatization of fuel system and exhaust pipe, the pollutants mainly include carbon

94

monoxide, nitrogen oxide and non-methane total hydrocarbon. Daily average

discharge amount of each pollutant can be calculated based on the following formula:

Where,

QJ-- J pollutant source intensity discharged by the running automobile at

certain speed, mg/(m·s);

Ai-- hourly traffic volume of vehicle type i, vehicle/h;

B - Correction factor for converting NOX discharge amount into c NO2

discharge amount;

Eij- discharge factor of single vehicle, namely, J pollutant amount discharged

by vehicle type I at certain speed, mg/vehicle·m, (refer to Table 6-6).

Table 6-6 Suggested value for discharge factor for single vehicle Unit:

mg/(vehicle·m)

Mean vehicle speed 50.00 60.00 70.00 80.00 90.00 100.00

CO 31.34 23.66 17.90 14.76 10.24 7.72

THC 8.14 6.70 6.06 5.30 4.66 4.02 Small

vehicle

NOx 1.77 2.37 2.96 3.71 3.85 3.99

CO 30.18 26.19 24.76 25.47 28.55 34.78

THC 15.21 12.42 11.02 10.10 9.42 9.10 Medium

vehicle

NOx 5.40 6.30 7.20 8.30 8.80 9.30

CO 5.52 4.48 4.10 4.01 4.23 4.77

THC 2.08 1.79 1.58 1.45 1.38 1.35 Large

vehicle

NOx 10.44 10.48 11.10 14.71 15.64 18.38

6.2.1.2 Prediction assessment content

ADMS mode recommended in the Guidelines for Environmental Impact Assessment-

atmosphere environment (HT2.2-2008) was used for predicting impact of automobile

exhaust gas on ambient air during the project operation period. The maintenance work

of newly built bus yard in this project will not include spray painting work.

(1) Prediction content

∑=

−=3

1

13600i

ijiJ EBAQ

95

According to the project pollutant characteristics and requirement of the atmosphere

guidelines and in consideration of the pollution climatic feature of this area, it

conducted prediction of atmosphere environmental impact by the day by day and hour

and hour way. The prediction and analysis and assessment content are given as

follows:

� Under typical hourly climatic conditions of the area, it analyzed impact of the

project on the regional environment, analyzed whether it exceeds the limit value or

not, the limit-exceeding degree and maximum limit-exceeding position; analyzed

whether the sensitive point exceeds the limit or not and the limit-exceeding degree,

analyzed the hour concentration limit-exceeding probability and maximum duration.

� Under typical daily climatic conditions of the area, it analyzed impact of the project

on the regional environment, analyzed whether it exceeds the limit value or not, the

limit-exceeding degree and maximum limit-exceeding position; analyzed whether the

sensitive point exceeds the limit or not and the limit-exceeding degree, analyzed the

hour concentration limit-exceeding probability and maximum duration.

� Under long-term climatic conditions of the area, it analyzed impact of the project

on the regional environment, analyzed whether it exceeds the limit value or not, the

limit-exceeding degree and maximum limit-exceeding position; analyzed whether the

sensitive point exceeds the limit or not and the limit-exceeding degree.

(2) Prediction factor

The factors for motor vehicle exhaust main pollutant discharge factors were CO and

NO2.

(3) Prediction time of period

Prediction time of period is the year of 2015.

6.2.1.3 Prediction result

(1) Under typical hourly climatic conditions, impact of pollutants on the area and

environment goal

●Maximum hourly concentration of NO2 at each of sensitive goal

According to prediction, NO2 hourly concentration over-limit rates at the sensitive

points at Panggong Park, Panggongci Village Group 5, Siji dormitory of Jinyu

Company, Sanjiayuan Group 3, teacher dormitory of Wangjiawa primary school,

96

Shijiamiao Village Group 1, Sunjiaxiang Village Group 1 and 3 were 0.21%, 0.05%,

0.03%, 0.05%, 0.15%, 0.06% and 0.04% respectively; the maximum hourly

concentration at other 55 sensitive points could meet the class II standard limit value

in the Ambient Air Quality Standard (GB3095-1996).

●Maximum hourly concentration of CO at each sensitive goal

According to prediction, the maximum hourly concentration of CO at each sensitive

point can meet class II standard limit value in the Ambient Air Quality Standard

(GB3095-1996).

(2) Under typical daily climatic conditions, impact of pollutants on the area and

environment goal

●Maximum average daily concentration of NO2 at each of sensitive goal

According to prediction, average daily values at such seven sensitive points as

Panggong Park, Panggongci Village Group 5, Siji dormitory of Jinyu Company,

Sanjiayuan Village Group 3, teacher dormitory of Wangjiawa primary school,

Shijiamiao Village Group 1, Sunjiaxiang Village Group 1 and 3 exceeded the limit

value in different degrees; the maximum average daily concentration at other 55

sensitive points could meet the class II standard limit value in the Ambient Air

Quality Standard (GB3095-1996).

●Maximum hourly concentration of CO at each sensitive goal

According to prediction, the maximum hourly concentration of CO at each sensitive

point can meet class II standard limit value in the Ambient Air Quality Standard

(GB3095-1996)

(3) Under long term climatic conditions, impact of pollutants on the area and

environment goal

According to prediction, average daily values at such four sensitive points as

Sanjiayuan Village Group 3, teacher dormitory of Wangjiawa primary school,

Shijiamiao Village Group 1, Sunjiaxiang Village Group 1 and 3 exceeded the limit

value in different degrees; the maximum average daily concentration at other 58

sensitive points could meet the class II standard limit value in the Ambient Air

Quality Standard (GB3095-1996).

According to the results for predicting impact of road pollutants on the area and

sensitive goals under typical hourly, typical daily and average annual climatic

conditions, the pollutants mainly concentrate within the road red line range. There are

97

seven sensitive points close to the road, such as Panggong Park, Panggongci Village

Group 5, Siji dormitory of Jinyu Company, Sanjiayuan Village Group 3, teacher

dormitory of Wangjiawa primary school, No.1 team of Shijiamiao Village,

Sunjiaxiang Village Group 1 and 3 and so on.

With automobile industry development, discharge amount of automobile exhaust gas

pollutant will be reduced continuously (for example, Euro III standard or stricter

standard will be executed). It is predicted that the actual concentration value of each

sensitive point in 2020 will be lower than the prediction value in this assessment.

6.2.2 Analysis of noise impact during the operation period

6.2.2.1 Prediction method

For the environmental impact assessment, it took up the acoustic environment noise

prediction mode in the Environmental Impact Assessment-acoustic environment

(HT2.4-2009) for calculating the road traffic noise.

6.2.2.2 Prediction mode

(1) Calculation mode for acoustic noise level

+= backgroundtraffic AeqAeq

Aeq

LLL

1.01.0

tenvironmen1010lg10

Where, Leq environment─environmental noise value at the prediction point, dB (A);

Leq traffic─road traffic noise value at the prediction point, dB (A);

Leq background─background noise value at the prediction point dB (A);

(2) Calculation mode for road traffic noise level

16)/)lg((10)/5.7lg(10lg10 21 −∆+Ψ+Ψ+++= LrTV

NLiL

i

ioiAeq π

[ ]SL AeqAeqMAeqAeqtraffic

LLLL

1.01.01.0101010lg10 ++=

Where, iLAeq — i-vehicle type, generally for S, M and L, hourly

equivalent sound level of the vehicle, dB;

AeqtrafficL —Equivalent sound level of road traffic noise, dB;

oiL —Average radiated noise level of the vehicle at the reference point

(7.5m away from the vehicle), dB;

iN —hourly flow rate of such vehicle type, vehicle/hr;

T —Time for calculating the equivalent sound level, T=1h;

98

iV —Average running speed of vehicle of such type, km/h;

r—Distance from the lane center line to the prediction point, m;

1Ψ , 2Ψ —Field angle and radian from the prediction point to the both

ends of the road section;

L∆ ─Correction caused by other factors (dB (A)) can be calculated

based on the following formula:

321 LLLL ∆+∆−∆=∆

pavementgradient LLL ∆+∆=∆ 1

miscbargratm2 AAAAL +++=∆

1L∆ —Correction caused by road factor, dB (A);

gradientL∆ —Correction caused by longitudinal gradient dB (A);

pavementL∆ —Correction caused by road pavement material, dB (A);

2L∆ —Attenuation value caused by sound wave diffusion, dB (A);

3L∆ —Correction caused by emission and so on, dB (A);

atmA —Correction caused by atmospheric absorption, dB (A);

grA —Correction caused by ground effect, dB (A);

barA —Attenuation caused by barrier, dB (A);

miscA —Correction caused by other effects, dB (A).

6.2.2.3 Method for determining the parameters in the road traffic noise prediction

mode

(1) Vehicle type classification

The vehicle types include small, medium and large. For classification criteria, refer to

Table 6-7. The vehicle type can be determined based on the traffic volume

investigation results provided in the feasibility study report.

99

Table 6-7 Criteria for vehicle classification

Vehicle type Gross mass of vehicle

Small vehicle (s) Below 3.5t

Medium vehicle (M) Above3.5t~12t

Large vehicle (L) Above 12t

Note: Small vehicles generally include buggy, sedan, touring car (below 7 seats (included) ) and so on;

Large vehicles generally include container vehicle, towed vehicle, engineering vehicle, coach (above

40 seats), and large cargo truck and so on;

Medium vehicles generally include medium truck, medium coach (7-40 seats), agricultural three-wheel

vehicle, four-wheel vehicle and so on.

(2) radiated noise level of single vehicle-Loi

� The average radiated noise level of type I vehicle at the reference point (7.5m)-Loi

S type vehicle Los =12.6+34.73lgVS+�Lroad

M type vehicle LoM =8.8+40.48lgVM+�Llongitudinal gradient

L type vehicle LoL =22.0+36.32lgVL+�Llongitudinal gradient

Where, S, M and L represent small, medium and large types vehicle;

Vi-- average running speed of vehicle of such type, km/h.

� Correction of source intensity

Correction of traffic noise source intensity ( gradientL∆ ) caused by road longitudinal

gradient can take the values given in Table 6-8.

Table 6-8 Correction value of road longitudinal gradient noise level

Longitudinal gradient (%) Correction value of noise level (dB(A))

Small vehicle gradientL∆ =50*β

Medium vehicle gradientL∆ =73*β

Large vehicle gradientL∆ =98*β

β Road longitudinal gradient, %

Correction of traffic noise source intensity (�L) caused by road pavement can take

the values given in Table 6-9.

Table 6-9 Correction value for ordinary pavement Unit: dB (A)

Correction for different travelling speeds

km/h Pavement type

30 40 >=50

100

Bituminous concrete pavement 0 0 0

Cement concrete pavement 1.0 1.5 2.0

(3) Ground calculation for ground absorption sound attenuation-�L

3.1)

1005.8(

8.4

+−

×−∆ rr

h

pavement

m

eL

Where, hm represents sound source, average height from the tie-line of receiving

(prediction) points to the ground, m;

r represents the distance from the equivalent lane center lie to the

receiving point, m.

(4) Calculation for the correction caused by traffic noise (�L1) in road bends section

or section of limited-length:

∆ o180

lg101 θL

Where, θ─included angle from the prediction point to the visual line of ends of

the road (º).

(5) Calculation for the sound attenuation caused by barrier

�LBarrier =�Lhouse+�LSound shadow zone

�Lhouse represents the barrier attenuation of the building. If the buildings are dispersed, their estimated noise additional attenuation value can take values given in Table 6-10.

Table 6-10 Estimate value for building noise attenuation

Building condition

S/S0 Attenuation ∆L

Floor area of the first row of house occupy :

40~60% -3 dB (A)

Floor area of the first row of house occupy :

70~90% -5 dB (A)

Increase by one row of house -1.5 dB (A)

Maximum absolute attenuation ≤10dB (A)

Note: It is only applicable to buildings at road side of flat embankment.

�LSound shadow zone represents attenuation of diffracted noise caused within sound

shadow zone at both sides of embankment (bridge) or cutting.

When the prediction is located at the noise shining area, �Lsound shadow zone=0

When the prediction point is at sound shadow zone, �Lsound shadow zone will mainly be

determined by the acoustic path difference (δ)

101

For calculating the attenuation of diffracted sound, it took up the Fresnel number Nmx

, which is defined as follows:

λδ2

max =N

Where, Nmx―――Fresnel number;

λ---Wave length of sound, m;

δ---Acoustic path difference, m;

The calculation mode for line source diffracted sound attenuation is given as

follows:

>−+×

−×××−

≤

+−

×

−×××−

=∆−

)1()))1(ln(2

)1(3lg(10

)1()

)1(

)1(tan4

)1(3lg(10

L

2

2

1

2

zone shadow sound

giventtt

t

givent

t

t

t

π

π

Where, t=20×Nmx/3

6.2.2.4 Prediction technical conditions

(1) Prediction period

According to the feasibility study report of the project and relevant vehicle flow rate

prediction, the prediction period for the traffic of the project is 2015 in near term and

2020 in long term. Thus, the noise prediction time in this environmental impact

assessment is 2015 in near term and 2020 in long term.

(2) Designed running speed and maximum longitudinal gradient

According to the feasibility study report of the project, the designed running speed

and maximum longitudinal gradient are given in Table 6-11.

Table 6-11 Designed travel speed and maximum longitudinal gradient

Road name

Southeast section of

the Inner Ring

Road

Xingguang

Avenue

Panggong Road, Jianghua

Road, Xiangyang Road,

Zhakou 2nd

Road, 13 # Road under

planning

Designed speed (km/h) 60 50 40

Designed maximum

longitudinal gradient

(%)

5 6 6

102

(3) Pavement and station yard subgrade engineering

The road pavement to be built is modified bituminous concrete pavement, and the

station yard subgrade pavement is the cement concrete pavement.

6.2.2.5 Environmental noise prediction result and assessment

(1) Environmental noise prediction result at sensitive point

�After the project is put into operation, in near term (2015), the environmental noise

along the road will be 49.6-65.8dB in day time and will be 43.6-59.8dB at night.

There are 15 sensitive points that can meet the standard value, such as No.23 middle

school of Xiangyang, living quarter of Meihua Company, Shijiamiao primary school,

Panggongci Village Group 1 and so on, and they accounted for 26.3% of the sensitive

points. The other 42 sensitive points exceeded the limit, and they exceeded the limit

by 0.4-1.1dB at daytime and night.

In long term (2020), the environmental noise along the road will be 51.0-67.2 dB in

day time and will be 45.0-61.2dB dB at night. There are 11 sensitive points that can

meet the standard value, such as living quarter of Meihua Company, Sujiayuan

community, Shijiamiao primary school, Hongmiao Village Group 5 and so on, and

they accounted for 19.3% of the sensitive points. The other 46 sensitive points

exceeded the limit, and they exceeded the limit by 0.3-4.5dB and 0.1-8.7dB

respectively at daytime and night.

� Increase of noise prediction value of each road section compared with existing

conditions

Compared with the existing conditions, the near-term noise prediction noise values

increased by 0.2-15.2dB and 0.1-15.3dB at daytime and night respectively; Compared

with the existing conditions, the long-term noise prediction noise values increased by

0.2-14.8dB and 0.1-15.6dB at daytime and night respectively; Out of them, the

existing Panggong Road is the traffic main artery of Xiangyang, the existing noise is

fairly greater that is mainly caused by main vehicles (medium transport vehicle, farm

truck and motorcycle and so on) frequently whistle, thus the noise environment

quality is not very good; compared with the existing conditions, the predicted value of

noise the Panggong Road will have a smaller increase. Out of them, noise of sensitive

points at ends of the Panggong Road (such as Yiheyuan residence, the yard of

Xiangyang Municipal State Tax Bureau, living quarter of Oil Grease Company,

Panggong Home Residence, Taixin Garden Residence and so on) at day time will

become smaller, which is mainly caused by that the running vehicle structure and

ration change (small vehicles increase) after the project is built up. In addition, the

103

farm product market at the crossing of Panggong Road and Zhakou 2nd

Road will be

removed, and the prediction value is better than that in current time; for other road

sections, the acoustic environment quality is fairly good before project construction,

noise value will increase in a great degree after the project. The traffic noise of the

project is mainly contribution factor.

(2) Noise prediction and analysis for the bus lane

The project will provide bus lane in the Changhong Road. The designed full length is

about 2.5km. The design scope starts from Chunyuan Road in north, passes Jianhua

Road, Liye Road, Renmin Road and Jianshe Road, reaches West Daqing Road in

south. The full line is in double line and 2 lanes. After the project is executed, the road

red line width will not change, vehicle flow rate will not change significantly

compared with existing conditions, and speed of bus will be improved greatly.

However, with the smooth road, traffic noise will be reduced compared with the under

the idle speed travel. In addition, with continuous improvement of bus service, it will

attract more and more citizens to select taking bus for travel, thus it reduces the traffic

volume of private cars and taxi and reduces the quantity of pollution source. In

summary, environmental noise at both sides of the road will maintain the existing

conditions basically.

(3) Noise prediction and analysis for the bus yard

The project will build the new Xianshan parking and maintenance yard and parking

and maintenance yard in Shenzhen industrial park in Xiangzhou District, alter the bus

terminal station in railway station. According to investigation of existing conditions,

there are no acoustic environment sensitive points within the range of 60m away from

the bus terminal station in railway station, Xianshan parking and maintenance yard

and parking and maintenance yard in Shenzhen industrial park in Xiangzhou District.

For the existing monitored values of Xianshan parking and maintenance yard to be

built, the noise value at day time is 53.0dB and 46.8dB at night. According to analog

monitoring for the existing conditions of Xianshan parking and maintenance yard, it

shows that the noise when the vehicle is under idle speed travelling state is 75-78dB;

for peak hour, one bus will be dispatched every 2-3min, and average is 3-4min/bus.

After sound insulation and distance geometrical attenuation, the existing value at the

place 1m away from the southern boundary is 56.4dB at day time and 49.7dB at night.

Compared with class II standard requirements in the Emission Standard for Industrial

Enterprises Noise at Boundary, the environment noise at day time and night at

boundary can reach the standard value.

104

For the existing monitored values of maintenance yard in Shenzhen industrial park in

Xiangzhou District to be built, the noise value at day time is 51.5dB and 44.6dB at

night. For peak hour, one bus will be dispatched every 2-3min, and average is 3-

4min/bus. After sound insulation and distance geometrical attenuation, the existing

value at the place 1m away from the southern boundary is 56.6dB at day time and

49.7dB at night. Compared with class II standard requirements in the Emission

Standard for Industrial Enterprises Noise at Boundary, the environment noise at day

time and night at boundary can reach the standard value.

Bus terminal station in railway station is opposite to the Xiangyang railway station,

and it is one open-type bus terminal station. Affected by noise of the project itself,

traffic noise from Zhongyuan Road and Qianjin Road and social living noise, the

existing monitored noise value is 65.5dB at day time and 55.3dB at night. The day

time noise can meet the class IV standard requirement of the Noise Emission Standard

for Acoustic Environment and the noise value at night exceeds by 0.3dB. The reason

for limit exceeding at night is mainly caused by traffic noise from Zhongyuan Road

and Qianjin Road. It will upgrade the bus terminal station in the project, after the bus

terminal station is built up, the noise will maintain the existing conditions basically.

(4) Protection distance analysis

With calculation, protection distance for each road was obtained and given in Table 6-

12.

Table 6-12 Protection distance for each road

Standard limit distance (distance away from the road red line/m)

Road name Day time (70dB) Nighttime (55dB) Day time (60dB)

Nighttime

(50dB)

Panggong Road / 10 16 24

Jianghua Road / 7 10 30

Inner Ring Road / 27 33 80

Xiangyang Road / 7 6 24

Zhakou 2nd

Road / 12 14 40

Xingguang Avenue / 18 36 69

13 # Road / 5 / 15

Note: The result is obtained based on recent data.

6.2.3 Analysis of vibration impact during the operation period

6.2.3.1 Prediction method

105

The vibration during the operation period of the project is mainly caused by road

vibration during vehicle travelling. Its impact is long term. To assess its

environmental impact, this prediction and assessment referred to the mature

experiences of such environmental impact assessment projects as the Urban Traffic

Construction Project in Shijiazhuang with Loan from the World Bank, Environmental

Impact Assessment for Shanghai Yangpu Bridge and so on that have passed review by

the World Bank and domestic environmental impact review, selected prediction mode

of Japanese Construction Ministry for calculation. With analog investigation and

monitoring, the rules for vibration source and attenuation were obtained to determine

the relevant parameters for prediction and verify the prediction result.

� Prediction mode for traffic vibration

Where,

VLz10 traffic——Accumulated 10% Z vibration grade of traffic vibration,

dB;

Alg (lgQ*) +b+20——Predicted basic value, dB;

Q*——Equivalent traffic volume (vehicle/500s/lane);

αz——Corrected value of pavement evenness dB;

αf——Corrected value of pavement dominant frequency, dB;

αl——Corrected value of range attenuation, dB.

� Prediction mode for environment vibration

Where,

VLZ10 total——Environment vibration value at the prediction point, dB;

VLZ10 background——the background vibration value without traffic

vibration of the project at the prediction point, dB.

� Prediction parameter

1) Equivalent traffic volume

Equivalent traffic volume Q* refers to flow rate of each lane every 500s, and can be

calculated based on the formula

Where, Q1——Small vehicle flow rate (vehicle/hour; )

lfztrafficz bQaVL ααα +++++= 20)lg(lg *

10Formula (8-1)

( )21

* 21

3600

500QQ

MQ +×=

Formula (8-3)

Formula (8-2) [ ]backgroundZtrafficZ VLVL

totalZVL 1010 1.01.0

10 1010lg10 +=

106

Q2——Large vehicle flow rate (vehicle/hour; )

M——Total lane number in up and down travel

2) Determination of coefficients a and b

With reference to relevant data at home and abroad and engineering design data, the

coefficients are selected as follows:

a=58.3, b=29.7

3) Correction of pavement evenness

Corrected value of pavement αz can be calculated based on the following formula:

Where, z——Pavement evenness, z=4mm

4) Corrected value of pavement vibration dominant frequency

Corrected value of pavement vibration dominant frequency αf can be calculated

based on the following formula:

Where, f——Pavement dominant frequency when large vehicle passes, f=15Hz.

5) Corrected value of range attenuation

Corrected value of range attenuation αl can be calculated based on the following

formula:

Where, l——Distance from the prediction point to effective vibration source,

m

β——Multiple range attenuation value, β=4dB

( )2.24 −×= zzα Formula (8-4)

( ) 5.58/lg20 +−= ffαFormula (8-5)

�8<f<90�

( )βα 8.1lg3.3 +−= ll Formula (8-6)

107

6.2.3.2 Assessment for vibration environment prediction

With the above prediction method, the traffic vibration at the red line of the road

VLz10 is 62.2-70.9dB at day time and 61.6-67.8dB at night. Thus, it reckons that the

traffic vibration will be less than 71dB in assessed areas at both sides of the road after

the project is put into operation, it can meet the standard requirements at both sides of

traffic artery stipulated in GB10070-88. after the project is built, road traffic vibration

will not have obvious impact on surrounding environment.

6.2.4 Analysis for water environmental impact during the operation period

The waste water produced during the operation period of the project mainly includes

domestic sewage of the workers in the newly built bus maintenance yard, vehicle

washing and overhaul waste water. In addition, road rainwater will also produce some

amount of waste water.

6.2.3.1 Analysis for water environmental impact in the bus maintenance yard

(1) Waste water source

The waste water during the operation period of the bus maintenance yard mainly

consists of two sources: the first is oily waste water for vehicle overhaul and vehicle

washing waste water; the second is office and domestic sewage of the workers, such

as bathroom bathing water, wash water from canteen, drainage for keeping sanitation

and toilet flushing water.

(2) Waste water quality and discharge amount

The oily waste water from vehicle overhaul mainly contain such pollutants as COD,

BOD5, petroleum and so on; waste water from vehicle washing mainly contains such

pollutants as COD, BOD5, petroleum, LAS and so on; domestic sewage mainly

contains such pollutants as COD, BOD5, animal and vegetable oil, ammonia nitrogen

and so on. According analog with similar projects, the prediction of discharged

sewage quality is given in Table 6-13.

Table 6-13 Prediction of sewage quality discharged in operation period

Sewage source Prediction of sewage quality

pH COD(mg/L) BOD5(mg/L) Petroleum

(mg/L) Oily sewage from

vehicle overhaul

7.8 425 127 40

pH COD(mg/L) BOD5(mg/L) Petroleum

(mg/L) LAS(mg/L) Waste water from

vehicle washing

8.1 300 30 23.1 16.8

pH COD(mg/L) BOD5(mg/L)

Animal and

vegetable oil

(mg/L)

Ammonia

nitrogen

(mg/L) Domestic sewage

7.5~8.0 150~200 50~90 5~10 23

108

According to the design document, the discharge amount of waste water from the bus

maintenance yard and parking lot is given in Table 6-14.

Table 6-14 Discharge sewage amount in operation period

Oily sewage from

vehicle overhaul

(m3/d)

Waste water from

vehicle washing

(m3/d)

Domestic

sewage

(m3/d)

Total

(m3/d)

Xiangzhou

maintenance yard 12 58.5 3 73.5

Xianshan

maintenance yard 13 65.5 3 81.5

Total 25 124 6 155

(3) Waste water discharge destination and discharge standard

According to field investigation and urban sewage treatment plant planning in

Xiangyang City, the surrounding positions of the newly built maintenance yard have

connect to the urban sewage pipe network. The sewage produced in the operation

period can enter the urban sewage treatment plant via the sewage pipe network. The

sewage from the Xianshan maintenance yard will finally enter the Guanyinge sewage

treatment plant, and the sewage from the Xiangzhou maintenance yard will enter the

Yuliangzhou sewage treatment plant. The sewage discharge during the operation

period shall comply with the class III standard stipulated in the Sewage

Comprehensive Discharge Standard (GB8978-1996).

(4) Waste water treatment process and expected result

For oily waste water from vehicle overhaul and waste water from vehicle washing, it

will make treatment with oil separation tank; for domestic sewage, it will make

treatment with septic tank. For sewage quality after treatment, refer to Table 6-15.

Table 6-15 Water quality of the waste water after treatment

Water quality of the waste water after treatment (mg/L)

Treatment

technique pH

value BOD5 COD SS Petroleum

Animal

and

vegetable

oil

LAS Ammonia

nitrogen

Oily sewage from

vehicle overhaul

Oil separation

tank

Waste water from

vehicle washing

Oil separation

tank

7.67 / 50 / 10 / 0.5 /

Domestic sewage Septic tank 7.5~8.0 70 180 80 / 8 / 17.5

109

According to Table 6-15, it shows that sewage quality after treatment can meet class

III standard stipulated in the Sewage Comprehensive Discharge Standard (GB8978-

1996). In project design, it has made treatment for domestic sewage with septic tank

and has made treatment with oil separation tank for oily waste water from vehicle

overhaul and waste water from vehicle washing.

(5) Statistics of water pollutant discharge quantity

For water pollutant discharge quantity after the project is put into operation, refer to

Table 6-16.

Table 6-16 Statistic table of water pollutant discharge amount during the operation

period

Blowdown

unit Item

Sewage

amount

(m3/a)

BOD5

(t/a)

CODcr

(t/a)

SS

(t/a)

Petroleum

(t/a)

Animal

and

vegetable

oil

(t/a)

LAS

(t/a)

Ammonia

nitrogen

(t/a)

Production

sewage 25732.5 0 1.287 0 0.257 0 0.013 0 Xiangzhou

maintenance

yard Domestic

sewage 1095 0.077 0.197 0.088 0 0.009 0 0.019

Production

sewage 28652.5 0 1.433 0 0.287 0 0.014 0 Xianshan

maintenance

yard Domestic

sewage 1095 0.077 0.197 0.088 0 0.009 0 0.019

Total

Sewage

discharge

amount 56575 0.154 3.114 0.176 0.544 0.018 0.027 0.038

(6) Analysis for water environmental impact during the operation period

During the project operation period, the gross discharge amount of sewage from the

newly built bus maintenance yard will be 155m3/d. The discharged sewage mainly

includes oily waste water from vehicle overhaul and waste water from vehicle

washing, domestic sewage of the workers. Quality is simple. After being treated, the

sewage will finally enter the urban sewage treatment via the urban sewage pipe

network and will not have impact on the surrounding surface water.

6.2.3.2 Analysis for water environmental impact during the operation period of the

road

After the road work of the project is built up, the waste water during the operation

period is mainly rain water. The main pollution factors of rain water are SS and COD.

The pollutant concentration of the road surface rainwater will undergo the process

from large to small. The pollutant concentration will reach the peak during 0-15 min.

110

After that time, the concentration will reduce and become stable after raining for one

hour.

Pollutant concentration in rain water is fairly lower, it only has impact during raining

period and the urban drainage system along the roads in the project will also be

improved with the project construction, and thus road rain water will not have obvious

impact on the water environment along the roads after the project is built up.

6.2.3.3 Investment estimate for sewage treatment measure

In project design, it has provided drainage design for the newly built maintenance

yard, made treatment for the domestic sewage with the septic tank and made treatment

for the oily waste water from vehicle overhaul and waste water from vehicle washing

with oil separation tank. For the quantity of main facilities and investment, refer to

Table 6-17.

Table 6-17 Quantity table for the project sewage treatment design

Project name Quantity (set) Investment

(RMB10000)

Septic tank 4 0.6 Xianshan

maintenance yard Oil separation tank 4 8

Septic tank 3 0.45 Xiangzhou

maintenance yard Oil separation tank 3 6

Total 14 15.05

6.2.5 Analysis of solid waste impact during the operation period

The solid wastes produced in the project mainly include domestic garbage, sludge

from sewage treatment, oil sludge and replaced parts from vehicle repair. The vehicle

repair wastes included dismounted aged machine parts and so on, which will be

collectively collected and recovered periodically; the waste engine oil, battery

electrolyte, accumulator, produced in repair, sludge produced from waste water

cycling system equipment and waste gloves produced in vehicle repair are hazardous

solid wastes, which shall be collectively sent to the hazardous waste disposal center

who has qualification for disposal.

During the operation period of the project, the garbage quantity produced in daily life

of the workers of the newly built maintenance yard can be calculated based on the

newly increased worker quantity. It can be calculated based on 0.5kg of domestic

garbage discharged by each person every day. The newly built maintenance yard will

newly increase 60 workers. This, it is predicted that the discharge quantity of

111

domestic garbage of the newly built maintenance yard will be 11t/a. During the

operation period, besides the domestic garbage produced by the workers, the

passengers in the bus yard will also carry some quantity of garbage. After the project

is put into operation, only if it can set up garbage stacking point within the newly

maintenance yard, and contact the sanitation department in the project area to

transport the garbage periodically and send the garbage to the appointed place for

disposal, and the domestic garbage produced during the project operation period will

not have impact on the environment.

6.2.6 Analysis for impact on ecology and landscape during the operation period

6.2.6.1 Impact on greening during the operation period

After the roads are built up, greening along the roads will compensate some of

biomass loss. The roads of the project will not be enclosed, and thus the biological

system along the roads will maintain the original state basically. It will plant trees and

grass manually at both sides of the roads. These newly plant trees and grass will co-

inhibit and co-grow with the local dominant trees and grass, and will also become the

place for small and micro animals and birds to inhabit, multiply and overwinter. Road

greening work will not increase landscape and beautify the environment, but also can

protect the agricultural ecology environment and compensate the vegetation loss

caused by the project land occupation in some degree, and also can increase the

diversity of the plant in the area.

However, if it plants special and foreign species in road greening, these species can

adapt to and disturb the local environment, may lead to reduction of species growing

in local place and gradual degradation of trees. It may form the invasion access of

foreign species in the bare area along the roads, and gradually become the dominant

cluster in some place, exclude the local and native vegetation. Thus, the tree species

for greening shall be the ordinary trees in local place.

6.2.6.2 Impact of automobile exhaust gas emission on agricultural crop growth during the

operation period

In the assessed area, there is much farmland. After the roads are built up, the vehicle quantity

passing the road will increase significantly, and the emission quantity of exhaust gas will increase

greatly. According to relevant data, the effluent from the vehicle is the main source for small

particles. For different gases and solid pollutants in air, gas will mainly have relationship with

agricultural crops. Gas and pollutant substance whose diameter is generally less than 1Lm will be

absorbed by the air pore in the agricultural crops leave surface and reach the vessel via the

intercellular space, and then be transferred to other parts. Thus, vehicle exhaust gas during the

112

operation period of the road will have some impact on the agricultural crops along the roads.

However, there are greening belts at the both sides of the roads, the green belts can effectively

absorb automobile exhaust gas, reduce impact of automobile exhaust gas on the agricultural crops

and can purify the air.

6.2.6.3 Impact on urban landscape during the operation period

After the project is built up, it will improve greening ratio and make reasonable configuration for

the newly built roads, it can achieve such comprehensive environment benefits as protecting

pavement, reducing water and soil loss, reducing traffic dust and traffic noise, regulating and

improving road micro-climate and so on, further improve the landscape environment along the

roads and beautify the road landscape. In summary, it will have positive benefit for the urban

ecological landscape after the project is built up, and it will make people to feel happy. To be

specific, it is represented in the following aspects:

(1) The urban landscape comes from the people’s feeling toward activities along the roads. The

project mainly includes urban trunk roads. Quality of road greening has very great impact on

urban landscape and urban appearance. In addition, most of new building and alteration works of

the roads will be made in the built-up urban area, there are many buildings at both sides of the

roads, and the streets appear to be very narrow. With barrier effect of greening, it can reduce

depression of buildings against the people. From the color perspective, blue sky and green tree are

under calm colors and can make people to feel calm.

(2) Plant is one of factors for creating beautiful urban space. With specific lines, form colors and

seasonal change of plants and other aesthetic factors and with different tree species, appreciation

periods and configuration mode and decorated with street lamp, flower red, garbage bin and so on,

it can form rich and colorful street landscape. In addition, it can meet the demand of greening

space from the residents in high-rise residence.

6.3 Analysis of impact on water and soil erosion

The project has completed its water and soil conservation scheme report, and the

assessment will mainly refer to the main conclusions in the water and soil

conservation scheme.

6.3.1 Responsibility scope and prevention area for water and soil loss

(1) Responsibility scope for water and soil loss

Responsibility scope for water and soil loss of the project covers 97.81hm2, area of

construction area covers 88.19 hm2; area under direct impact covers 9.63 hm

2. Out of

them, the construction area for principal works covers 80.59 hm2, area under direct

113

impact covers 7.26hm2; excavation waste dump area covers 1.29 hm

2, area under

direct impact covers 0.27 hm2; borrow pit area covers 0.39hm

2, area under direct

impact covers 0.11 hm2; area for construction temporary road covers 4.04 hm

2, area

under direct impact covers 1.47 hm2; construction production and living area covers

1.02 hm2, area under direct impact covers 0.17 hm

2.

(2) Prevention area for water and soil loss

In consideration of the water and soil loss caused by the original topography and

layout of the principal works, it divides the prevention areas for water and soil loss as

follows: 1. principal work area, 2. excavation waste dump area, 3. borrow pit area, 4.

temporary soil stacking yard area, 5. construction temporary road area and 6.

Construction production and living area.

6.3.2 Prediction for water and soil loss

(1) Prediction scope

The prediction scope of the project refers to the ground surface scope disturbed by the

project, includes principal work area, excavation waste dump area, borrow pit area,

temporary soil stacking yard area, construction temporary road area and 6construction

production and living area and the prediction area covers 88.19hm2.

(2) Prediction period

The prediction period for water and soil loss of the project consists of three periods,

namely construction preparation period, construction period and natural restoration

period.

(3) Prediction method

Based on characteristics of water and soil loss and waste soil and residue produced in

different construction units and different construction techniques, for prediction of

potential water and soil loss quantity, according to different water and soil loss area

and based on investigation and analysis of analogy projects, prediction was conducted

with the analogy method.

The water and soil loss quantity caused by disturbance against the ground surface can

be calculated as follows:

∑∑==

××=3

11

)(k

ikikik

n

i

TMFW

Quantity of newly increased water and soil loss:

114

∑∑==

××=∆3

11

)(k

ikikik

n

i

TMFW

Where, W—water and soil loss quantity caused by disturbance against the

ground surface (t);

i—Prediction unit (1, 2, 3, ……n);

k—Prediction time (1, 2, 3, construction preparation period, construction

period and natural restoration period);

Fik—the original ground surface area disturbed and damaged of the ith

prediction unit in different construction periods (km2);

Mik—average soil erosion modulus of the ith prediction unit in different

construction periods (t/km2•a);

Tik—Prediction period of the ith prediction unit in different construction

periods (a);

(4) Prediction result

With prediction, the gross water and soil loss quantity of the project during

construction period is 5154t. Compared with the original topography, it increases

water and soil loss quantity of 4439t. In project area, there is much water and soil

loss in waste dump area, temporary soil stacking yard, borrow pit and so on, and

these areas are the key prevention areas for water and soil loss. Construction period

is the key period for water and soil loss.

6.3.3 General arrangement and system for water and soil loss prevention measures

According to the prediction result of water and soil loss and prevention responsibility

scope and in consideration of water and soil loss prevention areas and analysis of

works who have owned water and loss conservation functions in the principal works,

it determines that different prevention areas will take up different prevention

measures and layout for forming the water and soil loss prevention measure system

and general arrangement of the project. For different types of prevention measure

arrangement, it shall take the existing water and soil conservation measures into

account, and combine the temporary prevention measures with engineering measures

and plant measures. Piloted by the temporary prevention measures, it shall assure

that water and soil loss can be effectively control during construction. In addition, it

shall focus on protection for surface layer farming soil in each prevention area for

vegetation restoration or rehabilitation in later stage; focusing on the engineering

measures, it shall make use of its fast effect an guarantee effect; aided by plant

measures, it shall achieve long term and stable water and soil conservation effect,

115

and can also achieve greening and beautify the surrounding environment of the

project area.

For water and soil conservation and prevention measure system of the project, refer to

Table 6-18.

Table 6-18 Water and soil conservation and prevention measure system

Project sub-area Type of measure Prevention measure

Engineering

measure

Pipe culvert for rain-sewage diversion

at both sides of subgrade

Plant measure Road landscape greening

Urban road prevention

area

Temporary measure Temporary blocking at the filled

subgrade side Engineering

measure Land reallocation

Plant measure Spread green manure and grass seed Temporary stack yard

Temporary measure

Blocking with bagged soil, covered

with geotechnical fabric, soil drainage

trench

Engineering

measure

Spoil blocking wall, surface soil

stripping and return

Plant measure Italian poplar +Chinese red

pine/lilyturf root+Bermuda grass Spoil yard

Temporary measure Blocking with bagged soil, covered

with geotechnical fabric

Engineering

measure Surface soil stripping and return

Plant measure Italian poplar + amorpha/trifolium

repens+Bermuda grass Borrow pit

Temporary measure Blocking with bagged soil, covered

with geotechnical fabric

Engineering

measure

Drainage trench at excavation side

and blocking at excavation side Construction

temporary road

Plant measure Lilyturf root +trifolium repens

116

Engineering

measure

Surface soil stripping and return, soil

drainage trench and grit chamber Construction

production and living

quarter

Plant measure Lilyturf root +trifolium repens

6.3.4 Work volume for water and soil conservation

The work volume of each area is separately listed according to its water and soil

conservation measures. For detailed work volume, refer to Table 6-19.

Table 6-19 Work volume summary schedules for water and soil conservation measures

Quantity Volume of works Prevention

area Water and soil conservation measure

Unit Qty Work Unit Qty

D1080 concrete

pipe m

18154.1

4 Rain drainage system km 18.15

Gutter inlet and

reinforcement Set 857

D720 concrete

pipe m

18154.1

4

Sewage drainage system km 18.15 D1000 inspection

well

reinforcement

Set 484

Engineerin

g measure

(drainage

work)

Surface soil stripping and

transfer

100

00

m3

8.65

Street tree km 15.78 Plant tree at road

sides

Indi

vidu

al

plan

t

4551 Plant

measure

Greening km 15.78 Road landscape

greening hm2 19.07

Urban road

prevention

area

Temporary

measure Blocking at road sides km 4.28

Bagged soil

blocking and

removal

m3 2140

Foundation

excavation m

3 248.18

Earthwork

backfilling m3 63.82

Cement laid stone

masonry m

3 364.8

Cement laid stone masonry

spoil retain wall m 120

PVC drainage

pipe (Φ10mm) m2 1517.04

Canal groove

excavation m3 441.6

Earthwork

backfilling m

3 165.61

Lined with

cement laid stone

masonry

m3 79.4

Drainage ditch m 460

Plastered with

M10 mortar m2 846.4

Spoil yard

prevention

area

Engineerin

g measure

Sedimentation tank set 2 Earthwork

excavation m

3 32.7

117

Earthwork

backfilling m3 16.4

Lined with

cement laid stone

masonry

m3 8.48

Plastered with

M10 mortar m

2 20.32

Plant locust hm2 0.98

Good seedling

aged in 2 years

Indi

vidu

al

plan

t

2455

Plant amorpha hm2 0.027

4

Good seedling

aged in 2 years

Indi

vidu

al

plan

t

122

Plant

measure

Spread trifolium repens

grass seed hm2 0.99

Trifolium repens

grass seed kg 45.9

Surface soil stripping hm2 1.02 Earthwork

volume m3 3060

Surface soil return hm2 0.99

Earthwork

volume m

3 3060

Reclamation with

bagged soil m3 48

Bagged soil blocking and

removal m 96

Removal of

bagged soil m

3 48

Covered with geotechnical

fabric m2 280

Geotechnical

fabric m2 280

Temporary

measure


grass seed hm2 0.23

Trifolium repens

grass seed kg 11.5

Reclamation with

bagged soil m3 910 Bagged soil blocking and

removal m 1820

Removal m3 910

Temporary side trench m 2240 Earthwork

volume m3 470.4

Temporary sedimentation

tank Set 2

Earthwork

volume m3 3

Temporary

measure


fabric m

2 6705

Geotechnical

fabric m2 6705

Plant

measure Spread alfalfa hm2 2.63

Trifolium repens

grass seed kg 157.8

Temporary

stack yard

prevention

area

Engineerin

g measure Land rectification hm

2 2.88

Surface soil

stripping and

return

m3 8600

Canal groove

excavation m

3 266.8

Earthwork

backfilling m3 90.2

Lined with

cement laid stone

masonry

m3 132.3

Interception and drainage

ditch m 245

Plastered with

M10 mortar m2 450.8

Earthwork

excavation m

3 32.7

Earthwork

backfilling m3 16.4

Lined with

cement laid stone

masonry

m3 8.48

Borrow pit

prevention

area

Engineerin

g measure

Sedimentation tank set 2

Plastered with

M10 mortar m

2 20.32

118

Plant Chinese red pipe hm2 0.28 Good seedling

aged in 2 years

Indi

vidu

al

plan

t

350

Plant Italian poplar hm2 0.28 Good seedling

aged in 2 years

Indi

vidu

al

plan

t

350

Plant

measure

Spread Bermuda grass +

trifolium repens seed hm2 0.28

Bermuda grass +

trifolium repens

seed

kg 16.8

Surface soil stripping hm2 0.28 Earthwork

volume m3 828

Surface soil return hm2 0.26

Earthwork

volume m

3 828

Reclamation with

bagged soil m3 20

Bagged soil blocking and

removal m 40

Removal of

bagged soil m3 20


fabric m

2 90

Geotechnical

fabric m

2 90

Temporary

measure


grass seed hm2 0.04

Trifolium repens

grass seed kg 2

Bagged soil retain wall m 1800 Reclamation with

bagged soil m

3 900

Drainage ditch m 1800 Earthwork

volume m3 386

Engineerin

g measure

Sedimentation tank Pcs 1 Earthwork

volume m3 2

Plant amorpha hm2 0.38 Good seedling

aged in 2 years

Indi

vidu

al

plan

t

1707

Constructio

n temporary

road

prevention

area Plant

measure


grass seed hm

2 0.38

Trifolium repens

grass seed kg 19

Drainage ditch m 1120 Earthwork

volume m3 235

Sedimentation tank Pcs 7 Earthwork

volume m3 21 Engineerin

g measure

Removal of hardened layer hm2 0.85 Removal of

hardened layer m3 2550

Surface soil protection hm2 0.85

Surface soil

stripping and

return

m3 2250

Temporary blocking m 220

Reclamation with

bagged soil and

removal

m3 110

Temporary cover m2 460 Geotechnical

fabric m2 460

Constructio

n production

and living

quarter

prevention

area Temporary

measure

Temporary grass planting hm2 0.13

Trifolium repens

grass seed kg 6.5

6.3.4 Investment estimate for water and soil conservation

The gross investment for water and soil conservation of the project is

RMB80367300 yuan, and the newly increased water and soil conservation

investment is RMB6012800 yuan. Out of it, the newly increased investment for

119

engineering measure is RMB1685600 yuan, the newly increased investment for

plant measure is RMB118300 yuan and the newly increased investment for

temporary work measure is RMB511200 yuan, the newly increased investment for

independent fee is RMB2523600 yuan. Water and soil conservation facility

compensation fee is RMB883800 yuan.

6.4 Impact on travel and living quality of the residents along the road

The project provides sideway, pedestrian overpass and other facilities. For sideway,

road crossing, pedestrian overpass, bridge, bus stop and so on, it provides barrier-free

design to meet the demands that the disabled, people with disabled limb, weak aged

people and children can travel with the road traffic facilities. Therefore, it will provide

significant convenience for normal travel of residents at both sides of the road,

production and transport after the project is built up.

The project will newly build drainage pipe network to achieve diversion of rain water

and sewage, it can improve the living environment of the residents along the roads

and improve their living quality.

After the roads are built up and put into operation, it will greatly improve the traffic

conditions, living environment and urban landscape along the roads. In addition, with

improvement of traffic conditions, it will also promote emergency of the tertiary

industry and development and utilization of the resources along the roads,

continuously improve the economic benefit of the enterprises, economy in the area

will achieve great development. Meanwhile, it also can provide a great deal of

employment opportunities and improve the income of the people along the roads.

With improvement of material living standard of the people, their demands for such

spiritual life as sanitation, education, communication, culture, entertainment and so on

will also become more greater, and it will better promote development of society,

medical treatment, sanitation, culture, education and so on along the roads.

6.5 Analysis of demolition and resettlement impacts of the project

6.5.1 Analysis of impact of the enterprise to be reallocated

According to migration and resettlement investigation data statistics, it will reallocate

9 enterprises in total for the urban traffic project in Xiangyang City. For the

conditions of the affected enterprises, resettlement measures and environmental

impact, refer to Table 6-20.

Table 6-20 Conditions of the affected enterprises, resettlement measure and

environmental impact

120

No

.

Enterpris

e name

Relocat

ion area

(m2)

Description of affected

conditions

Resettlement and

restoration measure Environmental impact

1

Wangjiawa

neibourhood

committee

825.9

Total in two parts: the

first is the fencing wall

of the soy sauce bottle

factory of Group 8 of

Wangjiawa village; the

second is the one waste

warehouse of Group 5

of Wangjiawa Village.

Removal of fencing

wall will not affect

production, the

warehouse is in idle

state, and there will be

no any actual effect.

1. The fencing wall of the

soy sauce bottle factory

will be reconstructed

behind the original place,

production and operation

will not be affected;

2. It will directly provide

monetary compensation for

removal of the warehouse.

Fencing wall and idle

warehouse will be under

demolition, there will be

no remaining pollutant

and waste.

2

Xiangfan

Synthetic

Fiber

Factory

534.03

The gatehouse and

bicycle parking shed in

the dormitory area of

Xiangfan Synthetic

Fiber Factory will be

under demolition.

It will provide monetary

compensation, and it will

reconstruct the fencing

wall and gatehouse after

removal.

The gatehouse and bicycle

parking shed will be under



and waste.

3

Longzhon

g

Pharmace

utical

Factory

790.72

The fencing wall of

Longzhong

Pharmaceutical Factory

will be under

demolition, it will not

affect production and

operation.

It will be reconstructed

behind the original place.

The fencing wall will be

under demolition, there

will be no remaining

pollutant and waste.

4

Lifang

Electroni

c Co.,

Ltd.

887.62

The gatehouse and

bicycle parking shed in

the dormitory area of

Lifang Electronic Co.,

Ltd. will be under

demolition.




wall and gatehouse after

removal.

The gatehouse and bicycle

parking shed will be under



and waste.

5

Wangjia

wa

vegetable

wholesale

market

1998.82

It is one vegetable

wholesale market

owned by the

Wangjiawa

neibourhood

committee, and the

entire market will be

under demolition.

It has arranged one place

that is 300m away from the

existing market for

reconstruction. The size

and grade are higher than

those of the existing

market. All of operation

shops can be reallocated to

the new market.

The vegetable wholesale

market is not one

production enterprise, and

there will be no remaining

pollutant and waste after

completing demolition.

6

Xiangfan

warehous

e directly

under

China

Grain

Reserves

Corporati

on

(Sinograi

n)

568.7

Fencing wall and

gatehouse of the grain

warehouse will be

under demolition, it

will affect the principal

buildings.




wall and gatehouse behind

the original place after

removal.

The gatehouse, bicycle

parking shed and fencing

wall will be under



and waste.

7

Sijiqing

Dadongm

en market

5691 The entire market will

be under demolition.

All of shops and operators

will transfer to the newly

built wholesale market.

The market is not one





121

8

Property

managem

ent

company

of

Sujiayuan

communit

y

844 All of buildings will be

under demolition.

The Company will transfer

to the new market for

continuous operation.

The company under

demolition is not one





9

Railway

maintena

nce

station

1437

Some of buildings will

be under demolition; it

will not affect normal

operation.



make reconstruction

behind the original place.

The buildings under

demolition are not one

production buildings, and




6.5.2 Analysis of impact on new resettlement area

According to investigation data statistics, it will reallocate the private-owned houses

covering a total area of 88554.36 m2 for the urban traffic project in Xiangyang City. It

will involve with 272 households and 1498 persons. For the households under

demolition for each project and resettlement conditions, refer to Table 6-21.

Table 6-21 Type and area of reallocated private house

Sub-project Household Population Area Resettlement

mode Impact of resettlement

Xingguang Road 65 334 22133.57

Jianghua Road 56 361 13876.35

Xiangyang Road 74 366 25075.29

Zhakou 2nd Road 77 437 27364.63

Monetary

resettlement,

resettlement with

affordable house,

resettlement

through building

the resettlement

area

For the community and

resettlement area where take up

resettlement with affordable

house, resettlement through

building the resettlement area,

the sewage will connect to the

urban sewage pipe network,

domestic garbage will be

collectively gathered and sent to

the urban refuse treatment plant

via the refuse transfer station.

Total 272 1498 88554.36

Xiangyang Construction Investment and Operation Co., Ltd. Plans to build three

resettlement areas for resettling the families to be reallocated in the project.

1# resettlement area is located at the Guanyinge Village; the construction size is

72540m2. It can resettle more than 700 households, and is expected to be completed in

September, 2012. It can resettle the households from Hexing Village and Shijiamiao

Village affected by demolition in Jianghua Road and Zhakou 2nd

Road in the project.

2# resettlement area is located at the Wangjiawa Village; the construction size is

46667m2. It can resettle more than 450 households, and is expected to be completed in

July, 2014. It can resettle the households from Wangjiawa Village, Hongmiao

Village, Hexing Village and Shijiamiao Village affected by demolition in Xingguan

Avenue and Zhakou 2nd

Road in the project.

122

3# resettlement area is located at the Yingpan Village; the construction size is

61627m2. It can resettle more than 4630 households, and is expected to be completed

in October, 2011. It can resettle the villagers from Yangjiahe Village, Hongmiao

Village, Hexing Village and Shijiamiao Village affected by demolition in Xingguan

Avenue, Zhakou 2nd

Road and Xiangyang Road in the project.

6.6 Environmental risk analysis

According to the stage of risk produced in the project, the project risk consists of

construction risk and operation risk. In the design, there is detailed risk control and

prevention contingency plan for project risk. In consideration of project risk analysis,

the potential environmental risk of the project mainly includes environmental impact

and control caused by accident risk. For nature of the project, it mainly includes

accident risk of road dangerous goods transport against surrounding water body and

accident risk of gas filling station of the bus yard.

6.6.1 Analysis of road dangerous goods transport accident

(1) Definition of dangerous goods

For goods transport, any goods that have combustion, explosion, corrosion, poison,

and radioactivity and so on, may cause personnel death/injury and property loss

during transport, handling and storage and require special protection are defined as

dangerous goods. The definition above includes three specific requirements:

� The dangerous goods have certain dangerous nature, such as combustion,

explosion, corrosion, poison, radioactivity and so on, namely have internal and

potential factor that may bring about hazard.

� Dangerous goods can bring about hazard, it may lead to hazard effect under certain

conditions, cause goods loss and hazard the environment.

� It requires special protection during transport, handling and storage, such as special

package requirement, ambient temperature control, addition of inhibitor, radiation

shield, assembly requirement and so on.

(2) Classification of hazard

The dangerous goods will be classified based on hazard, generally there are three

hazards-fire and explosion hazard, human health hazard and reaction hazard.

(3) Risk characteristic of road transport mode

123

Dangerous goods have potential hazard itself. However, its risk against environment

is caused by external inducing factor. Physical explosion is caused by substance

sudden physical change of state or pressure; chemical explosion is caused by

substance that obtains the explosion energy and is fast decomposed and gives out a

great deal of gas and heat; fire hazard is substance combustion, which shall have three

conditions: fuel, combustion improver (oxygen) and heat (fire source)-namely the fire

triangle.

These so many external factors are inducing conditions causing risk during transport.

For risk characteristics of transport mode, refer to Table 6-22.

Table 6-22 Risk characteristics of transport mode

Transport

mode Risk type Hazard Cause brief analysis

Leakage

Pollute land area

Pollute surface water

Fire hazard and explosion

Cracking and vehicle upturn

Failure of handling equipment

Maloperation Road

transport Fire hazard

and explosion

Property loss

Personnel death/injury

Pollute environment

Fuel leakage

Mechanical, temperature, electric power,

chemical, fire source

(4) Environmental risk impact of dangerous goods transport

After the construction project is put into operation, risks mainly come from dangerous

transport vehicle. There may be leakage, fire hazard and explosion accident risk for

the vehicles that load different kinds of inflammable, explosive, toxic, corrosive and

radioactive dangerous goods. The storage and transport system, including transport of

raw material, intermediate and product and their sump and tank have potential hazard.

For example, it requires special protection (including special packaging requirement,

ambient temperature control, addition of inhibitor, radiation shielding, assembly

requirements and so on) during transport, handling and storage of chlorine fluid, nitric

acid, sulfuric acid, toluene, gasoline, ammonia and so on.

Once there is any accident, it may cause leakage, fire hazard and explosion, it will

bring about serious pollution against the ambient air, surface water and soil ecology

within the area. Once the dangerous good leak and infiltrate the soil, different

organisms and plants in soil will die, it will take very long time to thoroughly purify

the polluted soil, and it may take more than one decade (even longer time) to restore

its original functions.

6.6.2 Risk analysis for bus yard

(1) Hazard identification of major materials

124

In the project, it will newly build one gas filling station in the parking and

maintenance yard in Xiangyang Economic Development Zone. During operation of

the bus yard, it may involve with natural gas that is toxic, inflammable and explosive.

Natural gas is one kind of inflammable and explosive material and may have

explosion, leakage, fire hazard and other environmental risks.

Major constituent of natural gas is methane, natural gas also contains a little of ethane,

butane, nitrogen gas and carbon dioxide. It is difficultly to dissolve in water, can

dissolve in alcohol and ether. Its flash point is 188�, fusion point is -182.5� and

boiling point is -161.5�. According to classification of inflammable materials

stipulated in the Fire Prevention Code of the Petro-chemical Enterprise Design

(GB50160-92), fire hazard grade of natural gas is A of class I.

(2) Identification of significant hazard source

According to Identification of Significant Hazard Source (GB18218-2000) and

Appendix A of the Technical Guidelines for Environmental Risk Assessment on

Projects (HJ/T169-2004), natural gas used in the bus yard is dangerous material that

is combustible and inflammable. In Table 6-23, it indicates that critical quantity of

dangerous matter can be used as the basis for determining significant hazard source.

Table 6-23 Critical quantity of hazardous substance

Critical quantity (t) No. Substance

Production site Storage area

1 Gasoline 2 20

2 Natural gas 1 10

The maximum storage volume of the natural gas storage tank in the bus yard of the

project is less than critical quantity. Thus, according to classification principles of risk

assessment rate stipulated in the Technical Guidelines for Environmental Risk

Assessment on Projects (HJ/T169-2004), the natural gas storage tank in the bus yard

will not be significant hazard source. Therefore, environmental risk assessment rate of

the bus yard is class II. Thus, with reference to the standard, the assessment conducted

risk identification, conducted brief analysis of accident risk, conducted analysis of

range and degree affected by accident.

(3) Environmental impact of accident

Environmental risk accident mainly refers to emergency disaster accident that has

great hazard and extensive affected range. The potential risk accidents of the proposed

project include leakage and intoxication accident and combustion and explosion

125

accident. According to analysis of causes of chemical product and dangerous waste

environment accident in the similar type of enterprise, it shows that the causes mainly

include leakage, fire source, violating operating instructions, external factors and so

on.

The storage volume of the natural gas storage tank in the project is less than critical

quantity of dangerous matter. Thus, it only conducted qualitative analysis for the

potential risk. Once there is leakage or fire hazard accident against the natural gas

storage tank, there may be such environmental impacts as given in Table 6-24.

Table 6-24 Environmental impact of risk accident

Risk type Cause overview Hazard

Leakage (pop-up,

surge, leakage)

Tank and cylinder and pump under pressure,

pipe breakage and damage; corrosion against the

embedded part of tank and cylinder and pipe;

liquid and gas flooding of tank and cylinder,

bumping of oil tank; insufficient capacity of fire

dike; leakage of tank and cylinder; maloperaton

Cause fire hazard and

explosion

Fire hazard and

explosion

Leakage of stored matter Mechanical, temperature, electric power, chemical,

fire source

Property loss

Personnel death/injury

Pollute environment

7.0 Public Consultations and Information Publicity

7.1 Purpose and Significance

Because the highway construction deals with land occupation, housing demolition and

other major issues relating to the vital interests of the peasants, the public

participation, as an important component of environmental impact report, is crucially

important for improving decision-making, it can directly reflect the public opinions on

project construction, make the decision-making section timely discover the existing

problems, timely modify and improve the design proposal and solve the problems

raised by the public; furthermore, it can make the construction scheme of the project

become perfect and reasonable, and make the economic benefits, environmental

benefits and social benefits be closely coordinated with each other. Moreover, letting

the public learn about the construction project and express their ideas and opinions

can not only gain understanding and support of the construction project from the

public, but also make the public improve their environmental consciousness in the

activities they participate in, supervise the environmental protection work and protect

126

the ecological environment to ensure the implementation of sustainable development

strategy.

7.2 Survey Scope and Modes

7.2.1 Survey Scope

According to the requirements of national laws and regulations on environmental

protection, as per the principle of conducting the survey fairly, openly, truly and

objectively, a comprehensive public opinion survey has been conducted on the

important sensitive points, enterprises and public institutions, merchants, schools,

hospitals and residential areas on both sides of the project construction road and the

surrounding areas of the stations.

7.2.2 Modes of Survey

The modes of public participation survey of the project mainly are newspaper

publicity, website publicity, posting notices and issuing questionnaires, combined

with individual counseling.

On June 23 and June 28, 2011, the environmental impact assessment on the project

was publicized for the first time on the websites of Hubei Environmental Protection

Portal and Xiangyang Environmental Protection Agency, and the pages for public

notices are shown as in figure 7-1 and figure 7-2.

On August 4, 2011, the environmental impact assessment on the project was

publicized for the second time on the websites of Hubei Environmental Protection

Portal and Xiangyang Environmental Protection Agency, and the abridged edition of

the report was linked to the websites; the pages for public notices are shown as in

figure 7-3 and figure 7-4.

From August 7 to August 11, 2011, the assessment units conducted on-site

questionnaire survey and posted notices on the notice boards of all residents’

committees and village committees in the areas involved in the project, which is

shown in figure 7-1.

When the environmental impact report and environmental management plan of the

project were completed initially, as per the requirements of the World Bank, on

August 23, 2011, the environmental impact assessment of the project was made public

on Xiangyang Daily (newspaper and website) (see figures 7-5 & 7-6), meanwhile, the

full texts of the environmental impact report and environmental management plan

were made public on the website www.crfsdi.com (see figure 7-7) for convenient

reference for the residents.

127

The assessment units conducted on-site questionnaire survey for the second time from

September 13 to September 15.

Figure 7-1 Situation of On-Site Questionnaire Survey and Posting Notice

Public Notice in Sujiayuan Community Public Notice in Hongmiao Village

Public Notice in Sunjiaxiang Village Public Notice in Tujiaxiang Village

Public Notice in Yangjiahe Village Public Notice in Shijiamiao Community

Public Notice in Guanyinge Community Public Notice in Wangjiawa Community

128

Public Participation on Site of Residential Area Public Participation on Site of Residents’ Committee

Figure 7-1 The Public Notice of the first Environmental Impact Assessment on

Website of Hubei Environmental Protection Portal

129

Figure 7-2 The Public Notice of the first Environmental Impact Assessment on

Website of Xiangyang Environmental Protection Agency

130

Figure 7-3 The Public Notice of the second Environmental Impact Assessment on

Website of Hubei Environmental Protection Portal

131

Figure 7-4 The Public Notice of the second Environmental Impact Assessment on

Website of Xiangyang Environmental Protection Agency

132

Figure 7-5 Public Notice on Newspaper of Xiangyang Daily

133

Figure 7-6 Public Notice on Website of Xiangyang Daily (http://xfrb.hj.cn)

Figure 7-7 Public Notice of Environmental Impact Report and Environmental

Management Plan on Website of www.crfsdi.com

134

7.3 Survey Results

7.3.1 Personal Survey Results

From August 7 to August 11, 100 questionnaires were issued for the first on-site

questionnaire survey, 80 pieces were recovered, and the recovery ratio was 80%.

Details of the respondents of public opinions are shown in table 7-2.

Table 7-2 Details of Respondents of Public Opinions

Total Number of

Respondents Number of Males/Ratio Number of Females/Ratio

80 57 71.3% 23 28.7%

Under 18

Number/Ratio

18-40

Number/Ratio

41-60

Number/Ratio

Above 61

Number/Ratio Age Ratio (%)

13 16.3% 25 31.3% 31 38.8% 11 13.8%

Illiteracy

Number/Ratio

Primary School

Number/Ratio

Middle School

Number/Ratio

Above College

Degree

Number/Ratio Education Degree

Ratio (%)

10 12.5% 17 21.3% 30 37.5% 23 28.8%

Cadre

Number/Ratio

Teacher, Student

Number/Ratio

Peasant

Number/Ratio

Others

Number/Ratio Occupation Ratio

(%) 7 8.8% 3 3.8% 37 46.3% 33 41.3%

See table 7-3 for basic information of questionnaire survey for main public

opinions

Table 7-3 Basic Information of Questionnaire Survey for Public Opinions

S/N Survey Contents Response

Broadcast Newspaper TV program Others

1

What makes you learn

that Xiangyang Urban

Traffic Project

Engineering by World

Bank Loan is to be

constructed

0 22% 0 78%

Satisfied Relatively satisfied Dissatisfied Indifferent

2

Are you satisfied with

the environmental

conditions of your

present residence place

or work place

62% 25% 13% f0

Serious General Not serious 3

Effect of existing road

vehicle exhaust on you 8% 40% 52%



noise on you 17% 42% 41%

5 The project

construction may cause Noise Vibration Dust

Sewage and

mud Traffic jam Others

135

environmental pollution

or disturbance to your

life, what do you think

will be the main effect

30% 11% 55% 48% 60% 0

Noise Vehicle exhaust Others

6

The project operation

may cause





51% 42% 10%

Regional environment The whole dwelling

environment Bedrooms

7

What do you think is

the place where

environmental quality

must be ensured 10% 65% 50%

Low-noise

pavement

Ventilating

and

soundproof

window

Relocation Greening Planning

control Others

8


the environmental

protection measure to

be taken in operation

period 38% 22% 9% 40% 10% 0

Economic

compensation

Require treatment

to meet the

specified standard

Relocation Indifferent

9

If the project

construction may

influence your dwelling

environment, in what

way do you hope to

solve the problem 35% 55% 6% 4%

Understanding Understanding, but require

mitigation measures Complaining

10

What’s your attitude

towards the temporary

influence caused in

construction period 13% 87% 0

Complain to the

environmental protection

department

Solve the problem through

legal procedures

Stop the construction and

operation of the project 11

What way do you think

is effective for solving

the problem of


resulting from the

project

56% 44% 0

Willing Unwilling

Willing

under

certain

condition

Helpful

effect

Adverse

effect Little effect

12

What’s the effect of

relocation on your

production and life

20% 15% 65% 17% 15% 68%

Support Conditional support Nonsupport Undecided

13


towards the project

construction 73% 17% 0 10%

From September 13 to September 15, 50 questionnaires were issued for the

second on-site questionnaire survey, 40 pieces were recovered, and the recovery ratio

was 80%. Details of the respondents of public opinions are shown in table 7-4.

Table 7-4 Details of Respondents of Public Opinions

Total Number of

Respondents Number of Males/Ratio Number of Females/Ratio

40 35 87.5% 5 12.5%

Under 18

Number/Ratio

18-40

Number/Ratio

41-60

Number/Ratio

Above 61

Number/Ratio Age Ratio (%)

0 0% 25 62.5% 15 37.5% 0 0%

136

Illiteracy

Number/Ratio

Primary School

Number/Ratio

Middle School

Number/Ratio

Above College

Degree

Number/Ratio Education Degree

Ratio (%)

8 20% 0 0% 12 30% 20 50%

Cadre

Number/Ratio

Teacher, Student

Number/Ratio

Peasant

Number/Ratio

Others

Number/Ratio Occupation Ratio

(%) 0 0% 0 0% 8 20% 32 80%

See table 7-5 for basic information of questionnaire survey for main public

opinions

Table 7-5 Basic Information of Questionnaire Survey for Public Opinions

S/N Survey Contents Response

Broadcast Newspaper TV program Others

1

What makes you learn

that Xiangyang Urban

Traffic Project

Engineering by World

Bank Loan is to be

constructed

0 52% 13% 35%

Satisfied Relatively satisfied Dissatisfied Indifferent

2

Are you satisfied with

the environmental

conditions of your

present residence place

or work place

65% 35% 0 0



vehicle exhaust on you 20% 40% 40%



noise on you 25% 50% 25%

Noise Vibration Dust Sewage and

mud Traffic jam Others

5

The project

construction may cause





30% 8% 62% 45% 50% 0

Noise Vehicle exhaust Others

6

The project operation

may cause





50% 45% 12%

Regional environment The whole dwelling

environment Bedrooms

7


the place where

environmental quality

must be ensured 15% 40% 45%

Low-noise

pavement

Ventilating

and

soundproof

window

Relocation Greening Planning

control Others

8


the environmental

protection measure to

be taken in operation

period 30% 35% 10% 42% 18% 0

9 If the project

construction may

influence your dwelling

Economic

compensation

Require treatment

to meet the

specified standard

Relocation Indifferent

137

environment, in what

way do you hope to

solve the problem

20% 65% 10% 5%

Understanding Understanding, but require

mitigation measures Complaining

10


towards the temporary

influence caused in

construction period 35% 65% 0

Complain to the

environmental protection

department

Solve the problem through

legal procedures

Stop the construction and

operation of the project 11

What way do you think

is effective for solving

the problem of


resulting from the

project 30% 70% 0

Willing Unwilling

Willing

under

certain

condition

Helpful

effect

Adverse

effect Little effect

12

What’s the effect of

relocation on your

production and life

18% 10% 55% 12% 10% 55%

Support Conditional support Nonsupport Undecided

13


towards the project

construction 80% 20% 0 0

Statistical analysis of results: both of the recovery ratios of the public opinions

questionnaires of the two times reach up to 80%, which shows that the public is very

concerned about the construction of the project; most people want to express their

opinions by this opportunity, they hope to reflect their opinions and ideas through

normal channels, and they have placed high expectations on it.

The results of the two on-site questionnaire surveys indicates that 91.7% of the

respondents support or conditionally support the construction of the project, 8.3% of

them haven’t make their attitude clear, and no one opposes the construction of the

project; the main reasons of the supporters are as follows:

� At present, the traffic situation in Panggong area is poor, and the road facilities

can’t meet the traffic demands, while the construction of the project can improve

the present traffic situation and bring convenience to people.

� The project implementation can improve the dwelling environment of the

residents along the line, and improve their quality of life as well.

The conditional supporters mainly care about the pollution control and relocation

measures during construction period and operation period.

7.3.2 Results of Unit Survey

For the public participation this time, questionnaire surveys were conducted among 12

units such as the residents’ committee, village committee and hospitals within the

scope the project area, and all units recovered the questionnaires (with official seals of

the sectors). The units’ questionnaires and related survey results are shown in tables

7-6 and 7-7.

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Table 7-6 Statistical Table of Attitude and Opinions of Units along the Line to Project

Construction

S/N Name Attitude towards the

Project Construction Main Opinions They Presented

1 Sujiayuan Community

Committee

Give active support,

speed up the

construction

The newly built roads shall have separate sidewalk and

traffic lane

2 Zhakou Community

Committee


speed up the

construction

/

3

Wangjiawa

Community

Committee


speed up the

construction

/

4

Panggongci

Community

Committee


speed up the

construction

/

5 Hongmiao Village

Committee Support /

6 Hexin Village

Committee


speed up the

construction

/

7 Sunjiaxiang Village

Committee


speed up the

construction

/

8 Tuxiang Village

Committee


speed up the

construction

/

9 Yangjiahe Village

Committee


speed up the

construction

/

10

Shijiamiao

Community

Committee


speed up the

construction

/

11

Guanyinge

Community

Committee


speed up the

construction

The construction time and construction period shall

comply with relevant regulations, and reduce the impact

on the masses in surrounding areas

12 Panggong Hospital


speed up the

construction

/

Table 7-7 Statistical Table of Results of Questionnaire Survey among Units along the

Line

S/N Item Contents Sector

(Nos.)

Percentage

(%)

Broadcast, newspaper, TV program,

etc 2 16.7%

The questionnaire 10 83.3% 1 In what way to learn about the

construction of the project

Others 0 0

Satisfied 4 33.3%

Relatively satisfied 3 25.0%

Dissatisfied 5 41.7% 2

Whether feel satisfied with the

environment of the existing

residence or work place

Indifferent 0 0

Dust 7 58.3%

Noise 6 50.0%

Vibration 4 33.3%

Sewage and mud 6 50.0%

Traffic disturbance 5 41.7%

3 Understanding of

environmental impact during

construction period

Land requisition and demolition 3 25.0%

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Others 0 0

Understanding 5 41.7%

Understanding, but require mitigation

measures 7 58.3% 4

Attitude towards


construction period Undecided 0 0

Noise 6 50.0%

Vehicle exhaust 8 66.7%

Landscape 4 33.3% 5

Understanding of


operation period

Others 0 0

Economic compensation 4 33.3%

Require treatment to meet the specified

standard 8 66.7%

Relocation 1 8.3% 6

If the project construction’s

environmental impact on work

environment of the unit

exceeds the requirement of

environmental standard, the

measures and compensation

modes hope to be adopted Indifferent 0 0

Give active support, speed up the

construction 11 91.7%

Support 1 8.3% 7 Attitude towards the

construction of the project

Nonsupport 0 0

Note: part of the respondents selected two items or more, some items have not been filled in.

Statistical analysis of results: for the environmental impact assessment this time, the

recovery ratio of the units’ questionnaires reaches up to 100%, which shows that most

of the units want to express their opinions by this opportunity, they hope to reflect

their opinions and ideas through normal channels, and they have placed high

expectations on it. 91.7% of the surveyed units actively support the construction of

the project, and they hope to speed up the construction; 8.3% of the surveyed units

support the construction of the project; none of the surveyed units opposes the

construction.

7.3.3 Feedback of other Public Opinions

In the public participation this time, except issuing questionnaires on the site, no other

opinion feedbacks by phone and Email have been received from the public at present,

which indicates that the public has a higher degree of recognition to the project.

8.0 Environmental Management Plan

See separate editions of environmental management plan of the project for details.

9.0 Overall Conclusions

The urban traffic project by World Bank Loan mainly covers the road network

engineering in the southern section of inner loop and in Panggong area, and it is an

important component of the most central skeleton road system. After completion of

the project, it will play an important role and have a profound influence on such

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aspects as separating urban through traffic, easing the traffic pressure in Xiangyang

City Center, especially Xiangyang Ancient City, shortening the travel time of

residents, improving the system capacity of corridors crossing river and urban roads,

supporting urban land expansion and guiding urban development, and enhancing city

quality and grade.

The construction of the project conforms to the integrated traffic development planning of

Xiangyang City, and also conforms to relevant overall urban planning. The impact of the project

on the environment is mainly reflected in the construction period, so the construction units shall

strengthen the environmental management during construction period, strengthen environmental

protection education to the construction teams, and try to be strict in management and be civilized

in the construction. The construction contract signed by the engineering contractor shall have

specific terms, in which, the contractor shall promise to take pollution control measures, and

formulate strict procedures of punishment for breach of contract.

By comprehensive analysis, it is concluded that the engineering design has considered

the requirements of environmental protection, the established environmental

engineering design proposal is technically and economically feasible, and it has strong

operability. After implementation of the environmental protection program proposed

by engineering design and the environmental protection countermeasures raised by

the report and environmental management plan, the adverse impact of engineering

construction on the environment can be well controlled.

To sum up, it is feasible to assess the project from the perspective of environmental

protection.

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