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 Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized
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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
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
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
conditions Scheme A Scheme B
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
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, 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
conditions Scheme A Scheme B
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
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, 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
conditions Scheme A Scheme B
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-
motorized vehicle way+4.5m
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
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.
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
conditions Scheme A Scheme B
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
marginal strip included)+3m median
separator+7.75 drive way (0.5
marginal strip included)+ 2m motor
vehicle and non-motorized vehicle
separator+4m non-motorized vehicle
way+4.75m 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 non-motorized
vehicle separator+ +5.5m auxiliary
road+ 5m sideway (1.5m tree pool
included)
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
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.
Recommendation In the assessment, scheme A is recommended, which is same to the recommended design
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
non-motorized vehicle
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
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.
Environment
al 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
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.
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-
motorized vehicle way+4.5m
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
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
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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
conditions Scheme A Scheme B
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+7.75 drive way (0.5
marginal strip included)+ 2m motor
vehicle and non-motorized vehicle
separator+4m non-motorized vehicle
way+4.75m 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 non-motorized
vehicle separator+ +5.5m auxiliary
road+ 5m sideway (1.5m tree pool
included)
Greening rate is 22.5%. 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
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
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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.
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.
Recommendation In the assessment, scheme A is recommended, which is same to the recommended design
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.
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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
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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
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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)
Pollutant concentration
(mg/L) 50~80 1.0~2.0 150~200
Equipment cooling water
discharge 4(m3/d)
Pollutant concentration
(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
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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
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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)
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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
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(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
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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.
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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,