Technical Assistance Consultant’s Report
This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.
Project Number: 47030-001 November 2015
People's Republic of China: Jiangxi Pingxiang Integrated Rural-Urban Infrastructure Development—Final Report SD3: Engineering Technical Analysis of the Road Component (Financed by the ADB's Technical Assistance Special Fund and Cofinanced by the Multi-Donor Trust Fund under the Water Financing Partnership Facility)
Prepared by
AECOM Asia Company Ltd.
Hong Kong, China
For Pingxiang Municipal Government
Jiangxi Pingxiang Integrated Rural-Urban Infrastructure Development Project
AECOM Asia Company Limited SD3-1 Asian Development Bank
TABLE OF CONTENTS
1. Introduction ........................................................................................................ 4
1.1 Background ................................................................................................. 4
1.2 Transport Plan ............................................................................................. 5
2. Proposed Road .................................................................................................. 9
2.1 Rationale ..................................................................................................... 9
2.2 Traffic Demand Analysis ............................................................................. 11
2.2.1 Introduction ............................................................................................. 11
2.2.2 Traffic Survey......................................................................................... 12
2.2.3 Traffic Zoning ......................................................................................... 14
2.2.4 Trip Generation ...................................................................................... 15
2.2.5 Traffic Assignment ................................................................................. 16
2.3 Natural Conditions ..................................................................................... 17
2.3.1 Regional Hydrology and Weather .......................................................... 17
2.3.2 Site Stability Assessment ....................................................................... 18
2.4 Design Analysis ......................................................................................... 18
2.4.1 Field Visit ............................................................................................... 18
2.4.2 Classification and Technical Standards .................................................. 19
2.4.3 Road Layout and Alignment ................................................................... 20
2.4.4 Corridor study during Pre-Feasibility Study ............................................ 20
2.4.5 Alignment Alternative Comparisons ....................................................... 21
2.4.6 Road Cross Section ............................................................................... 27
2.4.7 Pavement .............................................................................................. 28
2.4.8 Drainage ................................................................................................ 29
2.4.9 Existing Roads Bisecting Proposed Road .............................................. 30
2.4.10 Sub-grade and Ground Treatment ......................................................... 31
2.4.11 Bridge and Tunnel ................................................................................. 32
2.4.12 Road Safety ........................................................................................... 36
2.4.13 Rural Public Transport ........................................................................... 41
2.4.14 ITS in Traffic Management and Public Transport ................................... 43
2.4.15 Major Work Quantities and Costs .......................................................... 44
3. Key Issues and Next Steps .............................................................................. 45
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List of Figures
Figure 1: Pingxiang Municipality ................................................................................ 4
Figure 2: Pingxiang Transport Map ............................................................................ 6
Figure 3: Existing Transport Network in Pingxiang .................................................... 7
Figure 4: Proposed Road .......................................................................................... 9
Figure 5: Black Spots of Accident on Existing Roads............................................... 10
Figure 6: Locations of Schools in the Road Project Area .......................................... 11
Figure 7: Location of Traffic Count ........................................................................... 13
Figure 8: Traffic Zones ............................................................................................ 14
Figure 9: Desire Line Diagram of Projected Daily trips ............................................ 15
Figure 10: Traffic loading on 2020 Road Network .................................................... 17
Figure 11: Traffic loading on 2032 Road Network .................................................... 17
Figure 12: Alignment Alternatives Layout during Pre-FS .......................................... 21
Figure 13: Alignment Alternatives for the Section (K22+100~K30+682) ................... 22
Figure 14: Scheme A—At-grade Intersection .......................................................... 24
Figure 15: Scheme B—Grade-separated Interchange ............................................. 24
Figure 16: Alignment Alternatives for Ending Section at Yinhe and Xuanfeng .......... 26
Figure 17: Proposed Typical Cross Section ............................................................. 27
Figure 18: Proposed Cross Section at Bridge .......................................................... 28
Figure 19: Typical Cross-section of Concrete Small Box Girder ............................... 34
Figure 20: Proposed Dimension Limits of Tunnel .................................................... 35
Figure 21: Open Cut Section of Tunnel.................................................................... 35
Figure 22: PPTA Example Recommendations for Intersection Improvement ........... 37
Figure 23: Examples of Warning Signs .................................................................... 39
List of Tables
Table 1: Project Demand for Car, Passenger and Freight .......................................... 8
Table 2: Location of Traffic Counts .......................................................................... 14
Table 3: Growth Projection ...................................................................................... 16
Table 4: Demand Forecast Results(pcu/d) .......................................................... 16
Table 5: Technical Design Parameters of the Road ................................................. 19
Table 6: Comparison for Road Alignments (K22+100 to K30+682) .......................... 22
Table 7: Comparisons for Work Quantities and Cost ............................................... 23
Table 8: Road Alignment Scheme Bisecting Luxi Expressway Collector .................. 25
Table 9: Comparisons for Work Quantities and Cost Estimates ............................... 25
Table 10: Comparison for Road Alignment Schemes (K38+440 to K43+956) .......... 26
Table 11: Comparison for Work Quantities and Cost Estimates ............................... 27
Table 12: Proposed Road Pavement for Carriageway ............................................. 28
Table 13: Comparison of Types of Drainage Ditch Structure .................................... 29
Table 14: Existing Roads Bisecting the Project Road .............................................. 30
Table 15: Ground Treatment Methods ..................................................................... 32
Table 16: List of Proposed Bridges .......................................................................... 33
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Table 17: Road Accident Records ............................................................................ 36
Table 18: New Rural Bus Routes ............................................................................. 41
Table 19: Existing Bus Routes Improvement ........................................................... 42
Table 20: Summary of Work Quantities and Costs................................................... 44
Abbreviations
AC = asphalt cement
CNY = Chinese Yuan
FSR = Feasibility Study Report
ITS = Intelligent Traffic Systems
km = kilometer; km2 = square kilometer
LDI = Local Design Institute
m = meter; m2 = square meter; m3 = cubic meter
mm = millimeter
mu = mu, Chinese unit of land measure
O-D = origin-destination
pcu/d = passenger car unit per day
RUC = Road User Cost
VOC = vehicle operating cost
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1. Introduction
1.1 Background
1. Pingxiang, known as “the western gate” of Jiangxi, is located in the west part of
Jiangxi province, along the Hunan-Jiangxi border. It is bordered by Anfu county of
Yuanzhou district in the east and Liling city and You county of Hunan province in the
west, with Yongxin county and Chaling county of Hunan province in the south and the
Wanzai county and Liuyang city of Hunan province in the north. It covers an area of
3,827 km2 which accounts for 2.29% of the total area of Jiangxi province and has a
population of 1.8642 million.
2. In 2010, the municipality achieved a GDP of CNY 52.039 billion CNY with an
annual increase of 14.3%, the per capita net income of farmers also has risen by
13.8%, reaching 7,219 CNY, the per capita disposable income of urban residents
grew by 10.5% to 16,381 CNY.
Figure 1: Pingxiang Municipality
3. Pingxiang Municipality administers three counties, two districts, and one
economic development zone, namely Anyuan district, Xiangdong district, Luxi county,
Shangli county, Lianhua county, and Pingxiang New Economic Development Zone.
Pingxiang’s economy mainstays include coal, iron ore mining, steel-making,
aluminum-making, ceramics industry, chemical engineering, and fireworks industry.
4. Despite the rapid economic growth and urban-rural infrastructure, Pingxiang still
lags behind other areas in Jiangxi Province. There are also wide regional disparities in
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both economic development and physical infrastructure provision. The mountainous
and hilly terrain create barriers between local towns and villages and partly contribute
to the backwardness of the economy. The rate of urbanization is about 30%, far below
the national level which 53% in 2012. The rural poor population make up 18.6% of
total population. While the urbanization is expected to accelerate, most of the rural
areas have yet to develop adequate infrastructure and transportation networks.
5. Road is the most widely used transport mode in Pingxiang, and is the enabling
factor in economic development and reduction of poverty. A highway network has
been formed in Pingxiang, however, lower class highways (class III and lower)
account for 80% of the total length of highway. Pingxiang is mountainous and
landlocked, especially in the northeast and south areas. Many of town and county
roads are of low technical standards and suffer from poor maintenance. There are still
some villages in remote area that cannot be reached with paved roads. The highway
network is in need of improvement and upgrading.
1.2 Transport Plan
6. Pingxiang Integrated Transport Plan 2012 is the basis for developing the
proposed project. According to statistics in the plan, total length of all-weather
highway in Pingxiang reached 6,119km in 2010, including one expressway-Hukun
(Shanghai to Kunming) Expressway, 49.8km long; two national roads-G320, G319,
with total length of 203km; provincial roads 406km long; and numerous sub-standard
town and county roads. Expressway accounts for only 0.9%; class I roads (51km)
accounts for 0.8%; Class II road (345km) accounts for 5.3%; Class III road (172km)
accounts for 2.8%; Class IV road (3,783km) accounts for 61.8%; and unclassified
road accounts for 28.1%. Asphalt pavement road (4.2%) are 255km long in total,;
cement pavement road (68.6%) 4192km; there are still many unpaved road (22.4%)
totaled 1,372km.
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Figure 2: Pingxiang Transport Map
7. The main corridors in the region are (i) Hukun Expressway; (ii) national roads
G320 and G319; and (iii) provincial roads S314, S231, and S232. Cross-shape trunk
corridors are formed in Pingxiang, consisting of east-west trunk of Hukun Expressway
and S320, and north-south trunk of G319, S231, and S232. East-west corridor runs
through Pingxiang urban area which connects to Nanchang and Yichun, and extends
further east leading to Shanghai and Fujian Province on the east coast. To the west,
it reaches the Chang-Zhu-Tan (Changsha, Zhuzhou, Xiangtan) Region in Hunan
Province, which is an economically active area. North-south corridor links Pingxiang
with Changsha, Liuyang, and further to Wuhan, Zhengzhou to the north; connects to
Ji’an, Ganzhou in Jiangxi and further to Guangzhou, Shenzhen at the Pearl River
Delta region.
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Figure 3: Proposed Transport Network in Pingxiang
Source: Pingxiang Municipal Transport Bureau (from the Pingxiang Integrated Transport Plan, 2012)
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8. Due to rapid economic growth and improvement of living standards in Pingxiang,
the flow of passengers and goods has been increasing. Trunk roads have been
substantially improved and upgraded, and provisions for secondary and minor roads
are catching up. The east-west corridor has strategic importance for passenger and
freight flows. The transport corridor is transforming into an economic corridor. The
industrial bases of iron, steel, and ceramic have been established along the corridor.
The flow of passenger and goods has been increasing year by year. Similar to
other areas of China, highway and railway are the primary modes for transport in
Pingxiang. Highways carry larger share of freight traffic compared with railway.
In 2010, total volume of passengers on highway reached 57.83 million, annual
increase by 12.3%; volume of goods on highway totaled 82.8 million tones, annual
increase by 26%. The projected traffic demand for the main corridor is presented
in the table below.
Table 1: Project Demand for Car, Passenger and Freight
2015 2020
East-west corridor (pcu/d)
26,787 37,881
North-south corridor(pcu/d)
11720 23060
Highway passenger volume (0,000)
6380 8200
Highway freight volume (0,000 ton)
9370 11500
Note: pcu/d = passenger car unit per day
1.3 Proposed Road
9. The proposed road is a secondary highway in the network plan. It is located in the
northeast of Pingxiang, in a mountainous and landlocked area. It is aligned northwest
to southeast direction, cutting through the rolling hills, mostly on new alignment. The
proposed road will complement the existing highway network, which basically consists
of an east-west and a north-south highway.
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Figure 4: Proposed Road
10. The road would start from Jiguanshan in Shangli County in the northwest, end at
Xuanfeng Town of Luxi County in the southeast. It will connect Shangli county and
Luxi county directly and fill in a missing link between the areas. The project has been
listed in the “Pingxiang Integrated Transport Plan 2012”. It will serve an important role
in the overall rural transport network.
2. Proposed Road
2.1 Rationale
11. The existing county and township roads are generally in northeast-southwest
direction, following the mountain ranges. These roads are narrow and wandering,
width from 3 to 6m, and generally in poor conditions. Due to lack of maintenance, the
roads are severely deteriorated in many locations and in need of repair. In addition,
these roads were designed using low technical standards, have sharp curves and
steep slopes. These have imposed incidence to road accidents and a great number
serious accidents are reported each year1. Traffic safety for passenger and freight is
under high risk. Figure 5 shows locations where accidents often occur. The proposed
road would be designed with higher standards and safety issues fully considered. It
will provide a faster and safer link for the locals.
1 PPTA requested data from PMO and from design institute to support this statement. Year,
number of accidents, number of fatalities, and if available monetary damage. Not available.
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Figure 5: Black Spots of Accident on Existing Roads
LEGEND: Proposed Road alignment
Accident Black Spot
Existing Road alignment
12. Considerations have been given to improving the existing county roads rather
than build a new road. However, many villages and activities have developed along
the existing roads creating numerous constraints of right-of-way due to complexity of
local conditions. Improving the existing roads is an option but it will cause a lot of
resettlement making it more costly than building a new route2. The project road is
intended to provide an alternative route for the locals. The existing roads remains to
serve local access within the village.
13. The project will improve the level of local public services. To improve farmers’
living conditions, the primary task is to strengthen the road network and improve the
travel conditions in rural areas. To improve the accessibility and mobility is to provide
better access for local medical treatment, employment, and education.
14. Currently there are a large number of local primary and secondary schools in this
area. Due to difficult terrains and substandard roads, parents and children have great
difficulties to reach schools, especially during rainy season. The proposed road will
improve the conditions and provide all-weather accesses for e.g. school, market, and
hospital.
2 Similar to footnote #1, PPTA has requested data to support this statement.
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Figure 6: Locations of Schools in the Road Project Area
LEGEND: Proposed Road alignment School
15. The project would satisfy the needs of improving the capacity of regional disaster
prevention and relief. The project area belongs to a typical mountainous and hilly
terrain in northwest Jiangxi Province. The complex geological conditions have made it
prone to natural disasters such as landslide, mudslide, and ground subsidence.
Currently, the project area lacks emergency access. Large-size vehicles cannot reach
disaster stricken areas. The project will ease the delay of rescue; safety of people’s
lives would be improved; and property losses substantially reduced.
2.2 Traffic Demand Analysis
2.2.1 Introduction
16. Traffic demand analysis was performed as part of the Feasibility Study Report
(FSR) by the Local Design Institute (LDI) on the basis of available traffic count and
planning data. In the November 2014 version of FSR, a travel demand model was
not established. Instead, an over-simplified forecast method---“indirect method”---was
adopted. PPTA requested LDI to do a ‘four-step’ forecast, which is the norm for
demand forecast for this type of highway.
17. Traffic count survey was undertaken at three critical locations under the guidance
of the PPTA Consultant. Due to the tight project schedule, insufficiency of local data,
and limited budget, a simplified model was set up. Traffic counts were surveyed on
major highways. In order to identify trip diversion and induction, an origin-destination
(O-D) trip survey will need to be carried out..
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18. The ‘four-step method’ is a standard for most proposals for road upgrades,
bypasses, etc. that do not justify a full transport model. It is often sufficient to assess
existing traffic and then make adjustments that reflect the fall in road user costs
(RUCs) that the upgrade will bring about (one such adjustment is so-called generated
traffic) on the assumption that wider traffic impacts will not be significant. An
intermediate stage is to carry out an OD survey, which takes care of the trip
generation and trip distribution stage. The survey results answer this kind of question:
what is the passenger vehicle demand between Shangli center to Xuanfeng town?
Assigning this flow to the network means identifying the route with the lowest
perceived RUC. And, subject to capacity constraints, assuming this is the route the
traffic will take. OD survey results are important whenever traffic diversion is expected
to form a significant part of benefits.
19. A traffic count is a count of traffic along a particular road, either done
electronically or by people counting by the side of the road. Traffic counts can be used
to identify which routes are used most, and to either improve that road or provide an
alternative if there is excessive amount of traffic. Traffic counts survey is essential for
analyze diversion assumption and see whether the road is justified or not. A set of one
day (data over 12 hours is sufficient) traffic counts is required at a number of critical
sites.
2.2.2 Traffic Survey
20. Traffic count data has been collected for major relevant highways-G319, G320,
and other county roads. According to the data provided by Pingxiang Transport
Bureau, in 2010, AADT (annual average daily traffic) at Futian Station of G319 is
8,034 vehicle/day (absolute number of vehicles). This is converted to 6,241
passenger car units per day (pcu/day,) growing at 14.8% annual rate. AADT at
Wupixia Station of G319 is 11,054 vehicle/day (absolute number of vehicle). This is
converted to 8,823 pcu/day, annual rate of growth is 7.1%. AADT at Luxi Station of
G320 is 13,550 vehicle/day (absolute no. of vehicle). This is converted to 10,331
pcu/day, growing at an annual rate of 14.8%.
21. National roads G319 and G320 are dual one-lane, Class II highway, 8m
carriageway width, design speed of 40km/hour. Capacity of a Class II highway ranges
from 5000- to 15000 AADT. As can be observed, traffic load on G319 and G320 are
on their high side and congestion is prevalent during peak hours. And these roads
currently carry relatively large volume of truck and lorry traffic. This has caused severe
damage to pavement and incidences of road accidents. The proposed road is
expected to divert part of the traffic from the national roads after open to traffic.
22. Traffic counts were carried out in October 2014 at selected road segments for 12
hours including morning and evening peak hours. Four counts plus one existing count
(Luxi) were selected on G319, G320, and other local roads. See Figure 7.
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Figure 7: Location of Traffic Count
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Table 2: Location of Traffic Counts
No. Location Road Toll Segment
1 Lishuihe Bridge G319 no Pingxiang to Shangli Section of
G319
2 Intersection of Dongyuan
-Xiaojian
S313 no Dongyuan - Xiaojian
3 Chishan Power Supply Station X121 no Dongyuan - Chishan
4 G319 bisects G320 G319 &
G320
no G319 bisects G320
5 G320 Luxi Station G320 no Luxi County
23. The traffic counts results indicate that the largest share of traffic on national and
provincial roads are motorcycles, followed by cars and light trucks. Heavy truck and
lorry vehicles comprise only a small part of the traffic volume. This shows that
urban-rural trips are largely completed on motorcycles and cars. Freight transport
mainly relies on light trucks, which are led by low-level of rural economy. As a result of
improved road conditions and advanced and intensive farming, there is likely to be a
shift from motorcycle to cars, and small truck to lorry. These trends will need to be
taken into account for modeling the demand.
2.2.3 Traffic Zoning
24. As presented in Figure 8, a total of 15 traffic zones were identified and trip
generation and attraction among the zones are forecasted.
Figure 8: Traffic Zones
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2.2.4 Trip Generation
25. According to the traffic counts and turning movement observed, the base year
origin-destination (O-D) matrix is developed; and future years’ O-D matrix are
calculated based on assumptions of growth factors such as GDP and increase in
number of motor-vehicles.
26. Total trips made among the zones are estimated at 44,803 per day. It is made up
with internal trips of 9,857 per day; outbound trips of 32,706 per day, through trips of
2,240 per day. It shows that number of internal and through trips is relatively low.
Outbound trips dominate the daily local trips. It indicates that the backward economy
and weak infrastructure has resulted in currently less internal people and goods flows.
Most of the interactions and exchanges are made with urban centers in the periphery.
27. With the provision of the project road, the situation will be improved. The internal
links will be strengthened. It would see an increase of interaction among local rural
villages and towns, and a growth of number of internal trips. As the process of trip
distribution,
28. Figure 9 indicates the daily desire line diagram of each of the zone pairs.
Figure 9: Desire Line Diagram of Projected Daily trips
29. Trip demand is correlated with economic growth and automobile growth etc.
Future traffic growth and average GDP growth rate are assumed as below. These
assumptions are considered adequate for this type of highway.
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Table 3: Growth Projection
Time Period (years) Domestic GDP
Growth Rate Traffic Growth Rate
2017 - 2020 13% 11.0%
2021 - 2025 11.5% 7.5%
2026 - 2032 8.5% 4.7%
2.2.5 Traffic Assignment
30. In this simplified demand model, the vehicular trip matrices were developed
based on the defined modal share and trip generation and distribution models. The
vehicular matrices were assigned onto the road network such that the predicted traffic
volumes on the project road can be obtained. The traffic demand forecast results are
presented in the Table below.
Table 4: Demand Forecast Results(pcu/d)
Road Section 2017 2020 2025 2032
Guanxia-Xiaojian 6479 6735 7436 8542
Xiaojian-Dongyuan 5582 5804 6407 7360
Dongyuan-Chishan
X121 8742 9089 10035 11527
Chishan X121-Chishan
x123 7969 8285 9147 10523
Chishan
X123-Gaokeng X155 6713 6979 7706 9493
Gaokeng
X155-Tongxing Road 9199 9563 9995 11161
Tongxing Road-Yinhe
X160 5406 5620 5647 6171
Yinhe X160-Xuanfeng
G320 2849 2962 3276 3783
Source: Feasibility Study Report pcu/d = passenger car units per day
31. After the trip distribution, traffic flow will be assigned to future road network in the
project area. The figures below present flow volumes in bandwidth for typical planning
horizons.
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Figure 10: Traffic loading on 2020 Road Network
Figure 11: Traffic loading on 2032 Road Network
2.3 Natural Conditions
2.3.1 Regional Hydrology and Weather
32. The project area is in the upstream reaches of the Pingshui River and the middle
basin of Yuanshui River. The proposed road is routed across the Pingshui River
tributaries in Shapo and overpasses Yuanshui River at the Yinhe Town. The water
flow of Pingshui River is gentle and the Yuanshui River rough with abundant water
flow. The rest are small streams collecting water from the hills. The riverbed gradient
is gentle; the water flow is sluggish and clear. The area is classified as subtropical
humid monsoon climate.
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33. Areas in this region have sufficient sunshine, abundant rainfall, long frost-free
period. The annual average temperature is 17.2 ℃, ranging from the 38 ℃ to 40 ℃ as
the extreme highest temperature; lowest temperature reaches to -8.6 ℃ as the
extreme. The average annual precipitation is 1630mm, mostly concentrated in March
to June. The maximum annual precipitation is 2,083mm (rainfall of 255.6mm daily)
and the accumulative sunshine hours throughout the year are 1600 hours.
34. The dominant wind blows primarily from northeast to the southwest wind. The
average wind speed in a year could reach to 1.6m/s, there are 270 days that are in the
frost-free period, in which only 4-5 days snows annually. The maximum depth of
accumulated snows are 21 centimeters (cm).
2.3.2 Site Stability Assessment
35. For earthquakes, Pingxiang lies in a relatively stable area. According to the data
provided by the seismic monitoring departments, the region has not had an
earthquake greater than 4 magnitude in nearly two thousand years. The largest
earthquake occurring in recent history was 3.0 magnitude in 1910. The characteristics
of the base rock layer in this area are weak and highly plastic. It lacks the conditions
that cause earthquake. High plasticity, weak deformation of fracture easily releases
energy, thus hardly developing a damaging earthquake. Therefore, judging from the
geological conditions, neo-tectonic movement, and the earthquake history, the region
is not prone to earthquake, and seismic activity would be of low frequency and low
intensity.
36. The site presents a typical hilly area in southern China, dominated with
mountainous and hilly terrain. The survey data indicate that the site is featured with
complex situation with mainly small locally developed fractures. The proposed road
runs along the developed small folds. The anticline and syncline appear alternately,
causing the formation of Permian and Triassic constantly repeated or defaulted.
These may not be favorable to civil works and geological hazardous may occur.
Therefore, measures would need to be taken to ensure the site stability.
2.4 Design Analysis
2.4.1 Field Visit
37. On September 23 and 24, 2014 the PPTA engineers conducted field visits
together with the LDI and local officials. Sites visited included Yangqi Village (the start
point), proposed tunnel entrance, Xiaojian Village, Dongyuan Township, Chishan
Town in Shangli County; Expressway Connector S229, Gaokeng Town, Yinhe Town
(the end point in Luxi County). Some sites could not be accessed by vehicles.
38. The engineers observed the surroundings and site conditions by walking. The
area is generally sparsely populated with rural settlements relying mainly on farming.
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Hilly terrains are the barriers that impede communications and flow of people of goods
among the villages.
39. Most of the roads are wandering and narrow with cement concrete surface that
has deteriorated due to lack of maintenance. Villagers have no other access to urban
center and neighboring villages besides these low class county roads.
40. The proposed alignment would cut through farmlands at some villages. Farmland
is very limited in the mountainous area. It is a trade-off for the road aligning close to
human settlement or further along the hills. At the beginning section, existing roads
are severely damaged by truck traffic from/to nearby quarry. At the end section in
Yinhe Town, a railway underpass is the only access for the township, and because it is
an underpass it is often flooded during rainy season. Locals are deeply troubled. They
expressed their concerns during public consultation.
2.4.2 Classification and Technical Standards
41. Technical Design Parameters have been selected in accordance with relevant
national codes and design specifications.
Table 5: Technical Design Parameters of the Road
No. Parameter Unit Criteria
1 Total Length km 43.956
2 Route length/straight-line
distance
- 1.477
3 The Average Turning Point
Per Kilometer - 1.840
4 Minimum Radius For
Horizontal Curve m/section 130/1
5 Total Length of Horizontal
Curve m 22735.846
7 Percentage of Horizontal
Curve In Total Length % 51.657
8 Maximum Linear Length m/section 1125.447/1
9 Maximum Longitudinal
Grade
% 6
sections 11
10 Minimum Slope Length m/section 220/1
11 Total Length of Vertical
Curve m 19533.217
12 Percentage of Vertical
Curve In Total Length % 38.771
13 Average Number of
Vertical Slope Change - 2.155
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No. Parameter Unit Criteria
Per Kilometer
14 Minimum Radius of
Vertical Curve (Convex) m/sections 1500/3
15 Minimum Radius of
Vertical Curve (Concave) m/sections 1500/3
Source: FSR km = kilometer; m = meter; % = percent
2.4.3 Road Layout and Alignment
42. According to the LDI, during preparation of the FSR, township and county
governments were fully consulted. The project aims to improve the local accessibility
and mobility to locals and to maximize the benefits to various stakeholders.
Considerations are given to current local conditions and local economic development
plan, land use plan, etc. The alignment is designed to follow the principle ‘close to
social and economic activities but distance itself to local settlements’. A balanced
route in conjunction with cost, resettlement, social and economic benefits shall be
achieved. The proposed road is routed passing through four township government
seats, connects Gaokeng, Anyuan, and Luxi Town, Luxi Industrial Park, Shangli
Industrial Park etc. It is aligned along valley, ridge and low-lying hillside to follow the
landform, and avoid farmland and houses as much as possible.
2.4.4 Corridor study during Pre-Feasibility Study
43. During pre-feasibility study, two routes were proposed and carefully examined, as
shown in Figure 12 with the South route in blue and the North route in red.
44. South route is preferred for the reasons that it connects the more developed
Gaokeng Town (located in Anyuan District) and Luxi Town with less developed
villages and towns; it is well- positioned in the highway network; and local
employment and market activities can be better facilitated. Flow of farm produces,
mineral and other materials can be greatly facilitated. This alignment has been
reviewed and approved by local authorities during the panel review in March 2014.
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Figure 12: Alignment Alternatives Layout during Pre-FS
45. The proposed alignment starts from G319, towards Jiguanshan Village and
Donyuan Village in Shangli County, the route runs a ridge line in middle of Dongyuan
County and valley line in Chishan Town. It goes through the East Industrial Park in
Chishan Town. Then it runs parallel to Hu-kun Expressway in Gaokeng Town,
following a valley line it enters to Yuannan Village. In association with the Plan of Luxi
Industrial Park in Yuannan, the road is routed along the edge of the Industrial Park. It
cut through Yinhe Town, connects to the Agriculture Industrial Park. It overpasses
Yuanshui River, entering Xuanfeng Town and ends at G320. Total length of the
proposed road is 43.956km, including valley line 26.37km, ridge line 1.2km, hillside
line 9.632km, and over passing ridge line 3.82km, 2.93km using existing road.
2.4.5 Alignment Alternative Comparisons
46. During FSR preparation, further alternative comparisons were conducted for the
road alignment regarding the aspects of planning, engineering works, costs, land
acquisition and resettlement, and environmental impact.
a. Section Overpass Hu-kun Expressway (K22+100~K30+682)
47. For the section overpass Hu-kun Expressway (K22+100~K30+682), two routes
were analyzed: i) Route A connects through Chishan Town center and Yuannan
Village and its industrial Zone. Alignment is smooth with higher technical standards,
but resettlement may be higher. And ii) Route B is aligned along the hillside and
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valley, further from town settlements, alignment is poor and engineering cost is higher.
Route A is recommended for the reasons that it is better integrated into the local road
network, can be better utilized and benefit to local accesses. Details are presented in
Table below.
Figure 13: Alignment Alternatives for the Section (K22+100~K30+682)
Table 6: Comparison for Road Alignments (K22+100 to K30+682)
Alternative A (recommended) Alternative B
Alignment routing Connect through Chishan Town and
Yuannan Village and its industrial
Zone. Alignment is smooth.
Aligned on hillside, deep
valley. Poor alignment.
Planning
perspective
Aligned along town and villages,
better access for locals. Also provide
access for Chishan and Yuannan
industrial parks.
Cannot be better integrated
into local road network.
Land acquisition
and resettlement
Some farmland need to be acquired,
number of buildings need to be
removed.
Less resettlement. But much
higher engineering cost.
Environmental
impact
Less earthworks, less disruption to
natural environment.
Extensive cuts and fills on
hillside, highest to 45m.
Severe disruption to mountain
and vegetation.
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Alternative A (recommended) Alternative B
Beneficiary Routed through towns and villages, Much less beneficiaries
Table 7: Comparisons for Work Quantities and Cost
Indicator Unit Alternative A Alternative B
1 Total length Km 8.585 8.873
2 min. horizontal curve radius m 200 200
3 No. of turning points
18 16
4 Horizontal curve/total length % 56.965 51.661
5 Land acquisition Mu 154.53 160.44
6 Housing resettlement m2 3655.3 856
7 Earthwork fill 0,000 m2 73.9 57.8
8 Earthwork cut 0,000 m2 103.5 193.5
9 Pavement 1000 ㎡ 71.6 75.4
10 Bridge 座 2 1
11 Culvert 道 25 19
12 Intersection 处 16 20
13 Cost estimates 0,000 Yuan 7,792 12,079
b. The Section Bisecting Hu-kun (Shanghai to Kunming) Expressway
Collector (K30+830)
48. The proposed road would bisect the expressway collector at K30+830. A
comparison has been made between Scheme A (at-grade intersection) and Scheme
B (grade-separated interchange) proposed road over-passing the collector road. (See
Figure 14 and Figure 15). The collector is the only access for Luxi County to Hu-kun
Expressway, the major artery for long-distance passenger and freight transport. The
collector road is designed at a speed of 80km/h, current traffic volume is moderate.
Both schemes would satisfy immediate traffic demand. In consideration of increasing
traffic flow both on the collector road and proposed highway and safety issues,
Scheme B the interchange was recommended in the draft FSR. The Consultant
recommended to do more traffic analysis, as it may be difficult to justify the
construction of an interchange, given the interchange would take more land and
engineering cost is high.
49. During the ADB mission in December 2014, the two options were carefully
reviewed. Scheme B-the grade-separated interchange would not be economically
viable given its high cost and relatively low traffic demand anticipated. Scheme A (the
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at-grade junction) is recommended. Safety at the junction can be improved with
proper traffic calming measures. At the next stage of design, safety concerns for the
junction shall be appropriately addressed.
Figure 14: Scheme A—At-grade Intersection
[accepted]
Figure 15: Scheme B—Grade-separated Interchange
[not accepted]
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Table 8: Road Alignment Scheme Bisecting Luxi Expressway Collector
Scheme A (recommended) Scheme B
Figure 14 Figure 15
Traffic demand The collector is the only access for
Luxi to Hu-kun Expressway, future
traffic demand will be high
Full interchange
Land acquisition Less land taken More land taken
Engineering
At-grade intersection
Engineering cost is low. But may not
be able to meet traffic demand, and
may have traffic safety problem.
Grade-separated
interchange. Engineering
cost is very high. Better
meet traffic demand.
Table 9: Comparisons for Work Quantities and Cost Estimates
Indicator Unit
Scheme A (At-grade
intersection) recommended
Scheme B
(Interchange)
1 Length Km 0.562 /
2 Land acquisition mu 10.1 144.7
3 Housing resettlement M2 / /
4 Earthwork fill 0,000 m2 1.4 5.2
5 Earthwork cut 0,000 m2 2.8 6.7
6 pavement Km2 4.78 13.7
7 Bridge 座 / 1
8 Culvert 道 3 1
9 Cost estimates 0,000
Yuan 402.6 1143.8
CNY = Chinese Yuan; km = kilometer; m = meter; m2 = square meter; mu = land area
Source: FSR
c. The Section at the Ending Point
50. Two alignment alternatives were studied for the section near the ending point at
Yinhe and Xuanfeng Town.
i) Route A would use existing roads running through Yinhe and Xuanfeng Town;
ii) Route B is aligned along hillside and valley and provides a bypass for through traffic
for the two towns.
Route A has the advantage that locals can easily access the road and there is less
intrusion into the natural environment. More locals would benefit from the road and it
would promote local economic activities. But it may cause some housing resettlement
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and the technical standards of road alignment may be at the low side. Route B would
have less beneficiaries, take more farmland, and require more earthwork cut and fill.
Scheme. Thus Scheme A is recommended despite having a slightly higher cost.
51. The recommended route A has been designed at the end section to avoid the
frequently inundated railway underpass. After overcrossing the Yuan River, the
proposed alignment underpasses the high speed railway and overpasses the
Zhe-Gan Railway before joining G320 in the end. The proposed structures resulted in
higher engineering costs (see Table 11).
Figure 16: Alignment Alternatives for Ending Section at Yinhe and Xuanfeng
Table 10: Comparison for Road Alignment Schemes (K38+440 to K43+956)
Alternative A (recommended) Alternative B
Alignment routing Using some section of existing
road. Difficult to improve existing
poor alignment.
New route, higher standard
of alignment.
Land acquisition and
resettlement
Number of buildings need to be
removed.
More farm lands taken.
Cost estimates Higher engineering costs. Lower engineering costs.
Traffic demand Routed through town centers,
which are populated. May not be
able to cope with increasing traffic
flow.
New route can complement
the old road. Better meet
future traffic demand.
Structure overpass
Yuanshui River
The alignment formed a sharp
angle with the river, lead to poor
alignment at the end of bridge.
Smooth alignment at the
bridge.
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Table 11: Comparison for Work Quantities and Cost Estimates
Indicator Unit Scheme A Scheme B
1 Length km 5.574 5.434
2 Min. Horizontal Curve Radius m 130 250
3 No. of Turning points number 12 9
4 Horizontal Curve/total Length % 44.375 57.859
5 Land Acquisition mu 99.3 97.8
6 House Resettlement m2 42.7 548
7 Earthwork Fill 0,000 m2 8.48 13
8 Earthwork Cut 0,000 m2 17.9 38.7
9 Pavement km2 46.1 45.2
10 Bridge number 1 1
11 Culvert number 15 12
12 Intersection number 5 8
13 Cost estimates 0,000 CNY 5715 4671.2
CNY = Chinese Yuan; km = kilometer; m = meter; m2 = square meter; mu = Chinese measure of land
area
Source: FSR
2.4.6 Road Cross Section
52. Cross section is designed with class II highway features. The proposed road
cross section is dual one-lane, total width of 10m. The carriageway width is 2x3.5m;
hard shoulder width 2x0.75m; earth shoulder width 2x0.75m. Side ditches will be
provided for drainage. This configuration is considered adequate for this type of
highway.
Figure 17: Proposed Typical Cross Section
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Figure 18: Proposed Cross Section at Bridge
2.4.7 Pavement
53. Asphalt concrete surface is adopted for pavement design because it is relatively
easy to apply and repair and has lower level of traffic noise compared with rigid
cement concrete. For pavement surface, a comparison was made among SMA (stone
mustic asphalt), AC (asphalt concrete), and Superpave. AC was selected because it
is widely used in China for lower class roads and its cost is relatively low.
54. A comparison was made for sub-course of the pavement between cement
stabilized gravel and lime fly-ash gravel. Cement stabilized gravel is recommended
because its early strength and water-resistance ability are relatively high. But it has
disadvantages of relatively high cost and low capacity to resist cracking. In
consideration of anticipated truck traffic load, adequate thickness and strength of
sub-course material is crucial for pavement design. Table 12 shows the proposed
pavement structure for the carriageway. The proposed pavement structure is
generally adequate in meeting the projected traffic loading. However, AC-20 as a
sub-surface would be more compatible with AC-13 than AC-16 given the variations of
asphalt particular diameter. Particular attention needs to be drawn to account for the
high precipitation in the area to avoid pavement surface soaking. Appropriate drain
will need to be provided.
Table 12: Proposed Road Pavement for Carriageway
Pavement
Type Structure
Thickness
(cm) Remarks
Carriageway
Fine-graded asphalt concrete (AC-13) 4 Spread tack coat oil
Medium-graded asphalt concrete
(AC-16) 6 Spread tack coat oil
Cement stabilized gravel 36 Spread prime coat
oil
Cement and lime stabilized sand and 20
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Pavement
Type Structure
Thickness
(cm) Remarks
gravel
Total 66
2.4.8 Drainage
55. Roadside open ditches are typically proposed with gravitational flow and
discharge into nearby river or water bodies. In designing the drainage system, a
number of factors including hydrological and geological conditions, sub-grade height,
underground water table and cost are considered. Open earth ditches would apply for
most sections of the road because it has low cost, is easy to build and to maintain.
Where the road passes through towns and villages with build-up area and intense
pedestrian activity, then concrete slab covered ditch is proposed to take less space
taken and provide for pedestrian safety. This is compatible with the features of Class II
road and local conditions. A comparison is made for different types of structure for
drains as shown in table below.
Table 13: Comparison of Types of Drainage Ditch Structure
Type Earth ditch Mortar
rubble stone
trapezoid
ditch
Pre-cast
concrete
trapezoid
ditch
Concrete slab
cover
rectangular
ditch
Storm water
relief capacity
Weak Strong Strong Relatively strong
Dimension 0.4x0.4m
plane-shape
0.4x0.4m
slope 1:1
trapezoid
0.4x0.4m
slope 1:1
trapezoid
0.4x0.4m
rectangular
Cost
(thousand
Yuan/km)
22.9 183.4 113.8 383
Advantage Natural, easy to
build, low cost
Roughness
factor is low
Roughness
factor is low,
easy and fast
to fabricate.
Roughness factor
is low, can resist
traffic load.
Disadvantage Roughness factor
is high, impede
water flow
High cost Need pre-cast
site, relatively
high cost
Need pre-cast
site, high cost
Suitability Suitable for typical embankment section Suitable for town
and village area
Recommended Alternative Alternative Recommended
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2.4.9 Existing Roads Bisecting Proposed Road
56. A number of existing provincial and county roads would bisect proposed road.
Their features and current conditions are presented in Table below.
Table 14: Existing Roads Bisecting the Project Road
No. Name Chainage Class Width Status
1 G319
starting
point
K0+000
II 8m pavement
width (8.5m of
sub-grade
width)
Asphalt concrete pavement,
good condition after overhaul in
2011
2 X154 K0+300 III 6m pavement
(7m of
sub-grade)
Cement concrete pavement with
pavement damage rate of 30%.
The road upgrading to asphalt is
under preparation, and be
constructed by the end of 2014
by Shangli County Government.
3 S313
K12+610 III 6m pavement
(7m of
sub-grade)
Cement concrete pavement,
good condition
4 X121 K16+900 IV 5m pavement
(6m of
sub-grade)
Cement concrete pavement,
very bad condition, most
pavement damaged. The
upgrading to Class III is under
design, and will start
construction by the end of 2014.
5 X123 K20+800 II 7m pavement
(8.5m of
sub-grade)
Asphalt concrete pavement,
good condition after upgrading
to Class II in 2010
6 S229 K30+830
and
K32+920
I 2*11.5m 23m
of sub-grade)
Asphalt concrete pavement,
good condition after upgrading
to Class I in 2010
7 X162 K36+710 III 6.5m (7.5m of
sub-grade)
Concrete pavement, good
condition after upgrading to
Class III in 2011
8 X160 K39+800 IV 5m pavement
(6m of
sub-grade)
Cement concrete pavement,
good condition
9 G320 Ending
point
K44+010
II 9m pavement
(12m of
sub-grade)
Asphalt concrete pavement,
good condition
10 Other IV Cement concrete pavement,
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No. Name Chainage Class Width Status
rural
roads
mostly relatively good condition, not
very busy, less truck traffic.
2.4.10 Sub-grade and Ground Treatment
57. The project area is dominated by gentle hills and farmland. Road embankment
slope is designed at 1:1.5. For the cut section, the slope gradient is designed at 1:1.
For embankments that are higher than 8 meter and 2 meter wide an apron will be built
and geo-textile will be laid down to ensure stability. The embankment slope will
generally be covered by grass. For sections where the embankment is higher than 2
meters, hollow bricks and other similar types of hard surface will be laid to allow for
vegetation and strengthen slope stability.
58. In the FSR, ground treatment measures are proposed according to different
ground conditions. As presented in the Table below, e.g. where ground surface is
dominated with cultivated soil, topsoil will need to be removed and backfilled with
earth. Where sludge and mud dominate, the ground will need to be dredged and
backfilled with crushed stone or sand and gravel, preloading and geo-textile would be
considered where necessary. Where ground water level is high and soft and damp
section is deep, piling will need to be implemented for bridge and other structure.
Costs were estimated in the FSR according to methods proposed based on limited
ground information. During the next stage of the design, further detailed geological
information for each of the weak sections should be analyzed to ensure that a proper
ground treatment design is taken into account.
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Table 15: Ground Treatment Methods
Alternatives Descriptions Features Suitability Unit Cost Estimates
Pre- loading
Fill (without treatment)
Use soil natural drainage channel, and loading pressure to force consolidation
Simple construction with long construction period. Equal(over) preloading earth needs secondary transportation
construction period is not urgent, sub-grade is stable, a little settlement, and good drainage layer
CNY 40/m3
Equal load Over loading
Replacing And Filling Earth
Substitute Simple construction with low cost
surface soft soil is less than 3m thick, such as dredging backfill
General soil:CNY 25/m3 Lime soil: CNY 30/m3 Gravel soil: CNY 35/m3
Loading Berm Increase friction torque, prevent embankment sliding failure
Simple construction, low cost but with more land taken
not enough stability of embankment, together with other treatment measures
CNY 32/m3
Embank- ment
Light weight material
Use light materials in order to reduce weight and settlement and increase stability
Construction is a little complex with a few resources alongside and higher cost
Fly ash is commonly used. Settlement is not obvious, but exceeds standard.
Fly ash: CNY 65/m3
Rein- forced
By tensile properties of geo-synthetics and embedded and occlusal function between soil particles to increase subgrade’s stability, reduce differential settlement
Simple construction Suitable for embankment stability is not weak, large settlement section. implement together with other treatment measures
Geo-textile grid:CNY 18/m2
Composite Ground Treatment
Powder mixing pile/wet jetting pile
Mixing machine fully mixes cement powder and soil to form composite foundation with interaction between pile and soil and reduce settlement.
Construction is complex with high cost
Suitable for soft soil foundation treatment with high moisture content for bridge and small structure. Pile diameter is generally 50cm. It can effectively reduce foundation settlement, reinforce final strength, and maximum reinforcement depth up to 10-15m (not suitable for those more than 15m).
CNY 40/m
Compact- ed gravel (sand) pile
Through the gravel (sand) compaction and drainage effect of pile to form composite foundation with pile-soil interaction
Construction is complex with high cost
Treatment of liquefied soil foundation of bridge. Needs test pile. It may have significant adverse environment impacts
Gravel (sand) pile: CNY 55(45)/m
2.4.11 Bridge and Tunnel
59. A total of 6 bridges consisting of 2 large-sized bridges and 4 medium-sized
bridges are proposed as part of the road project. At the request of the Consultant,
geological survey was undertaken in January 2015, however the survey results have
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not been incorporated into the latest FSR. The initial assessment indicates that there
may be adverse geological conditions, e.g., landslides, karst caves, and mountain
torrents. The results show karst may be encountered at the location of tunnel. Proper
measures shall be proposed after detailed survey. Particular attention shall be paid for
draining and shoring and support during construction.
Table 16: List of Proposed Bridges
Location River
(channel)
Angle
(o)
length Span Width Area
Upper Structure
Sub-Structure
(m) n×L
(m) (m) (㎡) pier abutment Foundation
11+480 Existing
channel 0 18.86 1x13 10 188.6
Precast Fabricated
concrete slab girder column Ribbed slab Bored pile
18+235 Existing
channel -30 45.86 2x20 10 458.6
Precast Fabricated
concrete slab girder column Ribbed slab Bored pile
21+760 Existing
channel 0 25.86 1x20 10 258.6
Precast Fabricated
concrete slab girder column Ribbed slab Bored pile
22+900 Existing
channel 0 125.86 4x30 10 1258.6
Precast Fabricated
concrete small box
girder
column Ribbed slab Bored pile
25+030 Hu-Kun
Expressway 35 45.86 2x20 10 458.6
Precast Fabricated
concrete slab girder column Ribbed slab Bored pile
43+264.5
Yuan River
(underpass
high speed
railway and
overpass
Zhe-Gan
Railway)
30 690.86
7x30+7
x25+5x
30+5x3
0
10 6908.6
Precast Fabricated
concrete small box
girder
column Ribbed slab Bored pile
Total 953.16 8273
60. Two large-sized bridges are proposed for the road crossing: (a) an existing
channel and (b) Yuan River (underpass high speed railway and overpass Zhe-Gan
Railway as well) with span of 4x30m and 7x30+7x25+5x30+5x30 respectively. The
supper structure is precast fabricated small box girder, sub-structure is columnar pier
and foundation is cast-in-situ bored pile. Based on practice of similar projects, the
proposed bridge form is considered appropriate. The cross section layout is shown
below.
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Figure 19: Typical Cross-section of Concrete Small Box Girder
61. A tunnel is proposed at K1+091-K1+573, named Taohua Tunnel. The length of
the tunnel is 482m. A single tube is proposed with internal dimensions: Height-5.0m;
Width- 10m = 0.75m maintenance walk+ 8.5m driveway+0.75m maintenance walk.
62. The surrounding grade III-V rock is suitable for construction of tunnel. The site is
relatively stable, with no earthquake or landslide reported.
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Figure 20: Proposed Dimension Limits of Tunnel
Figure 21: Open Cut Section of Tunnel
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2.4.12 Road Safety
63. Considering the appalling safety situation on rural highways in China, road safety
concerns shall be appropriately addressed during detailed design. At the stage of
feasibility study, only typical and standard safety designs have been provided. A road
safety audit is recommended during preliminary design during next stage to ensure
higher safety standards applied to project road including incorporating international
best practices. Road accident data were requested by the Consultant, however in the
absence of an official accident database, no detailed and reliable data are available.
An approximate record for Shangli, Anyuan, and Luxi for the past ten years was
provided by the Transport Bureau as presented in the table below.
Table 17: Road Accident Records
Year Fatality Injured Property loss
(0,000 Yuan)
2013 2 101 10
2012 4 108 9
2011 1 90 4
2010 1 42 9
2009 Nil. 70 6
2008 1 102 8
2007 2 91 10
2006 2 80 6.8
2005 1 103 6
2004 Nil. 41 2
2003 Nil. 39 1.2
64. The proposed road would bisect a large number of county and village roads.
Where a lower standard road joins a higher standard road, travel speed is significantly
different, so safety concerns should be addressed. Those intersections will need to
be carefully treated. Safety perceptions for Class II highway would help to identify
constraints and to help guide and tailor the potential solutions. Figure below is an
example of PPTA Consultant recommendations on intersection treatment
improvement.
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Figure 22: PPTA Example Recommendations for Intersection Improvement
(1) Reduce the radius in order to reduce turning movement speed;
(2) Increase the size of refugee island;
(3) Traffic yielding sign to alert driver yield to traffic on primary road;
(4) Traffic calming strip to alert driver approaching intersection.
65. Marking and signage shall be provided properly to warn/remind of road users. The figure below shows examples of warning signs that fit the circumstances of the proposed road.
66. Following the ADB mission held in March 2015, LDI improved design and updated drawings of intersection treatment by following ADB and PPTA consultant’s suggestions. The typical intersection design drawings are shown as below. These shall serve as paradigms for next stage design with regards to road safety aspects.
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Figure 23: Example of Intersection Improvement (1)
Figure 23: Example of Intersection Improvement (2)
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Figure 23: Examples of Warning Signs
67. Key road safety issues for the project road are outlined below:
Speed and truck overloading are common and severe on rural highways.
Enforcement measures shall be strengthened in coping with the problems.
Also, public campaign shall be organized to raise public awareness on
aspects of road safety.
Traffic calming measures shall be taken at junctions, particularly where
speeds vary from slow to fast.
Where the project road joins a primary (higher standard) road, safety
elements e.g. safe crossing, speed alert sign, channelization, refuge island
shall be fully considered.
Where the road vertical gradient is steep or/and sharp turn exists, speed
control measures will have to be considered, especially for the road segment
near industrial parks where truck and lorry traffic prevalent.
Sufficient pedestrian crossings and warning signs shall be established where
schools or other anticipated high pedestrian flow exist.
Light provision or reflective sign/marking shall be considered at road junctions
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to alert travelers in evening.
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2.4.13 Rural Public Transport
68. The project road is intended to help spread the benefits of improved accessibility
by expanding the availability and improving the efficiency and affordability of rural bus
services. Currently, members of the average village household hardly ever travel
beyond the nearest township center, and the poor travel even less. Many rely on
informal services that are much more expensive. Village roads are in poor condition
and sometimes impassable.
69. Formal passenger services in rural areas are mostly by mini-buses. They are
licensed to stop only at designated places and terminals. But there is a lack of
terminals, even simple stops. Generally bus services are good along the routes
between county and town centers, but do not exist between villages and are rare
between villages and townships.
70. Requested by the TA Consultant, Pingxiang Transport Bureau has made an initial
bus route plan, adding/improving bus routes by taking into consideration of the
proposed road. As presented in the tables below, five new bus routes would be added,
and four bus routes would be improved.
Table 18: New Rural Bus Routes
No. Terminates Routing Daily
turnaround
1
杨岐--万龙山
Yangqi-Wanlongs
han
关下、东源、赤山、高坑、芦溪、万龙山
Guanxia,Dongyuan,Chishan,Gaokeng,Luxi,Wan
longshan
4
2
杨岐--武功山
Yangqi-Wugongs
han
东源、赤山、高坑、芦溪、万龙山、武功山
Dongyuan,
Chishan,Gaokeng,Luxi,Wanlongshan,
Wugongshan
4
3
上栗--宣风
Shangli-
Xuanfeng
上栗镇、杨岐、东源、赤山、高坑、源南、银河、
宣风
Shangli Town, Yangqi, Dongyuan,
Chishan,Gaokeng,Yuannan, Yinhe, Xuanfeng
8
4 上栗--源南
Shangli- Yuannan
上栗镇、杨岐、东源、赤山、高坑、源南
Shangli Town, Yangqi, Dongyuan,
Chishan,Gaokeng,Yuannan,
4
5
源南--宣风
Yuannan-
Xuanfeng
源南、银河、宣风
Yuannan, Yinhe, Xuanfeng 4
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Table 19: Existing Bus Routes Improvement
No. Terminates Routing Daily
turnaround
1 上栗--芦溪
Shangli-Luxi
上栗镇、杨岐、东源、赤山、高坑、源南、
芦溪
Shangli Town, Yangqi, Dongyuan,
Chishan, Gaokeng, Yuannan, Luxi
4
2 上栗--赤山
Shangli-Chishan
上栗镇、杨岐、东源、赤山
Shangli Town, Yangqi, Dongyuan,
Chishan
4
3 萍乡--小枧
Pingxiang-Xiaojian
萍乡、赤山、东源、小枧
Pingxiang, Chishan, Dongyuan, Xiaojian 4
71. As requested by ADB mission, the DI provided a map of proposed bus stops
presented with existing schools, villages and county and village roads. However, the
proposed locations of bus stops are only indicative and have not been consulted with
transport bureau. Bus stops shall be located at near school, hospital, town center and
road junctions where trips are expected more often, in other words, responding to
local needs. For next step, the plan shall be refined correlated with overall public
transport plan based on thorough public consultations.
72. For next stage, more investigation shall be done to better understand local needs.
And the plan will need to be further elaborated in a holistic manner. It is recommended
to provide more bus stations, improve amenity at terminals and change route
licensing. Some flexibility should be allowed in issuing regional rather than fixed-route
licenses and permitting variations from assigned routes. These would benefit
passengers through time savings resulting from more frequent and reliable services;
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increased travel in response to lower transport costs and travel times. The
combination of bus stations, improved passenger services, trade-facilitating measures
e.g. shall be considered. The proposed road would help provide an integrated
response to the needs of the relatively poor communities in the project area.
2.4.14 ITS in Traffic Management and Public Transport
73. The scope of the proposed Intelligent Transport System (ITS) component will
need to be defined. An ITS TA may be proposed to review current conditions and
constraints of the project area, suggest a suitable ITS component for ADB financing
through identifying more appropriate ITS strategy and design, and provide innovative
idea, management approach and technology to effectively contribute to the designed
project impact an outcome. The ITS component should comprise two systems for
traffic management and public transport management. The potential ITS component
consists of i) establish an accountable ICT system for bus operator and traffic police; ii)
violation processing system to strengthen traffic enforcement; iii) set up real-time
traffic information and a unified traffic database to provide better data service; iv)
introduce the systems to bus service network and service planning; iii) rationalize rural
bus routing, dispatching, and scheduling based on actual passenger demand and
travel pattern; iv) transmit real-time information about bus locations to passengers
and bus operators etc.
ITS TA would be undertaken through literature review, field study and interview with
local government, traffic police and rural bus operators etc. to identify existing
problems and proposed interventions. An initial assessment Identified main tasks for
short-term include smooth traffic order, preventative measures to be taken to traffic
violations and accidents on the proposed highway as well as strengthening of public
transport serving capacity. For a medium and long term, solutions shall be sought to
deal with traffic congestion along with traffic growth and energy conservation etc.
74. Given the backward economy in Pingxiang rural area, low level of management
for traffic control and bus services are anticipated. It is observed that traditional Traffic
Police management methods are inefficient and involve a great deal of manpower
with little assistance of information technologies. Thus, traffic police cannot make
rapid responses to traffic violation and accidents and effectively manage traffic flow.
And it may be difficult for traffic police to obtain real-time traffic condition information,
especially in rural area. On public transport management, manual dispatching is still
adopted which can hardly meet the demand of passenger services. Passengers have
limited access to travel information. It is difficult for passenger to know bus arrival time,
route adjustment and other timely information during travel. Long waits at bus stops
often bring complaints, which have negative impact to rural bus service image.
75. A typical traffic police management system comprises of an operation center;
signal control system; video surveillance system; electronic police system; dynamic
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violation monitoring and recording system. The current traffic management system
under Pingxiang Traffic Police Brigade may need to be upgraded by integrating traffic
operation platform to achieve comprehensive traffic management and control. An
integrated traffic database shall be established to better serve the public and to
support emergency responses. Traffic enforcement will need to be strengthened
through better processing system.
76. The institutional structure of the local rural bus operators and their type of
operating system utilized are not clear. A typical public transport management system
include bus operator control center; IC card system; GPS positioning system;
on-board bus stop announcement system; scheduling and dispatching system. As the
core of public transport ITS, the integrated operation and information platform can
achieve automatic data collection through on-board GPS of the status of driver,
vehicle, stops, depots and road conditions. Transport information dissemination
devices include WEB, Electronic Bus board, VMS (vehicle monitoring &management
system), mobile WAP, call center. These technologies have been implemented in
many cities in China. The best practices shall be studied and adapted to actual needs
in rural area. Phased plan shall be made in response to level of economy and social
development. In sum, the initial assessment would provide thoughts and outlines for
future development in this area.
2.4.15 Major Work Quantities and Costs
77. Civil work quantities and costs for the recommended scheme in the FSR are
provided in the table below. The estimates are generally in accordance with domestic
feasibility study preparation requirements. Unit prices are reviewed and compared
with those for other projects and market prices. The overall estimates are considered
adequate.
Table 20: Summary of Work Quantities and Costs
Item Unit
1 Class
Class II Highway
2 Sub-grade width m 10
3 Length km 43.956
4 Land acquisition mu 791.2
5 building
demolition m2 12731.8
6 Weak Ground treatment km 13.1
7 Sub-grade earthwork
Earthwork fill 0,000 m3 1,734
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Item Unit
Earthwork cut 0,000 m3 3,697
8 Weak ground treatment km 13.1
9 Pavement 1000 m2 361.729
10 Bridge & culvert
Large Bridge m/座 816.72/2
Medium and small bridge m/座 136.44/4
culvert 道 124
11 At-grade intersection 处 42
12 Cost estimates 0,000 CNY 50898.4
13 Cost/km 0,000 CNY 1157.94
CNY = Chinese Yuan; km = kilometer; m = meter; m2 = square meter; mu = Chinese measure of land
area
Source: FSR
3. Key Issues and Next Steps
78. The engineering design at this stage is considered adequate and the level of
details are sufficient and in line with domestic FSR preparation guidelines. The FSR
has undergone several rounds of revisions and updating by incorporating the
comments from local government, ADB, and PPTA Consultants.
79. The DI submitted updated road FSR on 15 January. The amended FSR includes
the updated alignment and cost estimates, layout plan of soil disposal sites etc. The
rationale for this proposed road is strengthened with a relatively elaborated demand
forecast. However, a few points especially road safety and rural public transport will
need to be addressed.
80. The key issues identified at this stage are summarized as follows:
Geological Survey. Requested by the PPTA Consultant, an initial geological survey has been undertaken for the tunnel (480m) and bridge (690m) to investigate any adverse geological conditions and its impact on cost estimates. The Pingxiang Municipal Transport Bureau engaged a professional entity to do the survey in December 2014. Survey results were provided to the Design Institute but not in sufficient time to incorporate into the January 2015 FSR. DI should prepare a memo summarizing the impacts of the Geological Study on the bridges and tunnels and these impacts can be handled during Preliminary Engineering Design.
Entrance at Yangqi Mountain Scenic Area. The proposed alignment at the northern beginning of the road would use part of a new existing road (200m long), which leads to the scenic area. The issue of an entrance gate to the scenic area is under discussion between the Pingxiang PMO and the Yangqi Scenic Area Management Committee. A Loan Covenant will require agreement before preliminary design.
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Railway overpass at Yinhe Town (Km43+160 - Km43+840). In the original design, before joining G320, the proposed road will take an existing railway underpass at Yinhe Town. However, this tunnel is the only access road for Yinhe Town and the tunnel is prone to flooding every year during rainy seasons. Local authority of Yinhe Town is keen to have an alternative route for local access. The alternative was studied for an elevated (total length of 690m) bridge all the way over-passing Yuan River, under-passing High Speed Rail and over-passing Zhe-Gan Railway. Other possible routes were studied but discarded for the reasons of heavy resettlement required or the difficult levels when crossing the railway. Elevated bridge would be costly but still a better option in the opinion of the PPTA Consultant.
Intersection treatment. Intersection design in the FSR is provided only for major intersections. However the proposed road would bisect a large number of county and village roads. Where a low standard road joins a higher standard road, travel speed is significantly different, safety concerns should be addressed, and traffic calming measures shall be taken in the design at the next stage. Those intersections will need to be carefully planned during preliminary design.
Soil disposal site. The proposed road will require a large amount of earthwork cut and fill. After balancing cut and fill, there will be surplus of soil, which requires disposal sites. The DI selected some sites along the proposed route. These sites will need to be confirmed with the county local authorities during detailed design.
Road safety. There are no detailed safety design provisions in the FSR. Given the mixed traffic in rural area, motorcycle and electric-bike travels are prevalent. Road accidents occur very often and particularly on rural class II road, making the conditions severe. A road safety audit3 on preliminary design is recommended. This may be considered a condition for loan disbursement for the road and included as a loan covenant in the Project Agreement. A public campaign on road safety in the project area is included in the Social Development Action Plan.
Public transport. Public transport in rural area is important in terms of improving local accessibility. As a green transport project, rural bus services shall be promoted in innovative ways to attract more locals to take buses. The FSR has not given much consideration to public transport. The Consultant requested a public transport plan during the December 2014 ADB mission. The Transport Bureau provided an initial bus route improvement plan for the project area. Further work will need to be done during next stage of design to come up with a more elaborated action plan.
===end of report===
3 2004. PRC Ministry of Transport “Safety Assessment Manual for Highway Projects” guides
the use of safety audits. The manual recommends safety audits, but does not make it
mandatory.