Heilongjiang Road Development II Project (Yichun-Nenjiang)

Home , Daqing, Hailin, Hailun, Hegang, Heihe, Heilongjiang

Technical Assistance Consultant’s Report

Project Number: TA 7117 – PRC October 2009

People’s Republic of China: Heilongjiang Road Development II Project (Yichun-Nenjiang)

FINAL REPORT (Volume IV of IV)

Submitted by:

H & J, INC. Beijing International Center, Tower 3, Suite 1707, Beijing 100026 US Headquarters: 6265 Sheridan Drive, Suite 212, Buffalo, NY 14221 In association with WINLOT No 11 An Wai Avenue, Huafu Garden B-503, Beijing 100011

This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, ADB and the Government cannot be held liable for its contents. All views expressed herein may not be incorporated into the proposed project’s design.

Asian Development Bank Heilongjiang Road Development II (TA 7117 – PRC) Final Report

Supplementary Appendix L Summary of Environmental Impact Assessment

Environmental Assessment Report

Summary Environmental Impact Assessment Project Number: 42017 September 2009

People’s Republic of China: Heilongjiang Road Development II Project (Yichun–Nenjiang)

Prepared by the Heilongjiang Provincial Communications Department for the Asian Development Bank (ADB).

The summary environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.

CURRENCY EQUIVALENTS (as of 1 September 2009)

Currency Unit – yuan (CNY) CNY1.00 = $0.1464 $1.00 = CNY6.830

ABBREVIATIONS

ADB – Asian Development Bank BOD5 – biochemical oxygen demand for five days CCE – chief construction engineer CO2 – carbon dioxide CODcr – chemical oxygen demand measured by using potassium dichromate CSC – construction supervision company EIA – environmental impact assessment EIAL – Environmental Impact Assessment Law EIAR – environmental impact assessment report EIRT – environmental impact registration table EMC – environment monitoring company EMP – environmental management plan EPB – environmental protection bureau ERT – environment registration table HEPB – Heilongjiang Provincial Environmental Protection Bureau HHAB – Heilongjiang Highway Administration Bureau HPTD – Heilongjiang Provincial Transportation Department IA – implementing agency MEP – Ministry of Environmental Protection NO2 – nitrogen dioxide PMO – project management office pH – a measure of acidity/alkalinity PRC – People’s Republic of China ROW – right-of-way SEIA – summary environmental impact assessment SO2 – sulfur dioxide SS – suspended solid TA – technical assistance TSP – total suspended particle WRB – water resource bureau WEIGHTS AND MEASURES dB(A) – decibel (measured in audible noise bands) ha – hectare km – kilometer km² – square kilometer m – meter m² – square meter m³ – cubic meter mg/l – milligrams per liter mm – millimeter

NOTE

In this report, “$” refers to US dollars.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

CONTENTS

Page I. INTRODUCTION 1 II. DESCRIPTION OF THE PROJECT 1 A. Main Highway 1 B. Three Branch Roads 2 C. Rural Bus Stations 2 D. Road Rehabilitation 2 III. DESCRIPTION OF THE ENVIRONMENT 2 A. Topography and Geology 2 B. Climate Features 3 C. Hydrology 3 D. Vegetation Resource 3 E. Animal Resource 3 F. Water Quality 4 G. Status of Pollution 4 H. Cities and Townships along the Alignment of the Project 4 I. Culture and Historic Relics in the Project Areas 5 IV. ALTERNATIVES 5 V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 9 A. Economic Development 9 B. Land Acquisition and Resettlement 9 C. Employment Enhancement and Capacity Development 10 D. Ecological Benefit and Environmental Improvement 10 E. Environmental Impacts and Mitigation Measures during the Construction Stage 10 F. Impacts and Mitigation Measures during the Operation Stage 16 VI. ECONOMIC ASSESSMENT 19 A. Environmental Protection Investments 19 VII. ENVIRONMENTAL MANAGEMENT PLAN 19 A. Institutional Requirements 19 B. Environmental Management 21 C. Environmental Management System 21 D. Environmental Monitoring 21 VIII. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 22 IX. CONCLUSIONS 23 APPENDIXES

1. Environmental Assessment and Review Framework for Road Rehabilitation 25 2. List of Protected Animals and Plants 28 3. Environmental Management Plan 32

121o 00'E 132o 00'E

HEILONGJIANG ROAD DEVELOPMENT II PROJECT (YICHUN--NENJIANG) IN THE PEOPLE'S REPUBLIC OF CHINA

RUSSIAN FEDERATION Provincial Capital City/Town County Mohe Highway Port B Bus Stop Proposed Project Road H eilong River ADB Financed Road Tahe Loop Line Radial Line Huma Vertical Line Horizontal Line River Provincial Boundary

52 o 00'N International Boundary 52 o 00'N Boundaries are not necessarily authoritative. Jiagdaqi Woduhe Heihe

I N N E R M O N G O L I A Nen River PROJECT ROAD (Yichun to Bei’an) Sunwu Xunke Sunwu PROJECT ROAD Nenjiang (Longzhen to Nenjiang) B Jiayin B B Fuyuan Heilong River PROJECT ROAD Nehe B HEILONGJIANG (Wudalianchi) B B Bei'an Qiangfeng Farm B B Tongjiang Gannan Kedong Yichun Yi'an B B Suibin Fuyu B B Hegang B Luobei Baiquan B B Fujin Raohe Nianzishan Hailun B B Qiqihar Mingshui Suiling Tieli B B Jiamusi Lindian B Qing'an Shuangyashan Qinggang Tangyuan Baoqing Daqing Suihua

Tailai Zhaodong Yilan Tonghe Songhua R. Daluomi Qitaihe Datong Mishan Hulin HARBIN Fangzheng Binxian Jiantang Zhaoyuan Jixi Linkou Shangzhi Mudan R. Xingkai Lake

Hailang R. Suifenhe Hailin Mudanjiang RUSSIAN 44 o 00'N 44 o 00'N Dongning FEDERATION

J I L I N 0 100 200 300

Kilometers DEMOCRATIC PEOPLE’S REPUBLIC OF KOREA

121o 00'E 132o 00'E

09-3253 HR

I. INTRODUCTION

1. This summary environmental impact assessment (SEIA) is for the Heilongjiang Road Development II Project (Yichun–Nenjiang) in the People’s Republic of China (PRC). The SEIA is based on the environmental impact assessment (EIA) report1 prepared by the Environmental Protection Center2 of the Ministry of Transport, following Asian Development Bank (ADB) policy and guidelines. Further information was obtained by the project preparatory technical assistance (TA) consultants through meetings with the relevant organizations, including but not limited to, Heilongjiang Provincial Transportation Department (HPTD), Heilongjiang Farm Bureau, Heilongjiang Forestry Bureau, design engineers, and local city and county level government representatives.

II. DESCRIPTION OF THE PROJECT

A. Main Highway

2. The main project highway consists of three sections of expressway, a class II two-lane highway section from Longzhen to Nenjiang, and a class I four-lane highway section from Nenjiang to the provincial boundary with Inner Mongolia of the PRC. It has 97 bridges, 5 interchanges, 20 separated crossings, 712 culverts, 42 overpasses, and 70 passages. The total length of the main highway is 434.25 kilometers (km). In addition, 3 branch roads and 20 bus stations along the main highway are included in the Project. The Project also includes road rehabilitation in Heilongjiang province. 3. The road section from Yichun to Wudalianchi is mixed with expressway, class I, and class II roads, including five sections: (i) Yichun–Bei'an (Zhaoguang) section starts at an interchange connecting with Heha expressway and ends at Qianjin Farm interchange connecting with the Suibei expressway—a total length of 163.6 km; (ii) Bei'an (Zhaoguang)–Zhanhe section is a 70.2 km long shared section with Jilin– Heilongjiang expressway, which will be completed before the main project highway; (iii) Zhanhe–Longzhen section, a 10.3 km long class II road, is designed to be included to connect Zhanhe and Longzhen; (iv) Bei'an (Jianhua)–Yongfeng toll station, another newly built expressway segment starts at Bei'an (Jianhua) and ends at Yongfeng toll station; and (v) Yongfeng toll station–Huanxinling of Wudalianchi, the last segment for this section is a class I road, widened and updated from a class II road, which starts from Yongfeng toll station and finally reaches Huanxinling, a scenic spot of Wudalianchi.

4. Wudalianchi–Nenjiang section is a class II road with a total length of 134.1 km, including two segments. It starts at Longzhen and ends at Gequishan farm with its alignment upgraded based on the existing class III road to connect with highway G111 and avoid the Wudalianchi National Nature Reserve.

1 The first edition of the EIA report was revised and completed by the EIA team based on comments and advice from experts, who attended the technical appraisal meeting organized by Heilongjiang Provincial Environmental Engineering Assessment Center on 12 November 2008. 2 This is an EIA consulting firm hired by Heilongjiang Provincial Transportation Department (HPTD). 2

5. The section from Nenjiang to the provincial border will be a class I road, with a total length of 13.0 km, starting from the eastern exit of Nenjiang and ending north of Shuanghetun village, Molidawaqierhe town in Hulunbeier.

B. Three Branch Roads

6. Three branch roads included in the Project are (i) a class II branch road, connecting with Geqiushan Farm (1.2 km long); (ii) a class II branch road, connecting with Qixingpao Farm (1.0 km long); and (iii) a 3.4 km class I road connecting at a G111’s intersection.

C. Rural Bus Stations

7. An initial environmental examination was performed for the Project’s 20 bus stations, and it is included in the EIA. These bus stations are located in rural areas of six cities and counties. Out of the 20 bus stations, 15 will be newly constructed while the other five will involve expansion and upgrade of existing bus stations. There are no environmentally sensitive receptors within the impact areas of the bus stations. There are no bodies of surface water in the vicinity (within 200 meters) of the bus stations. The air quality in the local areas of the bus stations is good and is in compliance with PRC class II air quality standards. Land areas to be used for the bus stations are designated as development land and there is no vegetation. Based on site visits, there are no cultural relics or historic sites at these bus stations.

8. There will be some negative noise, air quality, and water impacts to the immediate surrounding areas during construction and operation of these bus stations. Mitigation measures have been proposed and the environmental impacts will not be significant when these mitigation measures are implemented. D. Road Rehabilitation

9. The Heilongjiang road network maintenance needs will increase significantly in the next 5–10 years. Therefore, its road asset management system should be improved. A sound road asset management system requires (i) a sufficiently detailed road database for planning and budgeting of maintenance works, (ii) a system for identifying and prioritizing maintenance works, and (iii) a system for optimal allocation of the given funds. The Project will help establish a sound road asset management system for Heilongjiang. To demonstrate its application, ADB will finance road rehabilitation works for the road sections to be determined using the system. The physical rehabilitation works will be pavement crack sealing, pothole filling, and surface course overlay. An environmental assessment and review framework has been prepared as rehabilitation road sections have not yet been specified (Appendix 1).

III. DESCRIPTION OF THE ENVIRONMENT

A. Topography and Geology 10. The Project is located in the northern half of Heilongjiang province in an east–west direction. The main highway starts from Xiaoxinganling at Yichun, passes through the mountainous area to reach the edge of the Nenjiang plain at Bei'an, then goes through the mountain to plain transition area to reach Wudalianchi area, and finally reaches Nenjiang county through the Nenjiang plain.

B. Climate Features 11. The weather condition of the project area is categorized as an in-land seasonal windy climate. The winter season is long and the average temperature is very low. The winter snow condition is one of the concerns for the Project. A summary of climate for major cities along the project alignment is in Table 1.

Table 1: Climate Features of Project Areas Item Yichun Bei'an Wudalianchi Nenjiang Annual average temperature (°C) 0.5–1.0 0.2 0–1.0 (1.5) Lowest temperature (°C) (43.1) (42.2) (42.8) (47) Annual average precipitation (mm) 590–650 529 468 550–600 Frost-free day (day) 105–115 115 116–119 100 Maximum frozen ground depth (cm) 250 250 >252 ( ) = negative, °C = degree Celsius, cm = centimeter, mm = millimeter. Source: Environmental impact assessment report.

C. Hydrology

12. All the rivers in the project area belong to the Songhuajiang river system, which comprises three river subsystems—Tangwanghe, Hulanhe, and Nenjiang. There are seven category I rivers, and 19 category II rivers, and category III branch rivers in the three subsystems that need to be considered and assessed. D. Vegetation Resource

13. The main highway passes through Yichun, Suiling, Bei'an, Wudalianchi cities, and Nenjiang counties. Woodland areas are mainly located in Yichun, Suiling, and west of Bei'an hilly areas, with a total area of 14,255.07 hectares (ha). Farmland is mainly distributed in Bei'an, Wudalianchi, and Nenjiang, with a total area of 11,718.81 ha. Herbal shrub area of 1,821 ha is mainly distributed in valley flood bed areas and other intermediate steep terraces toward hilly areas. Within the project-affected areas, there are three species of class II national protected plants (pinus koraiensis, fraxinus mandshurica, and tilia amurensis) and no old and endangered trees.3

E. Animal Resource

14. Most of the affected areas have human activities. Except for some wild animals found in three nature reserves (Numinhe Nature Reserve, Bei'an Nature Reserve, and Wudalianchi National Nature Reserve) that are subjected to national priority protection, no significant wild animal distribution is found in other sections of the Project. The three nature reserves will be effectively protected because of the realignment of the main highway.

15. The main animal species outside the nature reserves along the project assessment areas include mammals, amphibians, and birds. A list of protected animals, birds, and amphibian species is in Appendix 2. Within the areas along the main highway, there are 4 species of class II national protected mammals, 8 species of province-level protected

3 This was confirmed by Heilongjiang Provincial Environmental Engineering Assessment Center through consultations with stakeholders and field survey. 4 mammals, 11 species of national protected birds, 9 species of province-level protected birds, and 3 species of province-level protected amphibians.

F. Water Quality

16. The main highway will cross a number of rivers. Residential domestic sewage and agricultural wastewater are the major water pollution sources. Four monitoring stations have been set up. These monitoring stations were selected to represent the status of the water bodies along the main highway. One monitoring station was set up for each of the four rivers— Xiaojizhua River, Numin River, Namuer River, and Nenjiang River. Parameters monitored include pH, chemical oxygen demand measured by using potassium dichromate (CODcr), biochemical oxygen demand for five days (BOD5), suspended solid (SS), oil, and ammonia nitrogen. The results of monitoring indicate that all results are below the limits and meet PRC environmental standards, except the COD results (17.0 milligrams per liter [mg/l]) for Nenjiang that are above the limit of 15.0 mg/l.

G. Status of Pollution

17. Water Environment. The rivers and lakes in Heilongjiang are being polluted by different sources with different severities. Serious pollution usually occurs at river sections downstream from urban areas. During the low water season, the water quality of the branch streams of Songhua River is significantly worse than that of the trunk stream under anaerobic conditions. Based on the results of monitoring the surface water quality, the concentration of COD of the water from Nenjiang River exceeded the limit by 13%. The main reason is the domestic sewage water discharged into the water bodies by local residents.

18. Ambient Air. The ambient air quality of eight of the total 10 cities covered by the provincial environmental monitoring system is in compliance with the national class II standards, while the other cities are in compliance with the class III national air quality standards. Annual average concentrations of sulfur dioxide (SO2) and nitrogen dioxide (NO2) for some cities have been increasing. The ambient air in urban areas has the characteristic of typical pollution from burning coal, particularly during the winter heating season, with total suspended particle (TSP) as the dominant pollutant.

19. Noise. There are no large-scale industrial factories and mineral enterprises in the project area. The major noise source in the local residential areas is from existing road traffic, which has a serious impact on some sensitive spots at nighttime. Along the project area, the landform is dominated by low hilly lands with a few villages without any major noise sources.

H. Cities and Townships along the Alignment of the Project

20. There are cities and townships along the main highway. Yichun city is located northeast of Heilongjiang province with a total population of 1.32 million and a gross domestic product of CNY4,892 million (2007). Yichun is a tourism destination and as well as a forest industry city with an important wood production base. Suiling Forest Bureau is located at the south slope of Xiaoxingan mountain, with a total of 17,500 employees. Suiling forest is in a low hilly area with rich natural resources. Numin river is the major river going through the Suiling forest area. Bei'an city belongs to Heihe prefecture, located at the central north of Heilongjiang province, with a population of 480,000. Agriculture is the pillar industry of the local economy, mainly depending on soybean and corn. Wudalianchi city is also under Heihe prefecture. It has a total land area 8,844 square kilometers (km2), a population of 340,000, and the local gross domestic 5 product was CNY2,996 million in 2007. Wudalianchi is a national commercial grain production base. It is also an important provincial wood production base and mineral water production base in Heilongjiang province. Wudalianchi is located at the intermediate area between Xiaoxingan mountain and the Song-Nen plain, well known as the “natural volcano museum” and “precious geological heritage of the world.” Nenjiang county is located in the northwest part of Heilongjiang province. It has a population of 503,900 and a gross domestic product of CNY5,936 million in 2007. Nenjiang has rich natural resources and its land area ranked third in Heilongjiang province.

I. Culture and Historic Relics in the Project Areas

21. According to the field survey and the information from the culture and historical relic bureaus along the project area, there is no national, provincial, or municipal protected cultural or historic relic in the project-affected areas.

IV. ALTERNATIVES

22. No Action Alternative. Without the Project, people living, studying, and working along the existing roads will continue to be adversely affected by fugitive dust caused by the movement of vehicle traffic over unpaved surfaces. Transport of people and goods will continue to be difficult. Roads from Yichun to Bei'an will continue to be dead ends, requiring inter-county traffic to undertake long detours via Suiling or Harbin. Additionally, the Project plays an important role in building the transport network of Heilongjiang province. Without the Project, the road network would be incomplete and inefficient. As a result, many people along the project alignment would have to take detours and longer routes to get to places both within Heilongjiang province and outside the province, which would result in more fuel burned and additional air pollution.

23. Alternative Transport Modes. Transportation via waterways is not a viable option because there are no big rivers from Yichun west to east in the project area. There is no direct railroad from Yichun to Bei'an. Transport from Yichun to Bei'an by railroad has to go southwest to Suihua and then go northwest, which means a long detour via Suiling.

24. Many alternatives were considered during the feasibility study of the main highway. The three most important were the alternatives for sections of Numinhe Nature Reserve, Bei'an Nature Reserve, and Wudalianchi National Nature Reserve.

25. Numinhe Nature Reserve Section. For this section, alignment A is selected to avoid Numinhe Nature Reserve with a total altered section length of 22.83 km (Figure 1). Detailed comparison of the alternatives is in Table 2. 6

Figure 1: Numinhe Nature Reserve and the Expressway Alignment

Jianxing Alignment A Forest Farm K60

K50

K70

Numinhe Alignment B Nature Reserve Experimental Source: the Environmental Zone Protection Center of the Nature reserve Ministry of Transportation. Experimental Zone 2008. Environmental Impact Assessment Report of Yichun-Nenjiang Mining Area Section. Harbin

Table 2: Comparison of Alternatives near Numinhe Nature Reserve Section

Item Alignment A Alternative B Comparison Length 22.83 km 22.00 km Similar Poor geological section 1.73 km 3.50 km A Permanent land occupation 145.85 ha 101.39 ha B Farmland taken 2.06 ha 30.68 ha A Resettled utility lines and/or 3 6 A cables Resettlement None None Same Total cost CNY455.58 million CNY374.29 million B Local development plan Less disturbance Less disturbance Similar Air quality No sensitive area No sensitive area Same Noise No sensitive area No sensitive area Same Water quality 4 rivers 4 rivers Similar Soil erosion More Less B Nature reserve 0.38 km away from nature Pass through nature A reserve reserve 7.95 km Forest Less More A Protected wild animals Less More A Wetland Less More A ha = hectare, km = kilometer. Source: Environmental impact assessment report.

26. Bei'an Nature Reserve Section. For this section, alignment A was selected to avoid Bei'an Nature Reserve with a total altered section length of 22.79 km (Figure 2). Detailed comparison of the alternatives is in Table 3.

FigureFigure 2: 2: Beian Bei'an Nature Nature Reserve Reserve and and Expressway Expressway Alignment Alignment Suibei Expressway Donggulugun River

Alignment A Bei'anBeian Nature Nature ReserveReserve

Wuyuer River Alternative B Nature reserve Experimental Zone Buffer Zone Core Zone

Source: the Environmental Protection Center of the Ministry of Transportation. 2008. Environmental Impact Assessment Report of Yichun-Nenjiang Section. Harbin

Table 3: Comparison of Alternatives near Bei'an Nature Reserve Section

Item Alignment A Alignment B Comparison Length 22.79 km 24.90 km A Earth work 873,000 m3 1,370,000 m3 A Poor geological section 4.664 km 3.680 km B Permanent land occupation 148.5 ha 127.3 ha B Farmland taken 4,431 m2 55,511 m2 A Wetland road Less More A Frost land road None none Similar Resettled utility lines and/or cables 8 3 B Total cost CNY381.47 million CNY392.45 million A Positional relation with the nature 2.9 km away from the 4.4 km through buffer zone A reserve nature reserve of the nature reserve Urban development plan No disturbance No disturbance Similar Local government agreement Agreed Agreed Similar Air No sensitive spot No sensitive spot Similar Noise No sensitive spot No sensitive spot Similar Water Less bridge crossing More bridge crossing A Soil erosion Less disturbance area More disturbance area A Source: Environmental impact assessment report.

27. Wudalianchi National Nature Reserve. To avoid passing through Wudalianchi National Nature Reserve, also known as National Scenery Spot and World Geo-park, alternative A was selected (Figure 3). Detailed comparison of the alternatives is in Table 4.

FigureFigure 3: 3: Wudalianchi Wudalianchi National Nature ReserveNature Reserve And Expressway and Expressway Alignment Alignment

Common Section for Nature reserve Alignment A and B Experimental Zone Buffer Zone Wudalianchi City Core Zone

Alignment B

Wudalianchi Farm Suibei Expressway

Common Section for Alignment Alignment A A and B

Source: the Environmental Protection Center of the Ministry of Transportation. 2008. Environmental Impact Assessment Report of Yichun-Nenjiang Section. Harbin

Table 4: Comparison of Alternatives near Wudalianchi National Nature Reserve

Item Alignment A Alignment B Comparison Length 53.300 km 29.233 km B Earth work 720,508,000 m3 376,000 m3 B Poor geological condition 3.111 km 2.694 km B Buildings resettled 58 m2 A Permanent land occupation 667,403 m2 567,880 m2 B Utility pipelines resettled 21 1 B Total cost CNY204 million CNY126 million B Urban plan Less disturbance Less disturbance Similar Resettlement (m2) 58 A Land used 66.74 ha 56.79 ha B Farmland 36.3 ha 23.7ha B Wetland 1.0 km 0.3 km B Water No sensitive water body Passing lake in Wudalianchi A Air quality No sensitive spot Affect tourist A Noise No sensitive sport Affect tourist A Soil erosion Surface disturbance: 66.74 ha; Surface disturbance: 56.79 ha; B Protection cost: CNY16 million Protection cost CNY9million Scenery spot No impact Big impact A Disturbance to tourism No impact More A Wudalianchi Protected Area No impact More A Source: Environmental impact assessment report. 9

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Economic Development

28. It is expected that the Project will help economic development of many counties and townships in the project area. The main highway design was prepared by reviewing local government development plans to ensure that it will benefit local economies, enhance social services, and provide long-term sustainable development in the affected areas. The main highway will particularly help the project area in restructuring the agricultural sector.

29. The main highway design is consistent and compatible with the overall long-term regional and municipal development plans. The main highway will connect eight truck roads and six local connection roads, so the local road transport network will be enhanced. Based on the analysis of the infrastructure and road development programs, local conditions have been considered in the design of interchanges and separate grade crossings to meet the transport needs of the residents.

30. The project areas have rich tourism resources, including unique volcanic geological scenic landscapes. Improvement of the road system will promote regional tourism by connecting Harbin–Wudalianchi–Yichun–Harbin. It will provide better movement of goods and people within the province. It will also serve as the gateway to Inner Mongolia and to reach the port cities at the border with the Russian Federation. It will connect the north–south road corridors connecting to Jilin, which serves as the major gateway to export agricultural, forest, and industrial products to the northeast provinces and other parts of the PRC.

B. Land Acquisition and Resettlement

31. A draft full resettlement plan for the Project has been prepared, according to relevant ADB policy and guidance and the PRC’s laws and regulations, based on the feasibility design. The draft resettlement plan will be updated after the detailed measurement survey and before land acquisition. Lands to be acquired and houses or buildings to be demolished because of the Project will be measured, and households and people to be affected will be identified on the basis of the detailed design. Compensation standards will be prepared and rehabilitation plans will be formulated. Measures will be taken to ensure that affected people’s living conditions will be improved.

32. According to the resettlement plan, 70% of the compensation in cash will be paid directly to the affected people, while the remaining 30% will be used in village infrastructure construction. The compensation in cash will be paid to the affected people for their houses. Local governments will sign an agreement with affected households, and the compensation money will be directly transferred to the affected households’ bank accounts.

33. The affected people will be given priority to be employed in construction works of the Project. Local governments will arrange this employment.

34. Local governments will also provide training to the affected people to enhance their employment opportunities in agricultural or nonagricultural sectors. In addition, they will assist poor or vulnerable people through special funds from poverty alleviation offices or ethnic minority bureaus. 10

35. The land readjustment caused by the Project will cause a labor force shift from agriculture to secondary and tertiary sector. This will promote restructuring of the local economy and improve local people’s standards of living.

C. Employment Enhancement and Capacity Development

36. The main highway construction will take 3 years and bring benefits to the local economy. It will produce increases in employment opportunities and demand of materials and goods including building and construction materials, construction machines, and transport equipment.

37. A road asset management and maintenance program to be developed and implemented under the Project will be an essential component for Heilongjiang’s road network maintenance system. As a tool for road asset management, this will monitor the road conditions, minimize accidents, produce a maintenance priority list, upgrade the management plan, and save maintenance costs.

D. Ecological Benefit and Environmental Improvement

38. The road network improvement will have positive effects on urban and township areas by reducing noise through establishing optimum use of roads. Long-distance heavy freight will avoid community roads near residential areas. They will mainly use high-grade roads in the network where adequate noise mitigation measures are provided.

39. Estimating carbon dioxide (CO2) emissions from a road development project is a complex task as there are many factors, such as average vehicle speed, fuel quality, vehicle type, road alignment, road gradient, road surface conditions, and degree of congestion. There is no standard methodology to estimate it. For this SEIA, TA consultants have employed ADB- 4 recommended methodologies in calculating fuel consumption and CO2 emissions. The method considers the vehicle type, traffic, and average speed of affected roads. The estimated fuel savings for the 20-year operating period are 6.055 billion liters. The estimated CO2 emission reductions for the first 20 years are 5.65 million tons.

E. Environmental Impacts and Mitigation Measures during the Construction Stage

40. The project-affected area has two categories—direct project area and indirect project area. The direct project area is defined as the 20 km strip along both sides of the project alignment, and the indirect project area covers the five counties the Project passes through— Yichun, Suiling, Bei'an, Wudalianchi, and Nenjiang.

41. Soil Erosion. The factors affecting soil erosion during construction are described in detail in the soil erosion prevention plan and a summary of the plan is in Table 5. Since the Project is divided into different road sections with different conditions, different measures for soil erosion will be taken.

4 ADB. 2009. Advanced Analysis in Road Project Feasibility Study and Environmental Impact Assessment for Energy Saving and CO2 Reduction. Manila. 11

Table 5: Factors Impacting Soil Erosion during the Construction Period

Period Engineering Work Zone Influence Factors

Surface soil removal and deposit; subgrade filling, bridge building Main part of engineering resulting in loose and bare slopes that are easily eroded Surface soil removal and deposit; disturbed by site leveling, resulting in Construction site and camp vegetation damaged, and bare soil that is easily eroded Surface soil removal and deposit; cutting, earth borrowing, resulting in Earth borrowing pit bare soil and disturbed surfaces

preparation) period Waste disposal site Temporary waste deposit site, exposed, and easily eroded Construction (including Temporary road Pavement paving, surface rolling, and vegetation damage Sources: Environmental impact assessment report and project preparatory technical assistance consultants.

42. Surface Water. During the construction period, surface water may be polluted by the construction activities including leakage from machinery, leakage from materials delivery and storage, waste from bridge construction, wastewater discharged from construction sites, and domestic wastewater from labor camps and living areas. Mitigation measures to protect surface water are summarized as follows.

43. Construction equipment and machinery will be maintained in good condition to prevent oil leakage. The storage sites for construction materials will be properly selected away from water bodies as far as possible. During the storage period, materials will be covered to prevent leakage.

44. Bored cast-in-place concrete pile foundation and spread foundation will be used for the cross-river bridge construction. Cofferdam will be used for the substructure construction to reduce water disturbance. All the wastewater from the construction sites will be placed in a temporary evaporation pool before discharge. All the oil and residual deposits will be disposed of in the designated waste disposal sites.

45. The temporary settling pool will be prepared with an impervious lining and sand on the bottom to retain the oil silts, which will be cleared away regularly and disposed of in the designated waste sites. The sand should be constantly replenished for cleaning the oil contained wastewater.

46. The wastewater from the construction sites will be collected and centralized in settling pools for treatment. The treated water will not cause a significant negative impact on local water bodies.

47. The domestic sewage from the construction camps is small in quantity and temporary during the construction period only. Therefore, so long as properly treated according to the discharge criteria for domestic wastewater, the impact from sewage can be mitigated.

48. Drinking Water Intakes. Three drinking water reserves along the project area could potentially be affected by the Project, i.e., Numin river, Nenjiang surface drinking water reserve, and Shuangquan underground drinking water reserve. Numin river flows from the northeast to the southwest and there will be a bridge crossing the river. The bridge is located upstream of the drinking water intakes; the distance from the bridge to the first drinking water intake is 12

148.1 km and the distance from the bridge to the second drinking water intake is 146.8 km. Thus, the impact of construction of the Numin river bridge on drinking water quality is negligible.

49. Nenjiang bridge is also planned as part of the main highway to cross Nenjiang river. Nenjiang surface drinking water protection area is located downstream of the bridge. The distance from Nenjiang bridge to the drinking water intake point is 3.5 km. In the detailed design, no drainage will lead to the river. Bridge piers will be designed avoiding existing watercourses as much as possible. To protect the water quality, cofferdams will be installed. Boring spoil will be hauled to spoil disposal areas. No construction camp installation will be allowed near the bridge. Intensive monitoring will be carried out during construction.

50. An existing road passes by the Shuangquan underground drinking water reserve, which is located about 20 meters (m) east of the road. The Shuangquan spring is about 5 m deep and surrounded by forestland. This existing road section will be upgraded as part of the main highway, so it might have an impact on the drinking water source during construction. Mitigation measures to protect drinking water sources will include the following. (i) In the detailed design, piers will be designed to avoid the watercourse. (ii) If any construction activities are required in the existing watercourse, a temporary water channel will be built. (iii) No construction camps, work sites, waste disposal sites, or material storage sites will be set near the drinking water source reserve zone. (iv) Conspicuous signs or guardrails will be set on both sides of the road section to warn or block people. (v) Waste from the construction work site will be collected and disposed of at the designated sites. Specific persons should be designated to be responsible for wastewater pollution prevention and control.

51. Air Quality. During the construction period, there will be a great amount of earth and stone moving works, construction materials delivery, concrete mixing, bitumen melting, and paving operation. This will produce pollutants mainly including TSP, followed by bitumen smoke, and vehicle and power supply system emissions. TSP mainly comes from open or leakage from mixing plants, material storage sites, spillage from construction materials deliveries, fugitive dust on temporary roads, and earthworks sites. Mitigation measures will include the following. (i) The bitumen mixing plant and the lime soil mixing plant work sites will be selected at the open area at least 300 m away from any residential area, without impact on environmentally-sensitive areas. (ii) The storage sites should be located at least 50 m away from any sensitive sites such as residential areas, and the materials should be covered and protected from being swept away by rainfall and wind. (iii) A strict management process should be performed during material delivery, including such measures as tight cover sheets and sprinkling water. (iv) The existing roads for material delivery should be paved and sprinkled with water to reduce dust. 13

52. Noise. During the construction period, noise mainly comes from construction machinery vibrations and haul trucks. The noise will have impacts on sensitive spots such as residential areas and schools.

53. The noise impact areas are different during nighttime and daytime. At night, they are within 480 m from noise source and they are within 130 m during the day. As most villages along the alignment of the Project are more than 100 m away from the construction activities, the noise from construction sites will have no conspicuous impact on the people living in these villages during daytime, but there will be some impacts on certain sensitive spots at night if there are nocturnal construction activities. The population that might be affected by construction noises is estimated at 2,000. The following mitigation measures will be implemented during the construction period. (i) To reduce the disturbance and minimize the acoustic impacts, the time for construction activities will be arranged properly. Within 480 m of the sensitive areas, no construction work will be allowed from 10 pm in the evening until 6 am in the morning. (ii) Low-noise equipment, machines, and vehicles will be used whenever possible and the mixing plants will be placed at least 200 m away from any residential area.

54. Solid Waste. There will be some solid waste generated at the construction sites and camps, which will have impacts on the surrounding environment if they are not managed properly. The following mitigation measures will be implemented during the construction period. (i) To minimize the impacts effectively, the procurement, delivery, and use of materials will be under strict control according to the work plan and the time schedule. (ii) Domestic waste from operations such as toll stations and service areas should be regularly recycled, classified, and delivered to the nearby city garbage processing sites.

55. Flora. Vegetation in the project area is mainly agricultural crops and forestry. The vegetation impact areas associated with construction are mainly concentrated in the western part of Bei'an, Suiling, and Yichun low hilly areas, where the forest areas are located.

56. During the construction period, the activities at the permanent land occupation areas will result in damage to vegetation. The partition effect of the road will have negative impacts on the surface water runoff, underground water flow pattern, and wetland ecosystem. Temporary land use may also lead to some damage to vegetation.

57. The survey showed that there are no old or rare trees in the project impact areas. However, there are three kinds of class II protected plants in the impact areas—Korean Pine (Pinus koraiensis), Amur Linden (Tilia amurensis), and Manchurian Ash (Fraxinus mandshurica). These three protected plants are distributed in eight short sections, mainly in the road sections under Suiling Forest Administration Bureau with a few in the section areas under Tongbei Forest Administration Bureau and Yichun Forest Administration Bureau. A total of 30 trees, including 11 Korean Pines, 14 Amur Lindens, and 5 Manchurian Ashes will be affected. Details on flora and fauna are in Appendix 2.

58. Fauna. The Project will have some impacts on fauna including fish, amphibians, birds, and mammals in the project-affected areas. The impact on each of them is summarized below. 14

59. The construction of large and medium bridges has negative impacts on the living environment of fish in the affected river sections. It will be significant if the waste from the construction activities is discharged into the rivers.

60. There are no fish breeding farms, fish farms, or nurseries around the bridge sites. The EIA indicates that fish in this river are common species, and there are no protected species. Based on evaluation and assessment during TA, it is concluded that there is no threat to the fish population and species.

61. Amphibians. Amphibians do not usually migrate, and they live in farmland, rivers, and surrounding grassland areas. Frogs and toads are the two most common types in the local areas and are the most likely to be affected by the construction activities. During the construction period, the number of amphibians will decrease in the immediate areas of the construction work sites.

62. Birds. The noises and vibrations generated by the construction activities will disturb birds, particularly those birds in the nearby forests of construction sites. These birds may migrate to other places to avoid disturbance during the construction period of the Project.

63. Mammals. The impacts on mammals during the construction period is mainly caused by habitat environment damages due to construction activities including vegetation damage in woodland and forest areas, earth borrowing site disturbance, and noise. Some mammals, such as squirrels and northeast hares, may migrate to other places during the construction period.

64. Protected Animals. In the project area, there are two national protected birds (Hazel Grouse [Tetrastes bonasia] and Long-Eared Owl [Asio otus]), one provincial protected bird (Red-Rumped Swallow [Hirundo daurica]), and one provincial protected amphibian (Heilongjiang Forest Frog [Rana amurensis boulenger]). Hazel Grouse is mainly in Suiling county road section, and Long-Eared Owl and Heilongjiang Forest Frog are mainly in the woodland area surrounding the road section from Yichun to Suiling. Red-Rumped Swallow can be found in all the area along the alignment. Currently, there are nature reserves in Suiling county as habitats for the birds. Artificial nest boxes have been provided in the forest. During the construction period, the three kinds of protected birds may migrate to other places because of the construction activities. However, it is difficult for the protected frog to migrate very far so they may be encountered by people at the construction sites.

65. To minimize the impacts on flora and fauna caused by construction of the Project, mitigation measures have been developed and will be implemented during construction. These mitigation measures are summarized as follows. (i) Existing rural roads are available for the construction, so the land used for the temporary road is not large. The right-of-way of the main highway will be used as temporary land whenever possible for further reduction of temporary land use. The damaged vegetation in the temporary land can be restored after construction. (ii) Garbage and sewage from the camp sites will be collected in designated sites and sent to designated waste sites by truck. The construction materials storage sites will be selected at locations outside the storm runoff area. During construction of the bridge substructure, precautions will be taken to prevent waste from falling into the water body. Bridge construction should be avoided during the high water season (May–August) when fish spawns. Bidding 15

documents will clearly indicate measures to be taken during construction and a special monitoring system will be prepared for the construction period. (iii) The construction workers will be instructed to protect the above-mentioned protected trees. The contractors will post pictures and explanations and make clear that no temporary land occupation is permitted on the area with protected plants. The identified 30 protected trees within the right-of-way will be replanted as much as possible. If they cannot be replanted, seedlings should be used to minimize the negative impact. (iv) Since the noise disturbance may have negative impacts on bird breeding, noise and vibration reduction measures, including using low noise equipment near the sensitive areas, will be taken during construction. More artificial nest boxes are recommended to be set at the surrounding areas. Contractors will supervise construction workers to ensure that they do not damage these boxes. (v) To reduce impacts of the construction work on the Heilongjiang Forest Frog, contractors and construction supervision companies will be required to follow strict supervision and management to minimize damage to the frog’s habitat. A preconstruction survey and assessment will be carried out to identify potential frog habitat. Training will be provided for local construction workers on frog protection and relevant construction practices. If frog eggs are identified in the construction impact area, they will be relocated to safe places to secure reproduction.

66. Historical and Cultural Relics, and Landscapes. There are no historical or cultural relics in the project-affected areas. The impacts of construction on the landscape are negligible.

67. The existence of the main highway may conflict with the original landscape. In addition, earth borrows and temporary facilities for construction will have a direct impact on the original landform and vegetation. Mitigation measures will include the following. (i) The main highway design will be carried out, taking the landscape into consideration. The buildings in the service areas will have local features and will not be too tall. Local government building codes will be observed. (ii) The native flora species will be adopted for the road replanting. Both sides of the road will be kept intact as much as possible. (iii) The borrow pits will be selected so as not to disturb the landscape. The number of borrow pits will be minimized. Barren land will be used as much as possible for borrow pits.

68. Socioeconomic Impacts. The farmland used for the construction will have certain impacts on the project area’s agricultural productivity. Major produce in the project area includes soybeans, wheat, corn, rice, and sugar beets. The estimated production output losses for agricultural production for all affected areas of the Project are about 3,900 tons. Basic farmland taken is concentrated in Bei'an. Mitigation measures have been developed and include the following. (i) The Executing Agency will be responsible for cultivated land reclamation to compensate for the loss of land by the Project. The earthworks outside the right- of-way, such as earthworks for borrow pits and spoil sites, will help develop new farmland, so the negative impact on the farmland can be mitigated. 16

(ii) Construction will be scheduled to avoid the farmland irrigation season. Proper temporary irrigation systems will be built to ensure the function of existing irrigation systems and to prevent water pollution. (iii) A public awareness campaign for traffic safety will be launched.

69. Land Acquisition and Resettlement. Most land to be occupied by the Project is farmland and woodland, and it is concentrated in Nenjiang, Wudalianchi, and east of Bei'an areas. The woodland to be acquired is mainly concentrated in Yichun, Suiling, and west of Bei'an. The total permanent land occupied by the Project is 1,582 ha, including 720 ha of farmland, 398 ha of woodland, and 464 ha of other land.

70. Permanent land occupation by the roads will change the land use pattern in the project area, which may have impacts on land use both at present and in the future. Temporary land used is for earth borrowing, temporary road construction camps, and materials storage. The temporary land will include 376.6 ha of farmland, 54 ha of woodland, and 49.7 ha of other land. Corresponding mitigation measures will include following activities. (i) Useful land, such as farmland and woodland, taken for the project roads will be minimized in the detailed design. (ii) The impact on the farmland structure is temporary and restoration measures including re-farming will be taken to minimize the impacts. (iii) For woodland, trees will be moved and replanted if possible.

F. Impacts and Mitigation Measures during the Operation Stage

71. Soil. For the operation stage, soil erosion will be gradually decreased because of a natural spontaneous recovery progress. After the highway completion, slopes will be monitored to ensure that vegetation covers them to prevent soil erosion.

72. Surface Water Runoff. During the operation period, traffic volume will rise year by year and pollutants from vehicle emissions and leakage from vehicles on pavements will increase. Pollutants, such as suspended solids, oil, and organic substances, may be discharged into nearby water bodies by storm-water runoff without adequate drainage design.

73. There are 21 facilities including service areas, management centers, maintenance workshops, and toll stations. Domestic sewage from these facilities would have negative impacts on nearby water bodies if they are discharged directly into them. Mitigation measures to minimize surface water contamination are as follows. (i) For the bridges crossing over class I and II water bodies, runoff from the road will be led away from the water body. (ii) For road administration centers, maintenance workshops, toll stations, and parking areas, modified septic tanks meeting the class I standard after treatment will be used. For service areas, two-stage biochemical treatment systems meeting the class I standard after treatment will be used.

74. Drinking Water. During the operation period, the roads have potential significant impacts on the three tap-water intakes. The impact on the Numin river and Nenjiang river surface drinking water source reserve mainly comes from the runoff from the bridges. An 17 accidental chemical spill will impact the Shuangquan underground drinking water reserve. The following mitigation measures will be implemented. (i) Numin river surface drinking water source reserve. The bridge deck runoff will be collected and treated by a water catchment system and the treated water will not be directly discharged into Numin river. (ii) Shuangquan underground drinking water reserve. Precautionary measures will be taken to prevent harmful effects of traffic accidents involving dangerous goods. These measures require adequate drainage design and an impervious catchment pool to collect possible pollutant leakage. (iii) Nenjiang water resource. The drainage system will be designed for runoff water to be led away from the river after treatment. (iv) Emergency spill management plans should be developed before operation.

75. Air Quality. The Project will affect air quality during operation, primarily because of vehicles. Pollutants include CO, CO2, NOx, PM10, and HC. There will also be some fugitive dust emissions from road traffic but the amount is relatively small. Since most of the project-affected areas are rural with very good air quality, the impacts will not violate ambient air quality standards.

76. Coal and kerosene will be used for the winter heating service facilities, which will have negative impacts on the local ambient air quality.

77. Mitigation measures for air quality will include the following. (i) The Government’s vehicle emission standards will be strictly applied in Heilongjiang. Vehicle emission monitoring will be carried out in the project area. (ii) Coal-fired boilers should be equipped with dust collection systems, and high- quality coal compliant with environmental requirements should be selected. Oil- smoke cleaning systems should be used in the kitchen of the service area.

78. Acoustic Impact. Background noise has been measured at sensitive spots. The noise levels exceed the standard by 0.2–2.4 decibel [dB(A)] at five villages and two schools. Traffic noise levels were forecasted for the operation period, and mitigation measures have been prepared, including installing 540 square meters (m2) of noise barrier and 153.6 m2 of sound insulation window for the two affected schools and 38 affected households. It is also recommended that the planned sensitive buildings be built 150 m away from the road center.

79. Solid Waste. Solid waste during the operation period mainly comes from the service areas and parking areas. It could have impacts on the environment if it is not disposed of properly. Waste collection boxes will be prepared and will be periodically cleared as part of road maintenance activities.

80. Flora and Fauna. Once the construction work is over, the disturbance to the flora and fauna will end. The impacts during the operation period are mainly due to the partition effect of the roads and pollution from vehicular traffic. Partition associated with the roads will have impacts on animal movement and breeding, particularly for the Heilongjiang Forest Frog. During operation, vehicle emissions, traffic noise, vibration, and pavement runoff pollutants will impact the animals’ living environment. 18

81. Mitigation measures to minimize the impact on flora and fauna during operation will include the following activities. (i) Bridges and culverts have been designed and can be used as animal passages to provide the wildlife with a browsing corridor to mitigate the impacts caused by partition. Along the 74 km road section with wild animals, a total of 26 bridges and 179 culverts have been designed, which may be used as passages for amphibians. Thus, during the operation period, the impact on the Heilongjiang Forest Frog will be very small. (ii) A rational alignment for the road section from Yichun to Suiling has been selected to minimize impacts on flora and fauna. (iii) In compliance with the PRC’s forestry law, the Implementing Agency will be responsible for compensatory planting of an equivalent or larger area of affected forest trees. This will be done through greening contractors in coordination with the Heilongjiang Provincial Forestry Department and will be supported by a forest restoration fee. The revegetation will comprise a selection of tree species that are suitable for the local area and have the most appropriate attributes to survive and serve their designated functions. (iv) Activities associated with constructing the roads will also destroy the vegetation at construction sites, especially in borrow pits and spoil sites, which will be restored to productive agricultural land, grass, or woodland. (v) New plantings will be maintained during operation. This will be done through watering and protection from poaching. Trees outside the right-of-way but within the corridor of impact, including those replanted in erosion prone areas, will be tended for at least 3 years, until they are mature enough to withstand seasonal climatic conditions.

82. Impacts on Landscape. Once the Project is completed, it will have some permanent impacts to the natural landscapes of the affected areas. Since the soil in these borrow pits is infertile, it would take a long time for the area to be covered by vegetation. The color and landform of these borrow pits may not be compatible with the surrounding landscape. The facilities and structures, such as bridges, service areas, and toll stations, will change the original landscape appearance as well. As mitigation measures, the following landscape design principles are recommended. (i) In the road alignment selection, the option with the minimum disturbance on the landscape will be selected. (ii) The design of the structures will take into account the local natural and culture landscape. (iii) Greening beautification concept and ideas will be included.

83. Shared Expressway Section. A 70 km long shared section with Jilin–Heilongjiang expressway, which is not financed by ADB, will be completed before the project main highway. A separate EIA has been carried out by HPTD. The TA consultant has reviewed the section’s draft EIA report and found that there will be no significant environmental impacts during construction and operation if environmental protection measures described in the draft environmental impact assessment report are employed. 19

84. Possible Change in Alignment. In case of a possible change in alignment, the following measures will be taken: (i) for a minor deviation, the environmental management consultant will propose mitigation measures and incorporate these into the detailed design; (ii) in case of a major deviation that may cause significant environmental impacts or affect additional people, the Executing Agency will conduct additional environmental assessment, including public consultation, and the revised EIA report will be submitted to Heilongjiang Provincial Environmental Protection Bureau (HEPB) for review and approval, following government procedures; and (iii) HPTD, in consultation with ADB, will determine whether a deviation is minor or major. VI. ECONOMIC ASSESSMENT

A. Environmental Protection Investments

85. The estimated project cost is about $990.00 million, including a CNY2.4 billion subsidy from the Ministry of Transport and local government funds. This accounts for 35% of the total investment. ADB will finance $200 million, and domestic commercial banks will finance the balance amount.

86. The estimated environmental mitigation cost is about $45.45 million, or 4.59% of the total project cost, among which $20.4 million is estimated to be invested as a lump-sum investment at the feasibility study stage. The remaining $22.89 million (CNY156.60 million), of which $10.12 million (CNY69.204 million) is for water and soil erosion prevention and control, the EIA report proposed an additional increase of $12.78 million (CNY87.396 million), is scheduled to be invested later on.

87. Environmental Benefits. The Project will bring environmental benefits such as (i) reduced soil erosion; (ii) reduced air pollution; (iii) reduced water pollution; (iv) reduced noise pollution; (v) reduced impact on flora and fauna; (vi) reduced environmental impacts from hazards; and (vii) associated health, poverty reduction, and resettlements of reduced environmental pollution.

88. Economic Internal Rate of Return for Environmental Management. According to the economic analysis by the TA consultants, the Project’s net present value is CNY3,571.44 million and the economic internal return rate is 17.1%.

VII. ENVIRONMENTAL MANAGEMENT PLAN

A. Institutional Requirements

89. The Environmental Protection Office of the Ministry of Transport is responsible for coordinating the environmental protection work for the road and road transport sector across the PRC. HPTD is responsible for implementing the environmental protection laws, principles, policies, and regulations set by the state, Heilongjiang province, as well as the local environment protection management rules. The future highway operation management company will be responsible for operation of the Project.

90. During project preparation and implementation, organizations with various environmental management responsibilities have been or will be involved with environmental issues. These organizations include the project management office (PMO), the Command Department of the Qian–Nen Road Project, HEPB, Yichun Municipal EPB, Shuihua Municipal EPB, Heihe 20

Municipal EPB, Environment Protection Center of the Ministry of Transport, Municipal Environment Monitoring Center and designated Environment Monitoring Agency, the EIA preparation institutes, environment monitoring companies (EMCs), and construction supervision companies (CSCs). The PMO and contractors will each nominate full-time trained and qualified environmental specialists to undertake environmental management activities for effective implementation of the environmental management plan (EMP). The environmental responsibilities in the different phases of the Project are shown in Table 6.

Table 6: Environmental Responsibilities in the Different Phases of the Project

Phase Responsible Agencies Environmental Responsibilities Preparation EIA Team Preparation of EIA for components PMO, HEPB Review and approval of the EIA PMO, HEPB, ADB Review and approval of the SEIA, including the EMP Design Design Institutes Incorporation mitigation measures into designs and contracts PMO Review and approval of environmental measures Tendering Contractors, PMO Incorporation of EMP clauses into the bids Construction EMCs, PMO Advise on implementation of mitigation measures Contractors, CSC Implementation of mitigation measures and internal monitoring HEPB, PMO Implementation of compliance monitoring HEPB, PMO, EMCs Supervise implementation of mitigation measures and monitoring Operation EMCs, HEPB Advise on compliance monitoring and internal monitoring requirements HHAB Implementation of mitigation measures and internal monitoring HEPB, HHAB Implementation of compliance monitoring HHAB, HEPB, EMCs Supervise implementation of mitigation measures and monitoring CSC = construction supervision company, EIA = environmental impact assessment, EMC = environment monitoring company, EMP = environmental management plan, HEPB = Heilongjiang Provincial Environmental Protection Bureau, HHAB = Heilongjiang Highway Administration Bureau, PMO = project management office, SEIA = summary environmental impact assessment. Sources: Environmental impact assessment report and project preparatory technical assistance consultants.

91. Institutional strengthening and capacity building will play an important role in implementing the EMP. An EMP training program for the PMO will be carried out with the help of the EMC and support from the loan consultancy services. The PMO will also develop expertise in efficient operation and maintenance of the environmental facilities and in effective implementation of environmental monitoring and inspection under environmental laws, regulations, and policies. The institutional strengthening and capacity development will be provided during the loan implementation stage.

92. The Executing Agency has implemented the Heilongjiang Road Network Development Project5 funded by ADB and has thus gained experience in managing environmental related issues during construction and operation periods. However, new contractors may be involved in construction of the project roads. The loan implementation consultants will perform a training needs assessment, and develop and implement training programs to address specific needs of the contractors and other involved agencies.

5 ADB. 2006. Report and Recommendation of the President to the Board of Directors on a Proposed Loan to People's Republic of China for the Heilongjiang Road Network Development Project. Manila. 21

B. Environmental Management

93. The EMP is summarized in Appendix 3. The EMP describes the potential social and environmental impacts regarding soil, air, noise, water, and ecology of the Project, and their mitigation measures during pre-construction, construction, and operational phases. The agencies for implementation and supervision of each mitigation measure are listed in the EMP.

C. Environmental Management System 94. The environment protection management system and procedures for the Project are in Table 7. Table 7: Environmental Protection Management System for the Project

Environmental Environmental Environmental Environmental Protection Protection Measures Protection Protection Period Work Executive Agency Management Supervision Feasibility Engineering impact Heilongjiang Provincial HPCD HEPB Study analysis Highway Survey and Design Institute Environmental impact Environmental HPCD HEPB assessment Protection Center, Ministry of Transport Design Environmental Design unit with class I HPCD HEPB engineering design certificate Construction Implement environmental PMO CSC Local EPB protection measures and (county) deal with environmental protection issues Operation Environmental monitoring Road management unit, Highway Local EPB and management Entrusted monitoring Management (county) unit Company CSC = construction supervision company, EPB = environmental protection bureau, HEPB = Heilongjiang Provincial Environmental Protection Bureau, HPCD = Heilongjiang Provincial Communications Department, PMO = project management office. Sources: Environmental impact assessment report and project preparatory technical assistance consultants.

95. To ensure effective implementation of the environmental monitoring station during construction period, the PMO will coordinate with the design institutes, CSCs, and monitoring agency. During the operation period, the Highway Management Company, directly under HEPB, will be responsible for the service areas, maintenance shops, parking areas, and toll stations.

D. Environmental Monitoring

96. The PMO will engage a qualified local environment monitoring consulting firm, responsible for monitoring the impacts of the Project. It will use resources of the Project’s environment monitoring units as well as its own. The contract will be signed before construction begins.

97. Weekly construction reports will cover CSC and contractors’ internal monitoring results. Contractors will submit the results of detailed internal environmental monitoring programs and mitigation actions for both the construction and operational phases monthly to the PMO, which will report the environmental monitoring results to ADB twice a year. 22

98. The EMP covers three project phases—design, construction, and operation. It mainly focuses on the following elements: Namuer river, Numin river, Nenjiang river, camp sites, earth borrow pits, mixing plants, material storage, temporary road, and traffic accident and related management and service facilities (including one road administration center, four service areas, four parking areas to be located in Yichun–Wudalianchi section, five toll stations, and seven maintenance work sites). VIII. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

99. First-round Public Consultation. Three types of public consultation were adopted. A survey form was disseminated throughout the project area, mostly by household visits. The purpose of the household visits was to learn local people’s view of the environmental issues (Table 8). Eight meetings were held with local communities. The purpose of the meetings was to explain the potential impacts of the Project on the local area’s environment and the mitigation measures—to solicit comments and advice from participants (Table 9). Table 8: Summary of Household Visit and Respondents

Date City Town Village and Number of Respondents July 2008 Yichun Kunlunqi tree farm Kunlunqi tree farm for a total of 20 persons July 2008 Suihua Suiling Yuejin tree farm for a total of 20 persons July 2008 Bei'an Dongsheng Xiangyang village for a total 20 persons July 2008 Wudalianchi Erjing Shuangquan village for a total 20 persons July 2008 Nenjiang Nenjiang Qianbotou village and Houbotou village for a total 20 persons Source: Environmental impact assessment report.

Table 9: Summary of the Public Hearing Meeting

Date Venue Participants (interview respondents) Bei'an Environmental Protection 8 July 2008 Division chief and four persons Bureau meeting room Archivist from Yiqisong Tree Farm, persons from WuYi Yichun Yiqisong Tree Farm 9 July 2008 business, Jianxing Tree Farm, Yuejin Tree Farm, total of office six persons Suiling County Transport Bureau Deputy director, office chief, assistant engineer, a total of 9 July 2008 meeting room eight persons Bei'an Municipal Forestry Bureau Deputy director, office chief, human resource officer, a total of 9 July 2008 meeting room five persons Bei'an Municipal Transport Bureau Deputy director, station chief, division head, a total of 10 July 2008 meeting room four persons Qingshan Town Transport Bureau Director, deputy director, secretary, 10 July 2008 meeting room a total of five persons Wudalianchi Forestry Bureau Director, deputy director, division chief, 10 July 2008 meeting room a total of five persons Wudalianchi Construction Bureau Deputy director, office chief, division chief 11 July 2008 meeting room a total of five persons Source: Environmental impact assessment report.

100. Based on the consultations, the following conclusions were made. (i) The Project is supported by a majority of the project-affected people. They expect that the Project will improve the quality of life. (ii) The main concern of project-affected people is land acquisition and resettlement. They are also concerned about protection of water sources and the irrigation system. An alignment that reduces use of farmland and woodland should be selected. Mitigation measures to protect water resource reserves, irrigation systems, and reduce noise and air pollution should be adopted. Implementation of mitigation measures should be inspected during the construction period. (iii) The project-affected people expressed their concerns over emissions, fugitive dust, and sewage pollution during the construction period. They also requested such measures as a nighttime work ban and tree planting along the roads. Some people expected the road alignment could have been away from the village.

101. Second-round Public Consultation. The second-round public consultations were carried out during 22–24 April 2009. The objective was to explain the EIA findings and the actions taken for the proposed mitigation measures. The EIA team visited cities along the main highway including Yichun, Bei'an, Wudalianchi, and Nenjiang, to solicit comments and advice on the Project. Local people, including staff from local government agencies, 6 attended the meetings. 102. The major opinions in the second round were as follows: (i) most participants supported the Project, especially the altered alignment of the Project to protect the nature reserve areas; (ii) participants support the addition of bus stations along the route of the Project; and (iii) participants expressed support for environmental mitigation measures, including those for protected trees and aquatic life. IX. CONCLUSIONS

103. The Project will be an important highway in Heilongjiang province. It will bring economic benefits to the communities along the main highway. However, the Project will have negative environmental impacts. The mitigation measures are included in the EMP. The anticipated adverse environmental impacts can be minimized and reduced to an acceptable level, provided the mitigation measures and monitoring actions summarized in the SEIA are implemented effectively.

104. Major potential adverse environmental impacts are disturbance of soil and vegetation, water pollution from runoff, surface water pollution infiltrating river systems, noise impact to residential areas, solid waste disposal, and industrial pollution and contamination. Based on the EIA, the impacts will be temporary and localized, and the residual effects will be minor and will be offset by the Project’s long-term economic benefits.

105. The environmental benefits of the Project include (i) reduction of urban and township area noise pollution, since more traffic will be induced to the high-grade highway; (ii) reduction in vehicle emissions and environmental pollution through smoother driving conditions; and (iii) reduction of fuel consumption caused by more convenient traffic conditions and upgraded roads. The Project will have positive economic and social impacts on the areas of urban and

6 Environmental Protection Bureau, Water Administration Bureau, Agricultural Bureau, Forest Bureau, Transport Bureau, and Tourist Bureau. 24 township long-term development, infrastructure improvement, tourism and trade facilitating, industrial structure optimization, and employment opportunities.

106. Public consultations indicated that the majority of participants have a positive attitude toward the Project and they believe it will benefit the local economy, quality of life, environment and economic, industrial diversification, and transformation of cities along the alignment. The environmental mitigation measures have been proposed to address people’s concerns. Appendix 1 25

ENVIRONMENTAL ASSESSMENT AND REVIEW FRAMEWORK FOR ROAD REHABILITATION

A. Overview of Type of Subprojects to be Assessed

1. Heilongjiang’s road network maintenance needs will increase significantly in the next 5–10 years. The Asian Development Bank (ADB) will finance road rehabilitation works for sections to be determined using the section identification system.1 The physical rehabilitation works will be pavement crack sealing, pothole filling, and surface course overlay. Given the nature of physical works, the potential negative impacts are localized and short-term, and can be mitigated. This environmental assessment and review framework has been formulated to provide procedures for environmental assessment and review of the road rehabilitation sections.

B. Country’s Environmental Assessment and Review Procedures

2. The County Communications Bureau will carry out environmental assessment in accordance with the People’s Republic of China’s (PRC’s) environmental assessment laws and regulations. The current Environmental Impact Assessment Law2 (EIAL), promulgated in 2003, regulates environmental assessment and its procedures. As required by the EIAL and the construction project environmental inspection administration order, the Environmental Impact Assessment Technical Guideline 3 is provided by the Ministry of Environmental Protection (MEP). This includes (i) the assessment procedure after screening, (ii) an outline environmental assessment report model table of contents, (iii) an environmental impact assessment report (EIAR) model table of contents, (iv) analysis method for construction activities, (v) environmental investigation and survey method, (vi) impact estimation method, and (vii) impact evaluation method. This provides recommended detailed environmental impact estimation methods such as mathematical models for pollutant concentrations.

3. Screening. According to the EIAL (article 16), project environment reports are classified into three levels depending on their environmental impact magnitude: (i) an EIAR for projects with significant environmental impacts, (ii) an environmental impact registration table (EIRT) for projects with some environmental impacts, and (iii) an environment registration table (ERT) for projects with minor or no environmental impacts. An EIAR is a full set of environmental impact assessment report. An EIRT is an environmental assessment report with fewer requirements. Both the EIAR and EIRT should be prepared by qualified consultants. The MEP administers environmental consultants’ licenses. For ERTs, the project owner can fill the project information without qualified consultants.

4. The MEP provides a table for projects’ environmental classification.4 Project owners have prime responsibility to determine the classification and prepare the EIAR, EIRT, or ERT. The MEP or local environment department approves the project owner’s classification on the basis of submitted environmental documents. All road rehabilitation sections will only need ERTs unless they have potential impacts on environmentally sensitive areas such as a nature reserve.

1 The Ministry of Transport has developed a road pavement management system for road maintenance section selection. 2 Promulgated on 1 October 2008. 3 HJ/T 2.1-03, promulgated on 20 October 2003. 4 Ministry of Environmental Protection. 2002. Construction Projects’ Environmental Classification Table. Beijing. 26 Appendix 1

5. Report Approval. A project’s environment report should be approved during the feasibility study period. Provincial environmental protection departments can approve all subcomponent environment reports under the Project. For a subproject that may impact on nature reserves, the provincial environmental departments should seek the MEP’s opinion on the report before approval.

6. Public Consultation. Public consultations are carried out on several occasions under the PRC environmental assessment system. The opinions of local governments and community representatives are studied on several occasions during EIAR preparation. The public’s view of the project is studied through interviews or distribution of questionnaires.

C. Specific Procedures to be used for Subcomponents under the Project

1. Institutional Arrangement

7. Heilongjiang Provincial Transport Department (HPTD) is responsible for overall road rehabilitation environmental protection. The Provincial Highway Bureau is responsible for supervision of County Communications Bureaus’ rural road rehabilitation works. County Communications Bureaus will prepare the ERTs. An environmental management plan will be prepared in the ERTs. Civil works will be carried out by civil works contractors. The contracts’ technical specifications will include environmental protection measures described in the environmental management plan and their cost will be included in the contract. This will ensure that the civil works contractors carry out all environmental protection measures. The project management office (PMO) will supervise the civil works, hiring construction supervision consultants.

2. Criteria of Subproject Selection

8. The following selection criteria will be applied for selecting subprojects:

(i) road section selection will be based on road conditions and needs assessment; (ii) socioeconomic impacts will be considered and road sections that connect to villages and townships that are poor and remotely located will be given high priority; (iii) high-traffic volume branch roads that connect to major highways will be preferred as better road conditions will help reduce congestion and thereby reduce pollution; and (iv) road sections near environmentally sensitive areas will be carefully considered and mitigation measures will be taken to minimize the adverse environmental impacts during repair and maintenance of these sections. PRC environmental protection laws and regulations must be strictly followed.

3. Environmental Assessment and Review Procedure

9. Under the Provincial Highway Bureau’s supervision, County Communications Bureaus will carry out environmental screening for each road section. If the screening identifies any potentially significant environmental impacts related to the rehabilitation, an EIAR or EART for the section will be prepared and approved before the works commence. For road sections without a significant environmental impact, an ERT should be prepared and approved according to PRC regulations, and be reported to ADB. Potential environmental impacts can be considered significant if one of the following four conditions applies. Appendix 1 27

(i) If any endangered species are found in the environmental impact area, an EIAR or EART for the species and ecosystem is required. (ii) If any protected area, such as nature reserve or water reserve, exists in the environmental impact area, an EIAR or EART for the reserve is required. (iii) If large-scale earthworks are required near rivers of class I or II water quality standards, an EIAR or EART for the earthworks is required. (iv) If large-scale earthworks are required near any other sensitive sites such as hospitals, schools, or residential areas, an EIAR or EART for the sensitive sites is required.

10. For EIAR preparation, public consultations will be carried out on at least two occasions: during the early stage of EIAR preparation and after draft EIAR completion. For EIRTs, public consultations will be carried out at least once, after the draft is completed. The county communications and education bureaus will carry out public consultations. The EIAR or EIRT will be available for consultation by project-affected people in the county government offices.

11. In the EIAR or EIRT, a site-specific environmental management plan will be formulated and its implementation will be monitored. HPTD will hire environmental supervision consultants as part of construction supervision. The consultants will visit construction sites and will monitor construction quality and environmental impacts. The consultants will submit semiannual environmental reports to the Executing Agency and the reports will be forwarded to ADB.

D. Confirmation

12. The environmental assessment and review framework and the Environmental Assessment and Review Procedure are adequately prepared in the context of ADB’s Safeguard Policy Statement and environmental assessment requirements.

E. Staffing Requirement and Budget

13. EIAR preparation requires 4 months and a total of 12–16 person-months of qualified national consulting services. Consulting services will cost CNY100,000–CNY200,000 depending on the subproject’s scale. The preparation period for EIRTs is about 2 months and the consulting services will cost about CNY40,000. HPTD will provide budget for the consulting services. Civil works technical specifications will include environmental protection measures identified during the environmental assessment procedure. Detailed design consultants will prepare the technical specifications with no additional cost for environmental protection clauses. The PMO will also hire construction supervision consultants for the construction quality and environmental protection.

14. During the 3-year project implementation period, ADB will carry out an annual review mission, including an environmental review. If an additional environmental specialist is required for the mission for 4 days, about $2,600 additional budget will be required per mission.

LIST OF PROTECTED ANIMALS AND PLANTS

Appendix 2 Table A2.1: List of Protected Wildlife along the Project Area

Habitat

Farm No With Classification: Classification: Quantity Common Name Scientific Name Land Swamp Water Wood Wood National Provincial Rating Eurasian Red Squirrel Sciurus vulgaris √ Ⅱ ++ Grey Wolf Canis lupus √ √ Ⅰ + Red Fox Vulpes vulpes √ Ⅰ + Raccoon Dog Nyctereutes procyonides √ √ Ⅱ + Black Bear Selenarctos thibetanus √ Ⅱ + Yellow Weasel M. sibirica √ √ √ Ⅱ ++ Leopard Cat Prionailurus bengalensis √ Ⅰ + Lynx Lyna Iynx √ Ⅱ - Wild Boar Sus scrofa √ Ⅱ ++ Red Deer Cervus elaphus √ √ Ⅱ - Moose Alces alces √ √ Ⅱ - Siberian Roe Deer Capreolus C. pygargus √ √ Ⅱ ++ ++ = seen commonly, + = seen occasionally, - = seen rarely. Source: environmental impact assessment report.

Table A2.2: List of Protected Bird Species in the Project Area Current Situation Habitat Classification Suitable Wool Dwell Habitat Density National Provincial 2 2 Common Name Scientific Name Land Bush Meadow Temaro Type (km ) (number/km ) Chinese Merganser Mergus squamatus √ √ S √ 750 rare Ruddy Shelduck Tadorna ferruginea √ √ P √ 750 0.22 Falcated Duck Anatidae falcate √ S √ 750 0.29 Mallard Anatidae platyrhnhos √ √ S √ 750 0.84 Gawall Anatidae strepera √ √ S √ 750 rare Mandarin Duck Aix galericulata √ √ S √ 1050 0.55 Garganey Anas querqueduta √ √ S √ 750 0.22 Northern Shoveler Aratidae clypeata √ √ P √ 750 0.07 Spotbill Duck Anatidae poecilorhncha √ √ S √ 750 0.36 Goshawk Accipiter gentians √ S √ 2660 0.0038 Sparrowhawk Accipiter nisus √ S √ 2660 0.0038 Besra Accipiter virgatus S √ 2660 0.0038 Eagle Buteo buteo √ S √ 2660 0.0038 Golden Eagle Aquila chrysaetos √ R √ 2660 0.0023 Black Kite Milvus migrans 2660 rare Common Kestrel Flconidae tinnunculus S √ 2660 0.0038 Hobby Falco subbuteo √ S √ 2660 0.0071 Common Pheasant Phasianus colchicus √ √ R √ 1250 0.0352 Hazel Grouse Tetrastes bonasia √ R √ 1420 1.5479 Black Grouse Tetrix tetrix √ 1420 1.207 Great Cormorant Phalacrocoxax carbo √ √ S √ 750 rare P = periodically migrant bird, R = resident bird, S = summer migrant bird. Source: Environmental impact assessment report. Appendix 2 2 Appendix 29

Table A2.3: List of Protected Amphibian Species in the Project Area

Habitat Appendix 2 Water or Meadow Classification: Quantity Species Scientific Name Woodland Marsh Bush Farmland Provincial Rating Commonly Mongolian Toad (true frog) Bufo raddei (Ranidae) √ √ √ Ⅱ seen Commonly Asiatic Grass Frog Rana chensinensis √ √ Ⅱ seen Commonly Siberian Tree Frog Ranaamurensis √ √ Ⅱ seen Source: Environmental impact assessment report.

Table A2.4: List of Protected Trees within Right-of-Way

Number of Trees (by breast-height diameter) Name of Forest Name of Protected 0–5 6–10 11–15 > 15 Phyto-Community’s Composition and No. Location Bureau Tree cm cm cm cm Total Vegetation Type Habitat Ecological Environment Soil Type 1. K18+150– Cuiruan Pinus koraiensis 2 2 4 Betula platyphylla The dominant species are associated with Clayey K18+350 needle fir conifer Betula costata, willow, and Alnus sibirica meadow soil broad-leaf mixed belonging to secondary natural mixed forest; natural forest the terrain is flat, low land, wet surface or waterlogged carex hillock. 2. K22+850– Suiling Pinus koraiensis 3 3 Planted larch, Also mixed with natural broad-leaf species, Melano- K23+950 Betula costata mainly including Betula platyphyll, Ulmus brown earth Tilia amurensis 4 1 5 conifer broad-leaf japonica, Acer mono, and a few spruce, fir; the mixed forest terrain is flat, low land, wet surface or waterlogged carex hillock. 3. K23+950– Suiling Pinus koraiensis 1 1 Ulmus japonica, Mixed with poplar, Alnus sibirica and a few Melano- K24+800 Betula platyphylla planted larch; the surface is wet with good brown earth Fraxinus 1 1 2 spruce conifer drainage condition, on lower part of hill slope. mandshurica broad-leaf mixed forest 4. K24+800– Suiling Pinus koraiensis 1 1 Ulmus japonica, Mixed with poplar, Alnus sibirica and a few Melano- K25+700 Fraxinus 1 1 Betula platyphylla planted larch; the surface is wet with good brown earth mandshurica needle fir conifer drainage condition, on lower part of hill slope. broad-leaf forest 5. K27+250– Suiling Pinus koraiensis 1 1 Betula platyphylla Mixed with poplar, Alnus sibirica and a few Melano- K27+700 needle fir conifer planted larch; the surface is wet with good brown earth Fraxinus 1 1 broad-leaf mixed drainage condition, on lower part of hill slope. mandshurica forest 6. K47+800– Suiling Tilia amurensis 1 1 2 Betula platyphylla Mixed with Betula costata, poplar, Ulmus Melano- K48+400 planted spruce japonica, Alnus sibirica, Acer mono, and brown earth conifer broad-leaf natural spruce and fir, on the lower part of hill mixed forest slope. 7. K76+550– Tongbei Pinus koraiensis 1 1 Betula platyphylla Mixed with natural broad-leaf species, Melano-

K79+100 planted larch including poplar, Ulmus japonica, Acer mono, brown earth 2 Appendix Tilia amurensis 3 3 conifer broad-leaf Betula davurica, Betula costata, with a few Fraxinus 1 1 mixed forest spruce, fir. The terrain is flat with wet surface. mandshurica 8. K100+450– Tongbei Tilia amurensis 4 4 Betula platyphylla, Composition of tree population is simple, Melano- K100+550 Ulmus japonica dominated by Betula platyphylla, Ulmus on the brown earth broad-leaf mixed lower part of the hill slope. forest 31 Source: Environmental impact assessment report.

ENVIRONMENTAL MANAGEMENT PLAN

Appendix 3 Appendix Table A3.1: Summary of Potential Impacts and Mitigation Measures

Environmental Impact and Implementing Supervising

Issue Mitigation Measures Location Time Frame Agency Agency A. Pre-construction 1. EIA and Feasibility Study Alignment Nature reserves and other environmentally Throughout the Before EIA team, PMO selection and sensitive areas have been avoided. Alignment project areas construction Design institute design selection will be kept compatible with the urban development program. EIA and public Public consultation has been conducted on Throughout the Before EIA EIA team on HEPB consultation environmental and resettlement issues. project areas approval behalf of PMO Prime farmland Land use plan will be modified and approved. Permanently Before PMO Ministry of Land protection acquired prime construction Resources, farmland Provincial Land Equivalent prime farmland will be reclaimed, or During or before Resource Bureau appropriate compensations will be paid. Young construction crops compensation fee will be paid. 2. Design Stage Social Facilitate access to the public and consider Project areas Operation period Design institute HEPB environment linkage with existing roads and consistence on behalf of with existing rivers and irrigation system. PMO Dust from Dust control at construction sites, such as All construction Design institute PMO construction equipment with dust control device, daily sites activities watering of unpaved areas and stockpiles, covering, and vehicle speed control. Noise from Noise control, such as proper arrangement of All construction Design institute PMO powered work hours for high-level noise machines, sites mechanical using mobile or temporary noise barriers, equipment regular maintenance of equipment, and providing public notice board.

Environmental Impact and Implementing Supervising Issue Mitigation Measures Location Time Frame Agency Agency Waste and runoff Construction site drainage and wastewater All construction Design institute PMO from construction management, such as perimeter drainage sites site ditch, sedimentation tanks, and septic tanks. Proper runoff pattern will be designed to keep the natural pattern as much as possible. Water quality Roadside drainage, intercepted ditch, chute, Expressway Design institute PMO protection water retaining, various passages, bridge and K36+090, culvert structures should be used. Measures to K36+830, avoid hazardous goods causing accidents, K45+060, such as speed reduction signs, to be located K55+550, appropriately. K88+030; class I road, K119+000, Bridge deck runoff with pipes underneath and K122+840 water collection pools, double layered guardrail and additional iron steel protection net, roadside collision-proof should be designed and provided.

Soil erosion Subgrade drainage, slope foot drainage will be All construction Design institute PMO prevention designed to stabilize the side-slope. Select sites earth borrow pits properly, and use protective cover for the borrow pits. Side ditch, intercepting ditch, and retaining wall should be used at the side slope area with mortar pitching on the temporary and permanent drainage system. Review affected irrigation section to ensure adequate water supply.

Wetland Culverts and small bridges will be designed K13+900-K14+300; Design institute PMO protection and constructed to ensure the water flows are K25+700-K16+10 3 Appendix not blocked and corridors are provided for wildlife.

Environmental

Impact and Implementing Supervising 3 Appendix Issue Mitigation Measures Location Time Frame Agency Agency 3. Construction Preparation

Environmental Prepare environmental clauses in bidding Throughout the Before tenders PMO PMO clauses for documents and technical specifications; project corridor for contractors contractors reference to this EMP and monitoring table.

Environmental Preparation of an environmental operation and Throughout the Before Contractors PMO Operation and supervision manual by the contractors for project corridor construction Supervision approval by the IA. Manual Complaint and Establish a Complaint and Information Office; Throughout the Before Contractors PMO Information ensure staff at Complaint and Information project corridor construction Office Office is well trained to handle complaints, crisis or conflicts. Environmental Environmental specialists for the loan will Before PMO PMO protection provide training on the environmental construction training mitigation measures and supervision. Resumption of Establish a resettlement office comprising local The land and Before the PMO PMO, local land and government officials. property as defined commencement counties and property in the resettlement of resettlement cities government Conduct community consultation programs and plan activities ensure information is disseminated. Ensure that all relocation and resettlement Before activities are reasonably completed. construction Trees protection Replanting plan is proposed for 30 protected K18+150-K18+350; Before Contractor and Heilongjiang trees. Selected contractors must prepare a K22+850-K25+700; construction PMO Forestry Bureau, vegetation replanting layout showing replanting K27+250-K22+700; starts Cuiluan Forestry area, type of replanting, and maintenance K47+800-K48+400; Bureau, program to be undertaken. K76+550-K79+100; Suiling Forestry K100+450- Bureau, K100+550 Tongbei Forestry Bureau Utility relocation Make full preparations and elaborate surveys, Refer to utility Before Contractors, PMO and and cooperate with the relevant departments. location drawings construction PMO, and concerned Traffic management schemes should be starts concerned government established and potential emergencies and departments agencies

Environmental Impact and Implementing Supervising Issue Mitigation Measures Location Time Frame Agency Agency mitigation should be examined. Relocate all utilities subject to prior approval of the concerned agencies. Notice should be prepared to inform the owner of the utility and representatives should be invited to the work site.

Hazardous Rational drainage system should be provided Rivers and bridges Design institute PMO material spill to minimize pollution in case of accidents. prevention Warning signs to be set up on both ends of bridges to slow down vehicles. The maximum load for trucks carrying hazardous goods should be developed. Environmental Each contractor will complete environmental Construction sites Detailed design Contractors PMO, HEPB screening of new screening and provide a list of necessary stage assisting by construction site mitigation measures. Prepare a sketch map of environmental access road all existing roads as access routes to specialists construction sites. Environmental In case of slight or major deviation of alignment Entire project areas When alignment PMO, Design HEPB, ADB impact analysis (or additional physical component), mitigation deviation Institute caused by measures should be proposed and deviation of incorporated into the detailed design, or the alignment, or PMO should form an EIA team to conduct new physical additional environmental assessment and component public consultation. The revised EIA reports should be submitted to HEPB, and the PMO should consult with ADB on the extent of the deviation. Information Information boards, construction timetable, Entire project areas Before PMO PMO disclosure and feedback and complaint hotlines should be construction 3 Appendix consultation installed at the construction sites. The construction unit should contact the relevant departments to set up a pipeline connection scheme and organize temporary pipelines. Water supply and electrical lines should be

installed in case there are temporary cutoffs. 35

Environmental

Impact and Implementing Supervising 3 Appendix Issue Mitigation Measures Location Time Frame Agency Agency Illumination lamps should be fixed and

directed. Detailed measures will be explained in the public hearing. B. Construction Phase 1. Solid Erosion Refuse Collect and dispose of the refuse in landfill in a Within ROW During Contractors CCE, external generated on timely manner. Sort construction waste and construction supervisors, construction recycle refuse if possible. Maximize the reuse PMO, HEPB sites, of excavated soil for backfilling. Strip and construction and stockpile topsoil for revegetation. demolition waste, and excavated soil Subgrade and Subgrade and side slope of embankments may Within ROW During Contractors CCE, external bridge sites be protected by the construction of retaining construction supervisors, walls, drainage collection ditches along the toe PMO, HEPB of the banks, side slope drains, sedimentation ponds, temporally protective measures, and permanent vegetation. Formal surface drainage should be built with retaining walls and stone pitching on sloping areas. Grading temporary and permanent methods of slope stabilization should be introduced together with planting. Disposal sites Construct intercepting ditches and chutes to All disposal sites During Contractors CCE, external prevent outside runoff and divert it from sites to construction supervisors, existing drainage system or ponds. PMO, and local Rehabilitate the disposal sites into grassland, WRBs woodland, or farmland. Borrow areas Strip and stockpile the topsoil, build All borrow sites During Contractors CCE, external intercepting ditches and chutes. Restore or construction supervisors, revegetate the disposal sites into grassland, PMO, and local woodland, or farmland. WRBs Construction Set up hoarding and build temporary drainage All temporal land During Contractors CCE, external sites and ditch, install regular water haul road, cover the use construction supervisors,

Environmental Impact and Implementing Supervising Issue Mitigation Measures Location Time Frame Agency Agency temporary land soil and aggregate materials on the truck. Build PMO, and local use areas drainage ditch and slop protection. Develop WRBs rainy season construction plan. Protect farmland and channels. Rehabilitate temporary sites into grass area, woodland, and farmland. Solid waste from Garbage and sewage from camp sites should Construction sites During Contractors CCE, external work camps and be collected and garbage bins will be provided construction supervisors canteens in the camps and regularly emptied. Garbage collected will be trucked to regional waste sites. Management Preserve existing vegetation, or temporarily Construction sites During Contractors CCE, external measures preserve vegetation. Avoid borrowing and construction supervisors dumping activities. Ensure that documentation for civil works contracts includes specific requirements for soil erosion prevention and definition of contractors’ responsibilities. Dumping is prohibited outside designated dumping sites. All drainage systems should be well maintained. 2. Water Quality Impact on Temporary irrigation and drainage systems will Project corridor Pre-construction Contractors CCE, PMO, street surface and be built and connected. The flow should be and during committees subsurface water rerouted as needed. Construction materials construction flow or drainage such as asphalt should not be kept close to or irrigation construction sites for long periods of time and system should be kept away from sources of water or drainage channels. The erodible materials should be covered to prevent their scouring. Construction in erosion and flood-prone areas should be restricted to the dry season. 3 Appendix Replanting should be completed to facilitate regeneration. Roadside drainage, intercepting ditch, chute, water retaining, various passages, bridge, and culvert structures should be used as needed. Cement concrete collision-proof

safety guardrail and corrugated steel guardrail 37

Environmental

Impact and Implementing Supervising 3 Appendix Issue Mitigation Measures Location Time Frame Agency Agency will be installed. Time schedule for construction

of the bridge structure and culverts should be arranged to avoid farmland irrigation schedule. Construction Effectively manage delivery and storage, Project corridor Pre-construction Contractors CCE, PMO, street materials storage site selection, and cover protection for and during committees management construction materials (such as bitumen). construction Bridge sites, and The boring pile will be used for most of the Bridge sites During Contractors CCE, PMO, river area bridge substructure. The highway bridge construction HEPB construction technical specifications (JTJ 041- 2000) should be followed. The treated wastewater from the bridge construction should meet the standard requirements. Cofferdam is to be used for boring pile construction. Slurry from pile construction should be collected and disposed of. Wastewater should be collected and reused. The land area within 100 m from riverbank should not be taken as earth borrow or temporary waste disposal site. Enclosure retaining and rain cloth should be adopted. A proposed water supply facility and longitudinal bridge deck runoff collection system should be built for some bridges. Water source Conspicuous signs and guardrails should be protection area set up and construction activity should be limited. Boundary stakes should be set up for water source reserves. Special persons should be designated for wastewater pollution prevention and control. Waste from the construction work should be collected and disposed of at designated sites. Forbidden wastewater discharged directly into the water body and construction site should be placed in the water source reserves.

Environmental Impact and Implementing Supervising Issue Mitigation Measures Location Time Frame Agency Agency Wastewater from Discharge domestic wastewater to the nearby Project corridor During Contractors, in CCE, PMO, construction sewer network or have it treated by on-site construction cooperation HEPB workers, package plant. with local canteens communities Vehicle and On-site fueling areas should be designed with All project corridor During Contractors CCE, external equipment protective dikes. The on-site fueling facilities construction supervisors, on maintenance and should be only used for equipment that must behalf of PMO, cleaning be fueled on site, and all vehicles and and HEPB equipment that regularly pass the work site should be fueled off-site. The vehicle and equipment wash area must be properly identified by sign, and properly placed and equipped with a septic tank to collect wash water, which should be taken and treated by appropriate treatment facilities. The wastewater from washing boats should be settled before discharging. A protocol for handling construction materials will be prepared and applied.

3. Air Quality Generation of Avoid truck overloading, and vehicles Project corridor During Contractors CCE, external dust delivering fine materials to the sites must be construction supervisors on covered. Clear the fugitive materials dropped behalf of PMO, on the road in a timely manner. HEPB Contractors will spray road surfaces and work sites. Concrete mixing sites and material storage sites should be properly selected. Works should be discontinued as needed. Forbid burning waste construction materials. 3 Appendix Solvents and volatile materials and clean energy will be used properly. Enclose the demolition sites and road construction sites with colored fencing. Trucks carrying earth, sand, or stone will be covered with tarps.

Proper timetables, routes, and materials 39

Environmental

Impact and Implementing Supervising 3 Appendix Issue Mitigation Measures Location Time Frame Agency Agency classification should be developed.

Set up hoarding for sensitive areas. All the roads used for personnel will be kept clean. Pre-construction monitoring of existing ambient air quality will be undertaken. Emissions from Select appropriate machinery and Project corridor During Contractors PMO, HEPB vehicles and transportation vehicles. Machinery and construction equipment equipment will be fitted with pollution control devices in working order. 4. Noise Noise from Noisy construction work will be stopped and Project corridor, During Contractors CCE, external vehicles, plant, transportation is forbidden during nighttime. particularly construction supervisors, and equipment The IA should consult with the local people important sensitive HEPB about the construction timetable of large spots: all schools machinery. Acoustic screens should be set up and hospitals in the as needed. Use low-noise machinery. Install project area temporary noise barrier; implement traffic control; limit goods loading and honking. 5. Flora and Fauna Loss of or Replanting should be arranged or replaced by Project corridor During Contractors External damage to flora use of seedlings to restore vegetation. Original construction supervisors, and fauna surface layer soil should be stored to ensure HEPB vegetation recovery. All works will be carried out by minimizing damage to flora and fauna, and construction workers will be instructed to protect natural resources, fauna, and flora. Strict supervision and management should be strengthened to minimize damage to the frog’s habitat. Certain noise and vibration reduction measures should be adopted. 6. Cultural Heritage Sites Cultural heritage Protect and report possible culture heritage to Project corridor During Contractors, Heilongjiang the Heilongjiang Cultural Bureaus. construction PMO Cultural Bureaus, PMO

Environmental Impact and Implementing Supervising Issue Mitigation Measures Location Time Frame Agency Agency 7. Health and Safety Loss of access The contractor will provide safe and convenient Project corridor and During Contractors PMO passages for the public. nearby area construction and PMO Health aspects An education program for HIV and STDs will Work camps and During PMO in PMO, such as illness of be implemented concurrently with the Project. neighboring construction cooperation Heilongjiang workers, spread Maintain efficient sanitation in the construction villages with local health authorities of HIV and STIs area, and provide health check for workers. health Safety training and management should be authorities strengthened and construction workers will be equipped with personnel protection devices. 8. Landscape Visual quality of Construction sites should be well organized. Project corridor and During Contractors PMO landscape Construction activities should be carried out in nearby area construction and PMO affected by a timely manner and construction sites should construction be fenced, cleaned up and restored. activities 9. Social Lives of the Further public consultations with local residents Residential areas Before PMO PMO residents should be conducted to inform them about construction project activities and obtain comments. starts 10. Tourist Attractions Wudalianchi The impact of construction to the scenic zone Wudalianchi During Contractors PMO Geo-park will be minimized and sound insulation facilities Geo-park construction should be used to minimize noise impacts to sensitive spots. 11. Environmental Supervision Appendix 3 3 Appendix Environmental The IA will set up an environmental Project corridor During PMO PMO, HEPB supervision and management office for internal supervision and construction monitoring a contract with a professional environmental supervision company for external supervision. PMO, local county and city EPBs, and local WRBs will also be involved. The EMP will be implemented and the inspection report will be 41

Environmental

Impact and Implementing Supervising 3 Appendix Issue Mitigation Measures Location Time Frame Agency Agency sent to the PMO and HEPB.

C. Operation Phases 1. Environmental The IA will hire a licensed environmental The project roads Within first Licensed HEPB Acceptance consulting or monitoring institute to conduct an area 3 months of institutes Audit environmental survey and monitoring report for operation or no contracted by project acceptance within the first 3 months of later than 1 year, HHAB operation or no later than 1 year with with permission permission from HEPB. from HEPB 2. Air Quality Set energy efficiency targets and offer tax The project roads Operation phase HHAB HEPB incentives. Heilongjiang government has a area program of vehicle emissions control by requiring a vehicle test. Clean energy and energy-saving equipment (coal-fired boiler) and appliances (oil-smoke cleaning system) should be used. Trucks to delivery bulk materials should be required to prevent spillage. 3. Noise Install soundproof windows and sound barriers Affected houses Construction and Contractors, HEPB in some sensitive areas. Set up no-horn sign and schools operation period HHAB and control vehicle speed. Periodical maintenance of sound barriers and good maintenance of pavement and timely repair of damaged pavements. 4. Water Maintenance and Storm water should not be drained directly into All project Beginning and County HEPB management of class I rivers and tributaries but must pass corridors, end of each departments storm water through detention ponds. All storm drains must especially the monsoon responsible for be periodically cleared to maintain storm water urban stretches drainage flow. maintenance, HHAB Water pollution Sewage at toll stations will be treated in septic All service areas Throughout Rest and toll HHAB, HEPB from sewage and tanks, and then used as fertilizer. Solid waste and toll gates operation phase area operators garbage will be sorted in multi-compartment collection bins and reused. Oil traps will be maintained and monitored regularly. Truck loaded with solid materials should be covered and garbage

Environmental Impact and Implementing Supervising Issue Mitigation Measures Location Time Frame Agency Agency containers should be provided at each of the service areas. 5. Flora and Protected trees and vegetation removed Project area Operation period HHAB and Heilongjiang Fauna should be replanted. Forest farms that have local forestry Forestry Bureau, dealt with tree planting should be involved in bureaus HEPB this landscaping work. Trees and grass should be planted on the separation belts and areas outside the roads. Flower beds or evergreen trees should be set in the spaces between buildings. Use of natural conditions to carry out landscaping works, and trees and grass will be planted. Attention should be paid to the selection of plants and their layout. Plants selected should meet the requirement for impacts mitigation. To implement greening engineering for the road area, the maintenance of the planted vegetation and trees should be contracted to local communities to ensure the plants survive. 6. Transportation Spill contingency plan, emergency response, Project corridor During operation HHAB in Public security of Hazardous monitoring, and reporting will comply with PRC consultation departments, Goods regulations. An emergency response team will with public HEPB be engaged under a spill-management plan in security case of a spill. departments 7. Monitoring and Environmental monitoring program will be Project corridor During CCE, HHAB, HEPB Inspection implemented. Monitoring report will be sent to construction and contracted PMO, HEPB, and ADB to assess the needs of operation supervisors, further mitigation measures. monitoring institutes

ADB = Asian Development Bank, CCE = chief construction engineer, EIA = environmental impact assessment, EMP = environmental management plan, 3 Appendix EPB = environmental protection bureau, HEPB = Heilongjiang Environmental Protection Bureau, HHAB = Heilongjiang Highway Administration Bureau, IA = implementing agency, m = meter, PMO = project management office, PRC = People’s Republic of China, ROW = right-of-way, STI = sexually transmitted infection, WRB = water resource bureau. Sources: Environmental impact assessment report and technical assistance consultants. 43

44 Appendix 3

Table A3.2: Estimated Major Environmental Mitigation Costs

Pollution Environment Protection Investment Source Facility CNY'000 Effects Progress Environmental Functional Design in the Main Part of the Project Water and soil conservation and 139,508.7 Re-farm or vegetation Construction period environmental protection recovery (2009–2011)

Increased environmental protection cost Wastewater Septic tank (63) 1,260.0 Mitigate sewage pollution in Construction period construction period (2009–2011) Work site sediment pond 1,260.0 Mitigate sewage pollution in Construction period (63) construction period (2009–2011) 2-stage sewage treatment 2,400.0 Mitigate sewage pollution in Operation period (60) operation period 2012 in operation Improved septic tank (13) 390.0 Mitigate sewage pollution in Operation period operation period 2012 in operation Class II, water body area 12,360.0 Prevention water pollution Operation period section (bridge) runoff clean 2012 in operation (16 sites 1,517.18 m); Emergency response pond 32 Emergency response 7 sites 1,050.0 Operation period CNY150,000 each (2012) Emergency response truck 800.0 Emission Sprinkling truck 1,800.0 Dust reduction rate >70% Construction period (one for 4–5 sections, total of 2009–2011 12) Sprinkling truck 7 1,050.0 Dust reduction rate >70% Operation period (maintenance gang) 2012 in operation Cleaner 7 1,050.0 Reduce pavement dust Operation period (maintenance gang) 2012 in operation Oil-smoke filter (4) 200.0 Oil smoke cleaning rate 75% Operation period 2012 in operation Use mold coal boiler, 17 sets 3,400.0 Boiler emission up to standard Operation period with sulfur and/or dust 2012 in operation removal unit Solid waste Garbage truck (21) 4,200.0 Garbage disposed of at Operation period designated site 2012 in operation Noise Noise barrier 1,620.0 Designed noise reduction 5– Construction or near 10dB operation period Sound insulation window 76.0 Control traffic noise, with noise reduction no less than 15dB Ecosystem 30% of water conservation 69,204.5 Eco-restoration (re-farming, After construction costs CNY164.52 million vegetation recovery, protection) Others Signs used in construction 630.0 Warn drivers to slow down and Construction period period use precaution in nature (2009–2011) reserves

Appendix 3 45

Pollution Environment Protection Investment Source Facility CNY'000 Effects Progress Signs used in operation 630.0 Warn drivers to slow down and Construction or near period use precaution in nature operation period reserves Environmental engineering 1,000.0 Ensure environmental 2009 design engineering work quality Environmental monitoring 3,702.0 Start in construction and Construction and operation period operation period Personnel training 1,000.0 Raise awareness and 2009 environment Management level Public awareness 200.0 Enhance environment 2009 protection consciousness Environmental training 12,000.0 Ensure measures are Construction and implemented operation period Completion acceptance and 2,000.0 Enhance environment 2013 Post assessment protection, consciousness, improved work Subtotal 296,108.70

Unforeseen cost (=subtotal×5％) 14,805.44

Total 310,914.10 dB = decibel. Source: Environmental impact assessment report.

46 Appendix 3 Table A3.3: Environmental Monitoring Program

Reporting Item Monitoring and Supervision Details Timing Executing Unit Responsibility A. Pre-construction Alignment Confirm that unfavorable geological Before Design Institute PMO selection and sites and environmentally sensitive construction design sites are avoided and mitigation starts measures are incorporated in the design EIA and public Confirm public consultation has been Before EIA IA PMO, HEPB consultation conducted after draft EIA and before approval the final approval Prime farmland Confirm the land use plan has been Before PMO Provincial Land modified and approved construction and Resource Bureau Loss of access Review drawings of underpasses and Detail design PMO Design overpasses Institute Environmental Confirm the clauses and specifications Bidding PMO with PMO clauses contract have been drawn and reviewed by document assistance from and loan covenant environmental specialists preparation Design Institute, environmental specialists Environmental Manual is prepared and reviewed Before Environmental PMO Operation and groundbreaking specialists on Supervision behalf of PMO Manual Complaint and Confirm that Complaint and Before PMO PMO Information Office Information Office has been breaking established with qualified staff ground Environmental Confirm that training has been Before Environmental PMO Protection provided to staff members as construction specialists or Training Program designated institutes on behalf of PMO Resumption of land See resettlement plan and property Removal of trees Confirm vegetation removal and Prior to PMO Heilongjiang and landscaping replanting sketch plans have been groundbreaking Forestry submitted to local Forestry Bureau Department, and permit is received from Heilongjiang Forestry Bureau Utility Relocation See resettlement plan Environmental Review the screening tables and Prior to PMO HEPB screening of new sketch maps of new construction sites groundbreaking construction site, and access roads to ensure that access road environmental impacts and mitigation measures have been properly identified

Appendix 3 47

Reporting Item Monitoring and Supervision Details Timing Executing Unit Responsibility B. Construction Soil erosion Inspect whether erosion control During CCE, a HWRB measures are in place and functioning construction professional supervision company contracted by PMO Water quality (i) Inspect whether water quality During A professional HEPB prevention measures are in place, construction supervision especially in the areas near the company water protection. contracted by (ii) Conduct water quality samplings PMO for item and analysis defined in Table A3.4 (i), and a (iii) Determine any future mitigation monitoring measures if necessary institute contracted by PMO for items (ii) and (iii) Dust control (i) Inspect if dust suppression (i.e., During A professional PMO, HEPB watering of roads at least twice per construction supervision day during dry season) and cleanup company of mud on paved community roads contracted by used as access roads are being PMO for item conducted and are effective at (i), and a specific point sources monitoring (ii) Conduct air quality samplings and institute analysis contracted by (iii) Determine any future mitigation PMO for items measures if necessary (ii) and (iii) Construction Conduct monthly checks on vehicle Monthly Contractor, PMO, HEPB vehicle and emission certification and visual working with equipment observation on visible smoke from EPB emission control machinery Noise Inspect if noise depression measures During A professional PMO, HEPB are implemented as defined in EMP construction supervision company contracted by PMO Flora and fauna, Inspect if the mitigation measures are During A professional PMO, including three implemented properly as defined in construction supervision Heilongjiang natural reserves EMP company Forestry contracted by Bureau PMO, working with local forestry bureaus Loss of access Ensure to provide temporal safe and During Contactors PMO and local convenient passages for vehicles, construction communities pedestrians, and livestock to access their property during construction periods

Ensure that overpasses and underpasses are built along alignment as defined in detail design

48 Appendix 3

Reporting Item Monitoring and Supervision Details Timing Executing Unit Responsibility C. Operation Project Ensure that environmental survey Within the first HHAB HEPB environmental and/or monitoring reports for project 3 months of acceptance audit acceptance have been prepared and operation or no sent to HEPB for approval. later than 1 year with Ensure that the project receives permission environmental acceptance by HEPB; if from HEPB not, mitigation measures will be taken. Vehicle emission Vehicles are required to take an Annual check HEPB Vehicle HEPB control enforced I/M by HEPB during Safety and operation Emission Test Center Noise Ambient noise monitoring, including Once quarterly, Environmental HEPB the predicted exceedance sites, will be 1 day for two monitoring required to determine whether any samplings each institutes additional mitigation measures or time (daytime contracted by compensation will be required in the and nighttime) HHAB future, and mitigation measures shall be implemented if any significant exceedance of PRC standards or regulations. Transportation of Confirm that the contingency plan has Before Public securities, Public hazardous goods been worked out operation starts HHAB securities Soil conservation Inspect quality of preventive works of Once per year A supervision HWRB and vegetation side slope of cutting and filing site. company Inspect vegetation survival and contracted by coverage rate. Site survey and/or HHAB standard measurement of soil erosion during rainy season. CCE = chief construction engineer, EIA = environmental impact assessment, EMP = environmental management plan, EPB = environmental protection bureau, HEPB = Heilongjiang Environmental Protection Bureau, HHAB = Heilongjiang Highway Administration Bureau, HWRB = Heilongjiang Water Resource Bureau, IA = implementing agency, PMO = project management office, PRC = People’s Republic of China. Notes: 1. Detailed internal monitoring program during the construction and operation phases will be prepared at the beginning of project implementation by PMO, IA and EMCs. 2. In addition to regular compliance monitoring, other unannounced monitoring will be carried out to determine compliance. Source: Environmental impact assessment report.

Appendix 3 49

Table A3.4: Environmental Sampling Program

Phase and Environmental Implementing Review Aspect Location Parameters Frequency Institutes Agency 1. Construction Water 100 meters pH, BOD, COD, Twice a year for Commissioned to PMO, downstream of SS, ammonia two construction qualified HEPB Xiaojizhua River, nitrogen grease seasons; 1 day environmental Numin River, Namuer once. monitoring agency river, Nenjiang River Noise Yuejin Forest farm, LAeq Once a month, Environmental PMO, Yongfeng Primary 2 days each time, supervisor HEPB School, Shuangquan twice a day commissioned to Primary School, and (daytime and qualified Yinlonghe Farm nighttime) environmental plus random monitoring agency sampling

Air Houshengli Village TSP, NO2 Twice a year Commissioned to PMO, plus construction sites (once per qualified HEPB near sensitive areas construction environmental such as schools, season); monitoring agency hospitals, and 3 days each time residential areas 2. Operation Water Namuer river pH, BOD, COD Twice a year Commissioned to HHAB, Nenjiang river ammonia 1 day each time qualified HEPB Wudalianchi Service nitrogen environmental Area oil, SS Twice a year monitoring agency pH, COD, oil 3 days SS, grease Noise Lihuama village, LAeq 4 times a year, Commissioned to HHAB, Nenjiang Farm No.5 2 days each time, qualified HEPB sub-Farm twice each day environmental No. 2 Seeds Farm monitoring agency

Air Houshengli village SO2, TSP, PM10 Twice a year, Commissioned to HHAB, NO2, CO 3 days each time qualified HEPB environmental monitoring agency BOD = biochemical oxygen demand, CO = carbon oxide, COD = chemical oxygen demand, HEPB = Heilongjiang Environmental Protection Bureau, HHAB = Heilongjiang Highway Administration Bureau, LAeq = equivalent continuous A-weighted sound pressure level, NO2 = nitrogen dioxide, pH = Measure of Acidity/Alkalinity, PMO = project management office, SS = suspended solid, TSP = total suspended particle. Sources: Environmental impact assessment report and technical assistance consultants.

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

Supplementary Appendix M Traffic Forecast Results

S App M - 1

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

Table 1 Total Traffic for Yichun-Bei’an AADT-PCU Passenger Freight Total Small Large Small Medium Large Trailer 2014 3,578 651 1,138 651 1,220 895 8,132 2015 4,225 768 1,344 768 1,440 1,056 9,603 2016 4,684 937 1,353 729 1,561 1,145 10,408 2017 5,076 1,015 1,466 790 1,692 1,241 11,281 2018 5,502 1,100 1,589 856 1,834 1,345 12,227 2019 5,964 1,193 1,723 928 1,988 1,458 13,252 2020 6,464 1,293 1,867 1,005 2,155 1,580 14,364 2021 7,063 1,535 1,842 1,075 2,303 1,535 15,354 2022 7,549 1,641 1,969 1,149 2,462 1,641 16,412 2023 8,070 1,754 2,105 1,228 2,631 1,754 17,543 2024 8,626 1,875 2,250 1,313 2,813 1,875 18,752 2025 9,221 2,004 2,405 1,403 3,007 2,004 20,045 2026 9,899 2,317 2,317 1,264 3,370 1,896 21,062 2027 10,402 2,434 2,434 1,328 3,541 1,992 22,131 2028 10,930 2,558 2,558 1,395 3,721 2,093 23,255 2029 11,485 2,688 2,688 1,466 3,910 2,199 24,436 2030 12,068 2,824 2,824 1,541 4,108 2,311 25,676 2031 12,680 2,968 2,968 1,619 4,317 2,428 26,979 2032 13,353 3,125 3,125 1,705 4,546 2,557 28,410 2033 13,897 3,253 3,253 1,774 4,731 2,661 29,569

Table 2 PCU-Vehicle Conversion Factor Passenger Freight Total Small Large Small Medium Large Trailer 1.0 1.5 1.0 1.5 2.0 3.0

Table 3 Total Traffic for Yichun-Bei’an AADT-Vehicle Passenger Freight Total Small Large Small Medium Large Trailer 2014 3,578 434 1,138 434 610 298 6,492 2015 4,225 512 1,344 512 720 352 7,666 2016 4,684 624 1,353 486 781 382 8,309 2017 5,076 677 1,466 526 846 414 9,006 2018 5,502 734 1,589 571 917 448 9,761 2019 5,964 795 1,723 618 994 486 10,580 2020 6,464 862 1,867 670 1,077 527 11,467 2021 7,063 1,024 1,842 717 1,152 512 12,309 2022 7,549 1,094 1,969 766 1,231 547 13,157 2023 8,070 1,170 2,105 819 1,316 585 14,064 2024 8,626 1,250 2,250 875 1,406 625 15,033 2025 9,221 1,336 2,405 935 1,503 668 16,069 2026 9,899 1,545 2,317 842 1,685 632 16,920 2027 10,402 1,623 2,434 885 1,771 664 17,779 2028 10,930 1,705 2,558 930 1,860 698 18,682 2029 11,485 1,792 2,688 977 1,955 733 19,630 2030 12,068 1,883 2,824 1,027 2,054 770 20,626

S App M - 2

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

2031 12,680 1,978 2,968 1,079 2,158 809 21,674 2032 13,353 2,083 3,125 1,136 2,273 852 22,823 2033 13,897 2,168 3,253 1,183 2,366 887 23,754

Table 4 Total Traffic for Bei'an-Wudalianchi AADT-PCU Passenger Freight Total Small Large Small Medium Large Trailer 2014 4,188 761 1,332 761 1,428 1,047 9,517 2015 4,693 853 1,493 853 1,600 1,173 10,665 2016 5,112 1,022 1,477 795 1,704 1,250 11,360 2017 5,445 1,089 1,573 847 1,815 1,331 12,099 2018 5,799 1,160 1,675 902 1,933 1,418 12,887 2019 6,176 1,235 1,784 961 2,059 1,510 13,725 2020 6,579 1,316 1,900 1,023 2,193 1,608 14,619 2021 7,111 1,546 1,855 1,082 2,319 1,546 15,458 2022 7,518 1,634 1,961 1,144 2,452 1,634 16,344 2023 7,950 1,728 2,074 1,210 2,592 1,728 17,282 2024 8,406 1,827 2,193 1,279 2,741 1,827 18,274 2025 8,888 1,932 2,319 1,353 2,898 1,932 19,322 2026 9,501 2,224 2,224 1,213 3,235 1,819 20,216 2027 9,941 2,327 2,327 1,269 3,384 1,904 21,151 2028 10,401 2,434 2,434 1,328 3,541 1,992 22,130 2029 10,882 2,547 2,547 1,389 3,705 2,084 23,154 2030 11,386 2,665 2,665 1,453 3,876 2,180 24,225 2031 11,913 2,788 2,788 1,521 4,055 2,281 25,346 2032 12,487 2,923 2,923 1,594 4,251 2,391 26,569 2033 12,993 3,041 3,041 1,659 4,423 2,488 27,645

Table 5 Total Traffic for Bei'an-Wudalianchi AADT-Vehicle Passenger Freight Total Small Large Small Medium Large Trailer 2014 4,188 508 1,332 508 714 349 7,598 2015 4,693 569 1,493 569 800 391 8,514 2016 5,112 682 1,477 530 852 417 9,069 2017 5,445 726 1,573 565 907 444 9,659 2018 5,799 773 1,675 601 966 473 10,288 2019 6,176 824 1,784 641 1,029 503 10,958 2020 6,579 877 1,900 682 1,096 536 11,671 2021 7,111 1,031 1,855 721 1,159 515 12,392 2022 7,518 1,090 1,961 763 1,226 545 13,103 2023 7,950 1,152 2,074 806 1,296 576 13,854 2024 8,406 1,218 2,193 853 1,371 609 14,649 2025 8,888 1,288 2,319 902 1,449 644 15,490 2026 9,501 1,483 2,224 809 1,617 606 16,240 2027 9,941 1,551 2,327 846 1,692 635 16,991 2028 10,401 1,623 2,434 885 1,770 664 17,778

S App M - 3

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

2029 10,882 1,698 2,547 926 1,852 695 18,600 2030 11,386 1,776 2,665 969 1,938 727 19,461 2031 11,913 1,859 2,788 1,014 2,028 760 20,361 2032 12,487 1,948 2,923 1,063 2,125 797 21,343 2033 12,993 2,027 3,041 1,106 2,212 829 22,208

Table 6 Total Traffic for Longzhen-Nenjiang AADT-PCU Passenger Freight Total Small Large Small Medium Large Trailer 2014 1,728 314 550 314 589 432 3,927 2015 1,990 362 633 362 679 498 4,523 2016 2,197 439 635 342 732 537 4,883 2017 2,372 474 685 369 791 580 5,271 2018 2,561 512 740 398 854 626 5,690 2019 2,764 553 799 430 921 676 6,142 2020 2,984 597 862 464 995 729 6,631 2021 3,257 708 850 496 1,062 708 7,079 2022 3,477 756 907 529 1,134 756 7,559 2023 3,712 807 968 565 1,211 807 8,071 2024 3,964 862 1,034 603 1,293 862 8,617 2025 4,232 920 1,104 644 1,380 920 9,200 2026 4,514 1,057 1,057 576 1,537 864 9,605 2027 4,713 1,103 1,103 602 1,604 902 10,028 2028 4,920 1,152 1,152 628 1,675 942 10,469 2029 5,137 1,202 1,202 656 1,749 984 10,929 2030 5,363 1,255 1,255 685 1,826 1,027 11,410 2031 5,598 1,310 1,310 715 1,906 1,072 11,911 2032 5,845 1,368 1,368 746 1,990 1,119 12,435 2033 6,078 1,423 1,423 776 2,069 1,164 12,933

Table 7 Total Traffic for Longzhen-Nenjiang AADT-Vehicle Passenger Freight Total Small Large Small Medium Large Trailer 2014 1,728 209 550 209 295 144 3,135 2015 1,990 241 633 241 339 166 3,611 2016 2,197 293 635 228 366 179 3,898 2017 2,372 316 685 246 395 193 4,208 2018 2,561 341 740 266 427 209 4,543 2019 2,764 369 799 287 461 225 4,904 2020 2,984 398 862 309 497 243 5,293 2021 3,257 472 850 330 531 236 5,675 2022 3,477 504 907 353 567 252 6,060 2023 3,712 538 968 377 605 269 6,470 2024 3,964 574 1,034 402 646 287 6,908 2025 4,232 613 1,104 429 690 307 7,376 2026 4,514 704 1,057 384 768 288 7,716 2027 4,713 735 1,103 401 802 301 8,055 2028 4,920 768 1,152 419 837 314 8,410

S App M - 4

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

2029 5,137 801 1,202 437 874 328 8,780 2030 5,363 837 1,255 456 913 342 9,166 2031 5,598 874 1,310 476 953 357 9,569 2032 5,845 912 1,368 497 995 373 9,990 2033 6,078 948 1,423 517 1,035 388 10,389

Table 8 Total Traffic for Nenjiang-Border AADT-PCU Passenger Freight Total Small Large Small Medium Large Trailer 2014 1,899 345 604 345 648 475 4,317 2015 2,246 408 715 408 766 562 5,105 2016 2,527 505 730 393 842 618 5,616 2017 2,780 556 803 432 927 680 6,178 2018 3,059 612 884 476 1,020 748 6,797 2019 3,365 673 972 523 1,122 823 7,477 2020 3,702 740 1,069 576 1,234 905 8,226 2021 4,078 887 1,064 621 1,330 887 8,866 2022 4,396 956 1,147 669 1,433 956 9,556 2023 4,738 1,030 1,236 721 1,545 1,030 10,300 2024 5,107 1,110 1,332 777 1,665 1,110 11,101 2025 5,504 1,197 1,436 838 1,795 1,197 11,965 2026 6,013 1,407 1,407 768 2,047 1,151 12,794 2027 6,429 1,505 1,505 821 2,189 1,231 13,679 2028 6,874 1,609 1,609 878 2,340 1,316 14,626 2029 7,350 1,720 1,720 938 2,502 1,408 15,639 2030 7,859 1,839 1,839 1,003 2,675 1,505 16,722 2031 8,403 1,967 1,967 1,073 2,861 1,609 17,879 2032 8,985 2,103 2,103 1,147 3,059 1,721 19,117 2033 9,434 2,208 2,208 1,204 3,212 1,807 20,073

Table 9 Total Traffic for Nenjiang-Border AADT-Vehicle Passenger Freight Total Small Large Small Medium Large Trailer 2014 1,899 230 604 230 324 158 3,446 2015 2,246 272 715 272 383 187 4,075 2016 2,527 337 730 262 421 206 4,483 2017 2,780 371 803 288 463 227 4,932 2018 3,059 408 884 317 510 249 5,426 2019 3,365 449 972 349 561 274 5,969 2020 3,702 494 1,069 384 617 302 6,567 2021 4,078 591 1,064 414 665 296 7,108 2022 4,396 637 1,147 446 717 319 7,661 2023 4,738 687 1,236 481 772 343 8,257 2024 5,107 740 1,332 518 833 370 8,900 2025 5,504 798 1,436 558 897 399 9,592 2026 6,013 938 1,407 512 1,023 384 10,278 2027 6,429 1,003 1,505 547 1,094 410 10,989 2028 6,874 1,073 1,609 585 1,170 439 11,750

S App M - 5

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

2029 7,350 1,147 1,720 626 1,251 469 12,563 2030 7,859 1,226 1,839 669 1,338 502 13,433 2031 8,403 1,311 1,967 715 1,430 536 14,363 2032 8,985 1,402 2,103 765 1,529 574 15,357 2033 9,434 1,472 2,208 803 1,606 602 16,125

S App M - 6

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

Supplementary Appendix N Heilongjiang Maps

S App N - 1

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

Heilongjiang State Farm Location Map

State Farms – Colored Areas

S App N - 2

Heilongjiang Road Development II (TA 7117 – PRC) Final Report

Heilongjiang Forest Bureau Location Map

Forest Bureaus – Colored areas with red color names

S App N - 3

Supplementary Appendix O Rural Road and Rural Transport Services Heilongjiang Road Development II (TA 7117 – PRC) Final Report

TABLE OF CONTENTS

1. INTRODUCTION...... 2 1.1 Connection Nodes to the Project...... 2 1.1.1 Interchanges ...... 2 1.1.2 Level Crossings...... 3 1.1.3 Link Roads ...... 3 1.2 Influenced Areas ...... 4 2. RURAL ROAD NETWORK ...... 4 2.1 Provincial Rural Road Planning ...... 4 2.1.1 Objective of the Plan ...... 4 2.2 Implementation of the plan...... 6 2.3 Assessment of Connectivity to This Project ...... 10 2.3.1 Grade separations without ramps ...... 10 3. RURAL BUS STATIONS...... 20 3.1 Provincial Development Plan ...... 20 3.1.1 Objective of the plan ...... 20 3.1.2 Bus Station Classification...... 21 3.1.3 Capital Sources and Construction Schedule...... 23 3.1.4 Criteria to Set up Bus Station...... 23 3.2 Implementation of Rural bus station Plan...... 24 4. RURAL PASSENGER TRANSPORT SERVICE...... 24 4.1 Current Situation of Rural Passenger Transport ...... 24 4.1.1 Transport needs and characteristic...... 24 4.1.2 Operators and market entry policies ...... 25 4.1.3 Connectivity status and related polices...... 26 4.1.4 Type of buses...... 29 4.1.5 Rate of service ...... 31 4.1.6 Safety issues...... 31 4.2 Assessment of Current Rural Transport System...... 31 4.2.1 Connectivity...... 31 4.2.2 Accessibility...... 32 4.2.3 Affordability ...... 32 4.2.4 Problems and Issues...... 32 5. CONCLUSIONS AND RECOMMENDATIONS...... 33 5.1 Conclusions...... 33 5.2 Recommendations ...... 33 6. PROPOSED COMPONENTS OF THIS PROJECT ...... 33 6.1 Rural Roads ...... 33 6.2 The Bus Stations...... 44 6.3 Action plan of Policy Reform ...... 62

ATTACHEDMENT 1: MAP OF RURAL ROAD NETWORK ALONG THIS PROJECT (PROVIDED BY PHAB) ...... 67 ATTACHMENT 2: MAP OF RURAL ROAD NETWORK ALONG THIS PROJECT (PROVIDED BY HLJ FARM BUREAU)...... 68 ATTACHMENT3: DISTRIBUTION MAP OF SELECTED BUS STATIONS ...... 69 ATTACHMENT4: LEVEL CROSSINGS...... 70 ATTACHMENT5: PHOTOS OF PROPOSED RURAL ROADS...... 72

S App O - 1 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

HEILONGJIANG ROAD DEVELOPMENT II PROJECT

RURAL ROAD AND TRANSPORT SERVICE ANALYSIS 1. INTRODUCTION

1. The proposed project covers Yichun city, Suihua city, and Heihe prefecture. General trend of the proposed project is from southeast to northwest, originating from Hegang-Harbin expressway at the point of pile number 35 km, and ending at the boundary of Heilongjiang and Inner Mongolia. Main control points of the alignment is Kunlunqi forest farm, Yuejin forest farm, Yaodian, Hongxing farm, Bei’an city, Wudalianchi city, Long Town, Wudalianchi scenic zone, Weishan farm, Geqiushan farm, Qixingpao farm, Nenjiang farm, and Nenjiang county. Total length of this project is 357.43 km.

2. The east part of this project is in the area of Xiaoxing’anling Mountains, along this section, towns and villages are rare, mainly forest farms scattered. The mountains stretches west and meet Songnen plain at Bei’an, and in this area, gradually, forest gives its position to farm, more towns and villages appear.

3. Because of constraints of Xiaoxing’anling Mountains and water systems along this project, local roads generally run in northeast-southwest direction, short of efficient east-west connections. At present, Yichun and Bei’an are blocked by Xiaoxing’anling Mountain, in the 220km long distance, only parts are available for roads under class III. From Wudalianchi to Nenjiang, in the 116 km period, current road is under class III with gravel pavement. From Nenjiang to the provincial boundary, there is no classified road as yet.

4. The proposed project will provide an efficient transverse connection for the local rural roads, and this will improve transport services greatly in the nearby areas. Provided better links with the outside world, local people will improve access to information, health, schooling and social interaction; get more proximity of markets and sources of agricultural and other inputs, more availability of extension services, larger scope for increased output, and more opportunities available for earning non-farm cash income. Derivative lowering vehicle operating costs (VOCs) will benefits local people in case that the savings are passed on to users. This all will improved rural life and alleviation of poverty.

1.1 Connection Nodes to the Project

5. The local rural road networks are connected to this project at nodes of interchanges and level crossings. Some important local centers, which are at some distance from this project, are considered of branch roads links.

1.1.1 Interchanges

6. Five interchanges are set in the expressway section. Of which, two are Y-shaped hub interchanges, and three are three-leg shaped interchanges. The Y-shaped hub-interchanges are designed to divert traffic between expressways; vehicles are not allowed to go in and out there. Local roads can only be connected to this project via the three three-leg shaped interchanges. There are still other four three-legged interchanges of other projects which can

S App O - 2 Heilongjiang Road Development II (TA 7117 – PRC) Final Report be used to connect local roads to this project. Table 1 shows detail information of interchanges which can be used to connect local roads to this project.

Table 1 Three legged interchanges No Interchange Link road Expressway 1 Yaohe interchange National road G222 Yichun-Suihua 2 JIanxing The highway connecting Suileng to Tongxiang This project Highway from Hongxing farm to Qianjin This project 3 Qianjin operation division 4 Wudalianchi Highway from Bei’an to Wudalianchi This project 5 Bei’an East interchange Suihua-Bei’an Highway Suihua- Bei’an 6 Bei’an North interchange Suihua-Bei’an highway Suihua-Bei’an 7 Zhanhe interchange National road G202 Jilin-Heihe

1.1.2 Level Crossings

7. According to the preliminary design, along this project, 89 level crossings are designed (see Attachment 4 for detail information), of which, 11 level crossings are set up along the expressway section, the other 78 are along the class I and class II sections.

8. The 11 level crossings in expressway section are set for use of forest fire protection. These level crossings are set besides some of the grade separations, under passes, or over passes for the rural roads, usually closed and can only be used in emergency of forest fire. By these level crossings, fire-fighting equipments and troops can be transferred through expressway and reach the fire sites quickly.

9. Crossings in the class I and class II sections are designed to connect local roads, and make this project serve the local directly. The crossed roads include classified roads and some plowing roads. This may ensure the rural area use this project conveniently.

1.1.3 Link Roads

10. The current provincial highway, S303, passes very near to Geqiushan farm, Qixingpao farm and Nenjiang town, but the new alignment deviates some distances from these three. Considering of the importance of these three local centers, branch lines are considered.

11. Nenjiang town, as the capital of Nenjiang County, is the most important part in this area. As the main access to the outside, this project will influence the local development greatly. Geqiushan farm and Qixingpao farm are two big farms in this area, and this project is the only access of these farms to the outside. By this road, transport of foodstuffs and means of production will be greatly improved.

Table 2 Link roads of this project Branch road Connected Class Length (km) Connecting node Nenjiang branch Nenjiang town I 3.31 G111 Intersection Geqiushan branch Geqiushan Farm III 1.06 Intersection @ K40+60 Qixingpao branch Qixingpao farm III 0.73 Intersection @ K51+600

S App O - 3 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

1.2 Influenced Areas

12. The influence of this project to local rural transport service radiate from the connecting nodes. Adjacent areas are influenced directly; areas at some distance are influenced indirectly.

13. Transport needs are mainly influenced by the development of economy, patterns of social and economic activity. In more developed areas, economic activities and social activities are more frequent, and outward transport needs are generally strong. On the contrary, in undeveloped areas, the activities are less, and there is less contact to the outside accordingly. The influence of this project in more developed areas will be farther than undeveloped areas.

14. This project passes mainly forest and farm areas. The development of economy in all the project areas is relatively backward. In comparison, the east part of this project, the Xiaoxing’anling Mountains areas, is more remote, less populated, and much un-development. Because of the limited felling policy, the forest farms in this area had kept declining for a long time. Measures to stimulate economic developments by fostering diversifying economy have been applied, and this relies greatly on outward connections. The proposed project will play such a role and benefits around forest farms greatly.

15. The effects are also related to the quality of feeder roads. If the feeder road is in a high class and in good condition, the influence will extend farther. Connectivity of local roads to the feeder roads are in no doubt the premises in any situation.

16. The direct influenced areas are considered as the adjacent towns/farms/forest farms around the interchanges and level crossings of this project; indirect influenced areas are considered as the towns, farms, and forest farms in Yichun, Suileng, Bei’an, Wudalianchi, and Nenjiang.

17. With regard to the connectivity to this project, for the direct influenced areas, the rural road network should be considered on the village road level, ensure that all the villages are well connected to feeder roads to this project; for the indirect influenced areas, pay attention to town level rural roads, ensure that towns in these areas have well access to use this project. 2. RURAL ROAD NETWORK

2.1 Provincial Rural Road Planning

2.1.1 Objective of the Plan

18. HLJ has a coverage area of 454 thousand km2, with population of 38.13 million, of which, rural population is 19.96 million. The province has 65 cities/counties, 69 districts, 944 towns, and 9157 administrative villages. The farm bureau has 9 sub-bureaus, 105 farms, and 2286 groups (equal to administrative village). The rural road network, including county road, town road, village road, and some special purpose road, is the base of connectivity of the territory.

19. I n 2000, NDRC and MOC issued policies in order to accelerate the development of rural roads. Based upon these policies and the 30-year plan of highway network of this province, HLJ made the 11th FYP and long-term goals by 2020 of rural roads. According to the plan, rural road development goals of by 2010 and 2020 are as in the following table.

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Table 3 Goals of rural road development by 2010 and 2020 2010 2020 All towns and administrative villages are County to county roads are high grade highways, important connected with roads county to county passage are class i highways All towns and 55% of administrative villages Connect County to town and adjacent towns with have concrete or asphalt pavement roads concrete/asphalt pavement roads; county to town roads are class II highways in more development areas of economy Implement extensively the green passage All administrative villages have all-weather roads through major foodstuffs counties and farms; and pavement up grading of access roads Extend roads to natural villages in the east All the natural villages have roads part and other more developed areas The ratio of good condition roads reach The ratio of good condition roads reach 100% 70% Open bus line to 95% of the administrative All administrative villages have bus services villages with roads reached

20. To implement this plan, the construction tasks were planned as follows: ¾ 2006-2010: Invest 22.4 billion RMB to construct 51250 km of rural roads; by the end of 2010, 154000 km of rural roads will be completed, of which, 82000 km are village roads. ¾ 2011-2020: Invest 42.2 billion RMB to construct 78000km of rural roads; by the end of 2020, 183000 km of rural roads will be constructed, of which, 110 000 km are village roads.

21. In 2008, according to the policies of expanding domestic demand and accelerating construction of infrastructure, HLJ adjusted the investment plan. According to the adjusted plan, by the end of 2010, all the county roads and town roads will be class III or class IV highways; all administrative village roads will be connected with concrete pavement roads. To achieve this goal, in the next 3 years, HLJ will invest 24.3 billion to construct 60799km of rural roads. The schedule was 24799km, 15500km, and 20500km in the year of respectively 2008, 2009 and 2010.

22. In order to accelerate the development of rural roads, make the 11th FYP scientific and facilitate to choose projects each year, HLJ set up a project database of rural roads.

23. The database was based on a thorough survey of situations of rural roads up to the end of 2005. Considering the transport needs and trip distribution, development of local economy, and other important factors, use advanced computer software to analyze, forecast, and finally form the rural road network. Using this database, current road situations and proposed project information can be provided easily in map format as well as text/table format. The yearly construction plan of rural road is made according to the database; all the rural road projects must be chosen from it.

24. Fund resources of rural roads include following channels: ¾ Subsidies from central government, provincial government, and city government ¾ Self-financing of County government ¾ Masses contribution, and possible ¾ Social donations

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2.2 Implementation of the plan

25. In 2008, HLJ completed 24799 km of 3371 rural roads according to the adjusted plan, 89 town roads and 1737 village roads were paved with concrete pavement in this year. By the end of 2008, 91.6% of the towns and 71.9% of villages have hard pavement rural roads. Table 4 shows the kilometers of rural road completed from 2004 to 2008 and rural roads will be constructed in 2009 and 2010.

Table 4 Rural roads completed each year Year Roads completed (km)

2004 4938

2005 6160

2006 14000

2007 18800

2008 24799

2009 15500

2010 20500

Roads completed (km)

30000

25000

20000

15000

10000

5000

0 2004 2005 2006 2007 2008 2009 2010

26. Table 5 shows road density and connectivity of Heilongjiang Province by the end of 2008. By end of 2008, in the whole province, there were still 90 towns/farms/forest farms and 2583 villages/farm groups/forest farm groups to which the rural roads were not been paved, and 11 towns/farms/forest farms and 1666 villages/farm groups/forest farm groups unavailable for rural roads.

27. With regard to the project area, all the towns, farms, forest farms and villages have been connected with rural roads, but some roads need to be paved with concrete. According to the plan, all these unpaved roads will be upgraded in 2009. Following photos shows the site of rural road from Jianxing to Qiyi, materials like sand, cement had been prepared and stored in the site in winter season, and will be finished this year.

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28. Most of the rural roads were built in recent years, the road condition are well in general. Most town level rural roads are class III or class IV, and village roads generally under class IV. But considering of low traffic volume, the roads do meet requirement. Pavement are generally concrete, ensure all weather passable.

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29. In 2007, HLJ HPCD, PDRC, and HPFD jointly issued the Regulation of Rural Road Maintenance. The regulation required that local administration agencies must set up a new maintenance mechanism according to the regulation. Management and maintenance will carried out separately, and the maintenance will be carried out by self-financing rural road maintenance companies. Selection of such company will be a market-oriented process, and all medium and heavy maintenance engineering works should be operated in terms of public bidding. Raise maintenance fund in diversified channels, including auction of roadside land-use right, development right of roadside resources, naming right of roads and bridges, etc...

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Table 5 Road density and connectivity of HLJ Density Towns villages paved paved Per Adminis- Per Un- Un- territory Towns concrete or unpaved trative concrete or unpaved Population other connected other connected Administrative area Total asphalt villages Total asphalt pavement pavement zones Pavement Pavement km/ km/ Nos Nos Nos Nos Nos Nos Nos Nos Nos Nos Nos Nos 10 100km2 thousand Total 31.162 37.006 931 853 830 23 75 3 9121 6559 6153 406 1689 873 Harbin 41.033 23.726 192 187 187 5 1898 1466 1463 307 125 Qiqihaer 41.729 37.707 145 124 122 2 21 1262 813 785 28 283 166 Jixi 42.896 33.416 49 42 42 6 1 459 329 329 88 42 Hegang 26.222 35.138 21 20 20 1 212 156 156 41 15 Shuangyashan 22.152 33.695 42 33 33 9 540 246 246 210 84 Daqing 2.149 29.52 58 58 54 4 484 454 242 212 7 23 Yichun 16.597 40.876 19 18 18 1 215 200 200 9 6 Jiamusi 57.826 44.753 73 65 65 7 1 973 668 668 169 136 Qitaihe 34.798 24.323 17 17 17 220 181 173 8 38 1 Mudanjiang 31.819 52.87 56 55 55 1 883 782 782 86 15 Heihe 19.163 73.483 64 58 58 6 560 320 320 196 44 Suihua 56.406 34.385 160 146 129 17 13 1 1335 930 775 155 203 202 Daxing'anling 8.075 119.018 35 30 30 5 80 14 14 52 14 Farm brueau 154 143 143 7 4 2313 1108 1108 432 773 Forest farm bureau 40 28 28 8 4 638 156 156 462 20 Total 1125 1024 1001 23 90 11 12072 7823 7417 406 2583 1666

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2.3 Assessment of Connectivity to This Project

30. This project includes three sections of respectively expressway, class II highway and class I highway. To analyze connectivity to this project, for the expressway section, interchange link roads should be ensured in good conditions and nearby rural road network should be well developed; for the class I and class II sections, the crossing roads and nearby rural road network should be well developed and maintained in good condition.

A. Expressway section

2.3.1 Grade separations without ramps

31. Although the section between Yichun and Bei’an is designed as expressway, the rural road network is not blocked. When crossing with local roads, besides the interchanges mentioned above, grade separations, underpasses, and overpasses are considered. These span of grade separations is designed according to the classes of the local roads, varies depending on the width of the local road. Along the expressway section of this project, from Yichun to Bei’an, according to FSR, 94 grade separations are designed. Of which, 4 are big grade separations for class local roads; 90 are for rural roads, including 44 overpasses and 46 underpasses. This will maintains the connectivity of the local road, and ensure local roads can connect to the expressway at the interchange nodes.

(1) Road network around Jianxing interchange

32. Jianxing interchange locates near Jianxing Operating Division on the highway from Suileng to Jianxing. By this interchange, traffics between Suileng and Yichun and Bei’an will be well transferred. Around this interchange, there are mainly forest farms. The nearby rural road network ensure that these forest farms can access to this project conveniently.

33. Highway from Suiling to Jianxing is a class IV county level road numbered X175. As the trunk road of this area, it is concrete paved, and maintained in good condition.

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34. Map 1 is the current rural road network around Jianxing interchange. From this map, it can be found that the connectivity around Jianxing interchange is quite well, all the forest farm and residential areas have been connected, and have access to the feeder road (X175), S303), which connect to Jianxing interchange.

35. Another rural road network map was generated from the provincial database (Map 2). In this map, green lines present provincial road, black lines present concrete pavement roads; grey lines present gravel pavement roads. From this map, it can be clearly found that all the forest farms around Jianxing interchange have been well connected; the provincial road (S303) and the feeder road are concrete paved. To improve road network in this area, rural roads with gravel pavement should be upgrade to concrete. The red lines in this map indicate those roads that will be upgraded in 2009.

Map 1 Rural road network around Jianxing interchange

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Map 2 Rural road network around Jianxing interchange

(2) Road network around Qianjin interchange

36. Qianjin interchange locates near Qianjin operating Division on the highway from Tongbei to Jianshe Farm to Nanbeihe. This highway is the main road of the local, paved with concrete, and maintained in good condition.

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37. Map 3 is the current rural road network around this interchange. From this map, it can be found that the connectivity is good; farms, forest farms and local villages are connected, although some forest farm have to make detour to reach this interchange.

Map 3 Rural road network around Qianjin interchange

38. Map 4 is the rural road network from the provincial database. From this map, it can be found that, the main problem here is road condition. But think of the low traffic demand, gravel pavement can meet the needs.

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Map 4 Rural road network around Qianjin interchange

(3) Rural road network around Wudalianchi Interchange

39. This interchange locates in the south of Wudalianchi City on the highway from Bei’an to Wudalianchi. The link road is class II road at present and paved with concrete. The road condition is quite well.

40. Map 5 is the current county and town level rural road network around this interchange. These county and town level roads formed the backbone of local roads, and all are paved with S App O - 14 Heilongjiang Road Development II (TA 7117 – PRC) Final Report concrete and maintained in good condition. Village level roads connect to these roads firstly and can finally access to this project.

41. Map 6 is the village level road network from the provincial database. From this map, it can be found that the every administrative village have been connected, the connectivity is very good. But, many village rural roads have not been hard paved. EA asserted that all rural roads will be paved this year (2009).

Map 5 Rural road network around Wudalianchi interchange

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Map 6 Rural road network around Wudalianchi interchange

B. Class I & Class II road sections

42. In these sections, 78 level crossings are set up. These crossings designed to connect local roads, and made this project serve the local directly.

43. Map 7-8 is the current road network along this project. From these maps, it can be found that trends of local roads are generally perpendicular to this project; this project provides a transverse connection and an outside corridor. The connectivity is good enough; every administrative village and farm group have been connected to the road network.

44. Maps 9-12 are from the provincial database. From these maps, it can be found that many rural roads not to be paved with concrete pavement, many roads are still gravel pavement. The road conditions need to be improved. EA introduced that all these roads will be upgraded by end of 2010.

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Map7 Rural road network from Long town to Geqiushan farm

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Map8 Rural road network from Geqiushan farm to Nenjiang

Map 9 Rural road network from Bei’an to Wudalianchi

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Map 10: Rural road network from Wudalianchi to Nenjiang

Map 11: Rural road network in Nenjiang

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Map 12: Rural road network between Nenjiang and the provincial boundary

3. RURAL BUS STATIONS

3.1 Provincial Development Plan

3.1.1 Objective of the plan

45. There are 899 towns, 105 farms in the province. According to the survey in 2003, there were only 180 town bus station, accounts for 20% of the total towns and farms, of which, most are rented.

46. By central government polices and on the request of MOC, from 2004, HLJ accelerated the construction of rural bus station. In 2004, PTAB commissioned consulting firm to study and make the plan of rural bus station of HLJ province. According to this plan, from 2004 to 2013, HLJ will build 992 rural bus stations. The construction plan is as follow:

Table 6 Bus station construction plan Period Number of Bus stations Investment (million RMB) 2004-2008 492 166.40 2009-2013 500 155.20

47. In the 11th FYP, HLJ plan to build 760 bus stations, accounts for 72% of all towns. In order to accomplish the goal of 760 bus stations planned in the 11th FYP, PTAB now suggests that the construction plan of 100 bus stations should be adjusted to 140 bus stations per year in the later two years.

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3.1.2 Bus Station Classification

48. In Heilongjiang province, classification of rural bus station is as the following table. Most rural bus stations are class V. Typical class V bus station is as the following pictures.

Table 7 Bus station classification Daily dispatched passenger Investment Building area Parking area Class number ( thousand RMB) (m2) (m2) (passenger. times/per day) Class III and above >1000 60-200 >300 >2000 Class IV 500-800 50-150 120-300 1000-2000 Class V 300-500 30-40 90-120 300-1000

49. PRAB has made standard designs for each class rural bus station; following is the standard design of a Class V Bus Station.

z Layout

Toilet

Station Building Parking and departure

Rural road

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Map 13 Standard design of class V rural bus station

z Facilities

50. The basic facilities include following items: ¾ Water supply: tap water or well water according to the condition of the site; ¾ Sewerage: the sewage is discharged into municipal sewer system if it exists; if not exists, natural drainage is adoptable; ¾ Electricity: mainly for lighting of the station house and parking & departure area; ¾ Heating system: a heating boiler with capacity of 0.05t, ; ¾ Ventilation: natural ventilation ¾ Broadcast: one broadcast system, and one set outside call telephone ¾ Fire protection: necessary fire extinguishing apparatus

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z Cost

51. Total investment of a class V bus station is about 0.3 million RMB, the detail is in the following table.

Table 8 Cost breakdown for a standard class V rural bus station Items Amount(1000RMB) Building 123 Parking and departure area 39 Toilet 1 Facilities 20 Management fee 4.5 Survey and design 15 Land use 57 Bidding fee 3 Supervision fee 7.5 budgetary reserves 24 working fund 6 Total 300

3.1.3 Capital Sources and Construction Schedule

52. From 2008 on, MOT has kept providing 15 million RMB subsidies to HLJ for the construction of 100 rural bus stations. Other fund will be self-financed by the local government.

3.1.4 Criteria to Set up Bus Station

53. Rural bus stations are planned according to population, development of economy, road network conditions, passenger capacity and the distribution. Currently, there are two criteria in HLJ for rural town bus stations:

z Population, total population of the town should be 2000 to 30000;

z Daily Passenger Delivery Volume, the volumes for different class bus stations are provide in the above table. For class V bus station, Daily Passenger Delivery Volume should be over 300 person-times per day.

54. With regard to the distribution of rural bus station, following conditions should be considered in order that the bus station is set proper and suitable.

(1) Population of each town will be considered first, the second to be considered is the development of economy, transportation, and tourism.

(2) For Towns along national and provincial highways and towns in hub areas of road transport, a higher class will be adopted;

(3) Priority will be given to poor towns and minority towns;

(4) If highway is the only mode of transport, the class level should be some higher than usual; S App O - 23 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

(5) For towns highway and railway transport co-exist, station class should be a little lower than usual;

(6) For towns locating at tourism spot and towns with more floating population, bus station class should be some higher;

(7) If a farm and a town locate in the same place or are very near, only one bus station is considered, but the class level will be some higher;

(8) For the forest farm system, the bus station class can be adjusted according local conditions;

(9) Set roadside bus stop at natural villages along national and provincial highways.

3.2 Implementation of Rural bus station Plan

55. From 2004 to 2007, 387 bus station and 546 roadside bus stops had been completed, the total investment reached 155.54 million RMB, of which, MOC subsidy was 44.70million RMB, provincial subsidy was 47.70million RMB, local self-financing 63.14million RMB.

56. In 2008, MOC issued a year-construction plan of 100 bus station to HLJ, the total investment was 34.20 million RMB, of which, MOC subsidy 15.00million RMB. All the planed bus stations have been completed now. By the end of 2008, there were still 273 bus stations all over the province need to be constructed, and these stations will be built in 2009 and 2010.

57. In the project area, Yichun city and Wudalianchi city have completed all township bus station in 2008. Bei’an and Nenjiang have some towns and farms without bus station. At a distance from this project, Hailun city and Suileng County have a lot of towns which have not bus stations yet.

4. RURAL PASSENGER TRANSPORT SERVICE

4.1 Current Situation of Rural Passenger Transport

4.1.1 Transport needs and characteristic

58. Transport demand in rural areas is very low. HLJ is an agricultural province, along this project, mainly forest farms and farms scattered. Agricultural activities mainly occur within surrounding areas and have less connection with the outside, except transporting foodstuffs to the market and taking in means of production. Incomes of rural people are also very low, and so people here just maintain a low level consumption and fundamental social activities. Agricultural production here mainly relies on the weather. In 2007, due to bad weather, agric-yield reduced about 50%, without money in the pocket, rural passenger trips appeared even lower than usual years. HLJ has long and frigid winters, in that season, people in rural areas prefer stay at home and seldom go out.

59. Township is the distributing center of transport in rural area. As the administrative and economic center of the local and the window to the outside, trips are attracted and distributed from here. Rural passenger trips are greatly influenced by rural fair. In the day and place of a rural fair, more trips are attracted. In comparison, migrant laborers have little impaction on rural passenger transport. These laborers, in a general way, back home one or two times a year in time of Spring Festival or busy farming season; transport junctions in large cities, like Harbin, are greatly influenced; rural areas as the distal of the network get not obvious impact.

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60. Villages in HLJ always are far away from each other. This will influence the operation of bus service, bus circling operation will be difficult, the efficiency will be limited comparing to densely populated areas.

4.1.2 Operators and market entry policies

61. In 982, the market of rural passenger transport begun open to private, and up to now, most rural passenger transport services are provided by individual operators. Following table shows the structure of operator in the project area.

Table 9 Rural transport operator in project areas Passenger transport company Individual Area total (Per number of buses owned by each) Operator ≧100 50-99 10-49 ≦10 Yichun 233 45 2 188 Suihua 793 1 10 5 777 Heihe 135 1 2 3 12 117 Farm Bureau 75 2 4 2 67 Source: PTAB, 2007

62. The information shows that individual operator is dominant. It is very difficult to discipline so many individual operators to abide regulations and may lead to disorderly competition. Denial of passenger, overbearing the market, raising the price and over loading always happens. To get more profit, individual operators often overuse the vehicle and neglect maintenance, and this may cause serious safety incidents. In case of incidents, an individual operator has very low compensate-pays ability, and finally damage passenger’s interest. Re-organization of the individual operators is needed, the possible way include to form a company every operator has shares.

63. Market entry is controlled according to actual load rate. If actual load rate of a bus route is over 70%, new license (operator license or bus license) may be issued after application is audited. Otherwise, if actual load rate is under 70%, it indicates that there are too many buses operating in this route, and new license will not be permitted. This always happens in hot bus lines, for new bus route and rural bus service area, because of low transport demand and low profit level, administrative agencies encourage operators to enter.

64. To improve rural bus service, for rural bus lines that operators don’t want to operate, PRAB binds these cold lines to other hot lines, requiring that operators in profitable hot bus lines must operate cold rural bus line at the same time. PRAB also encourage operators extend present bus lines further to rural areas by exempting charge for the bus lines. But operators always pay little attention to the rural lines, due to the low profit level.

65. Each city or prefecture has its own measures to promote rural transport service. For example, it is reported that1, in the second half of 2007, Harbin City lowed qualification requirement of rural passenger transport service. In sparsely populated area, operation license can be issued to applicator if only one bus is owned. Vehicle number of a fleet will not be the requirement for qualification. Instead, the vehicle quality and condition, the qualification of driver will be strictly audited. At the same time, Harbin encouraged private to invest in the construction of passenger stations and freight terminals. In order to meet the trip demand of rural people, Harbin would consider adding season bus runs, market bus runs, and student bus runs.

1 http://vsearch.cctv.com/plgs_play-HeiLongJiangTV_20070830_1846430.html S App O - 25 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

4.1.3 Connectivity status and related polices

66. HLJ has been making efforts to improve rural bus service for many years. In 2008, 58 rural bus lines extended to 114 administrative villages, by the year end, 98.57% of the administrative villages are provided bus services. At present (Mar., 2009), rural bus service has covered 98.9% of all the administrative villages in HLJ. Up to now, only 152 administrative villages remained to be connected. According to the year plan of PRAB, in 2009, 102 administrative villages will be connected, and by the end of 2009, there will be only 50 administrative villages without bus service.

67. Table 10 is the information about connectivity of transport service in HLJ province by June of 2008. From this information, we know that, Heihe prefecture and Yichun city were fall behind other cities

Table 10 Towns and villages with bus services in HLJ province by June 2008 Number Number of Number of of towns villages Prefecture/ towns and administrative Districts with bus Percent-age with bus Percentage City sub villages and and farm line line bureaus farm groups bureaus Harbin 5 278 1880 278 100% 1820 96.81% Qiqihaer 19 128 1260 128 100% 1260 100.00% Mudanjiang 5 56 884 56 100% 868 98.19% Jiamusi 15 69 995 69 100% 950 95.48% Suihua 1 158 1552 158 100% 1525 98.26% Daqing 9 58 485 58 100% 485 100.00% Nongken 9 109 2066 109 100% 2028 98.16% Jixi 6 47 459 47 100% 456 99.35% Hegang 1 25 379 25 100% 376 99.21% Shuangyashan 4 41 503 41 100% 494 98.21% Qitaihe 4 17 220 17 100% 218 99.09% Yichun 17 19 200 19 100% 187 93.50% Heihe 6 65 600 65 100% 540 90.00% Daxing'anling 7 35 80 35 100% 62 77.50% Total 108 1105 11563 1105 100% 11269 97.46% Source: Data from Heilongjiang provincial road transport administration bureau.

Table 11 List of villages with bus line service by 2008 Number Prefecture/ County Name of Village Of City village A'cheng Liansheng, Minsheng, Guangming, Shengli, Linchang 5 Fangzheng Xiangyang, Zhuhe, Xigou forest farm 3 Harbin Yilan Guolin, Group 3 of the farm, Hongqi forest farm 3 Yanshou Hongshan, Shunxing, Fuli, Guangming 4 Mudanjiang Ning'an Tongxin, Dongshan, Jingbohu 3

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Hailin Qingyun forest farm, Daduchuan 2 Linkou Xinli, Toudao, Yushu 3 Muling Xiuchi, Sandaohezi, Shandong, Beigang 4 Dongning Caiying, Hexi, Dongdachuan 3 Jianshe, Xinxian, Xinfeng, Kaoshan, Qianjin, Hengxin, Wansheng, Urban 11 Yongxing, Hongsheng, Jiaxing, Qunying Xinfa, Xinguang, Qingming, Yong'an, Chunchao, Jinzhu, Jinhe, Tongjiang 11 Yonghua, Weiken, Fuyu, Fuqiang Jiamusi Yongsheng, Xinyuan, Donggang, Xinghuo, Lixing, Nongfeng, Nongfu, Fuyuan 11 Sipai, Pingyuan, Shuangshan,Hexi Tangyuan Xifengming, Dongjiang, Dongqing,Hezuo 4 Huachuan Xincun 1 group 17 of Longzhen farm, group 5 of Hongxing farm, group 12 of Bei'an Zhaoguang farm, group 20 of Jinhe farm, group 5 of Jianshe farm, 6 Sub-bureau group 12 of Yinlonghe farm group 13 of Yuejin farm, group 2 of Daxijiang farm,group 7 of 93 Hongwuyue farm, group 14 of Jianbian farm, group 13 of Nenjiang 10 Farm bureau sub-bureau farm, group 8 of Halahai farm, group 13 of Qixingpao farm, group 12 of Jianshan farm, group 3 of Rongjun farm, group 14 of Nenbei farm Qiqihaer Group 3 of Juliang farm, Chahayang farm, group 3 of Xingfulu subfarm 3 sub-bureau Harbin group 2 of Qingyang farm, Chalinhe farm, group 5 of Songhuajiang 4 sub-bureau farm, group 8 of Qingyang farm Jixi Mashan Qinglong, Wulong, Dahe 3 Shuang Jixian Dongfanghong, Taiyang, Daxing 3 yashan Youyi Xingxing, Lianhe, Beijiang, Simajia 4 Qiezihe Qihetai Tiexi, Lushan 2 district Fendou, Jiaxinzi, Xinghuo, Hongqi forest farm, Hongwei, Hongqi, Jiayin 7 Yichun Dagoukou Tieli Jianguo, Fuxing, Xinjian, Jiling 4 Najinkouzi, E'yu, Dongshan, Panchanggou, Xinxi, Xinfeng, Xinshan, urban 8 Xinshuguang

Heihe Sibeihao, Minfu, Jianshanzi, Yitun, Changxing, Wuliqiao, Lianhua, Wudalianchi Dongfeng, Shuangxing, Fuxing, Wutun, Yongtian, Shijiatun, 17 Hepingdahuangdi, Fendou, Yanhe, Keluo Nenjiang Xingfu, Ai'guo, Changsheng, Xianfu, Xinhe 5 Total 144 Source: Data from Heilongjiang provincial road transport administration bureau.

68. Rural bus lines by end of 2007 of the whole province and project areas are as following table. Table 12 Bus lines in HLJ and Project areas average Number Average Average trip daily bus Passenger Passenger Areas of bus daily bus distance runs per capacity kilometers lines runs (km) bus line

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Whole province 4352 10364 2.38 21444 501791 23.40

Yichun 111 236 2.13 105 17055 162.43

Suihua 497 945 1.90 6711 145919 21.74

Heihe 240 404 1.68 205 8533 41.62

Farm Bureau 435 771 1.77 948 58157 61.35

Source: Statistic of HLJ road transportation of 2007, prepared by PTAB in Jan, 2008

69. From the information in this table, following conclusion can be inferred:

z Bus frequency is very low. The average daily bus run per line is respectively 2.38 for whole province, 2.13 for Yichun, 1.90 for Suihua, and 1.68 for Heihe. This indicates that bus frequency is much lower, especially in the project area. Bus lines between county and townships are usually operate at high frequency, if consider this factor, village level bus lines are mostly only one bus run per day. Although had been connected with bus service, for villagers, the accessibility is not very good.

z Average trip distance is much long. It is respectively 23.40km for the whole province, 162.43km for Yichun, 21.74km for Suihua, and 61.35km for Heihe. The long trip distance is due to the far distance between villages. This fact plus low transport demand make it very difficult to use buses efficiently. Some measures such as circling operating may not suitable in such long distance bus lines.

70. To foster rural bus service, HLJ has given some deregulating measures, such as canceling the provision of “fixed stopping points, routings and service schedules”. Rural buses are given an area license; it can operate in any route within the area. In special cases and responding passenger’s requirement, a bus can operate as chartered vehicle. Sometimes, rural bus service may operate in response of passenger requirements by a door to door mode. The buses generally park and wait passengers at defined spots where passengers are convenient.

71. According to national policies, there are fuel subsidies to rural passenger transport service. Subsidies differ depending on type of buses. With regard to minibus type of Songhuajiang, average fuel consumption of 10 liter per 100 km, the subsidy will reach 50% of the total fuel cost.

72. PHAB introduced that informal operators exist in trunk bus route, but seldom in rural areas. Saying that it is very difficult for an informal operator to survive in rural areas because of low demand, high cost, and no fuel subsidies which is given only to formal operators. In HLJ, over 98% administrative villages have been connected to bus service, so rural people rarely consider taking informal services. Field visit found that Bei’an, Wudalianchi, and Nenjiang do have less informal buses, but in Suiling County, many informal buses are found in operation. In Ai’min Town of Suiling County, many informal mini buses wait passengers at the town center. A driver said that he had waited there nearly the whole morning, but still no passenger appears to him.

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73. Informal buses always appear in more densely populated area. In Bei’an, Wudalianchi, and Nenjiang, because of several big farms, it is less populated. Another reason is the development of formal bus service. In Suiling, some villages have either not been provided with formal bus or only low frequency services, people have no choice but informal buses.

4.1.4 Type of buses

74. Buses should fit for rural transport needs. In rural area, vehicles with large luggage case are welcomed. HLJ permits operators to adjust vehicle type in line with the requirement of traffic demand. In Lindian County, 20-seats buses are once widely used, but, because of very low traffic volume, the buses always waited for more passengers for a long time, and only if it was nearly full, the bus would depart. In such a case, passenger’s waiting time was very long; the frequency of service was just a very low level. Later, administration agency agreed with operators to change such buses to 6 seats micro bus. By such a way, waiting time decreased greatly, the operation cost was also lowered.

75. Following table is the status of rural buses used in HLJ by end of 2007.

Table 13 Bus types by size in HLJ and project areas Total Extra-Large Large Medium Mini Area Number Number Number Number Number Seats Seats Seats Seats Seats of Bus of Bus Of Bus Of Bus Of Bus Province 7988 165671 765 25153 5034 114882 2189 25636 Yichun 167 3419 9 216 118 2605 40 598 Suihua 669 15704 118 3755 411 9622 140 2327 Heihe 323 8011 44 1607178 4803 101 1601 Farm 629 17181 71 2514 479 13184 79 1483 Bureau Source: Statistic of HLJ road transportation of 2007, PTAB, Jan, 2008

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Table 14 Bus types by grade in HLJ and project areas Total High Grade Medium Grade Ordinary Grade Area Number Number Number Number Seats Seats Seats Seats of Bus Of Bus Of Bus of Bus Province 7988 165671 12 455 1257 32884 6719 132332 Yichun 167 3419 28 626 139 2793 Suihua 669 15704 254 6698 415 9006 Heihe 323 8011 11 380 312 7631 Farm Bureau 629 17181 21 695 608 16486 Source: Statistic of HLJ road transportation of 2007, PTAB, Jan, 2008

76. From this information, it can be concluded that:

z Large size bus is not suitable for rural bus service; buses are mainly medium and mini buses. Thinking of the low transport demand in rural areas, more larger buses may means much lower frequency in that area. The administrative departments should study on this issues and recommend suitable bus type according different route conditions.

z Most buses belong to ordinary grade. These buses are generally old; a lot of these buses are formerly used in hot lines. The comfort level is low, and most important is that safety condition of these buses may be potential risks to operate in rural roads.

77. Following are some rural bus types found in the field visit. The big bus always has one end in County, and has a long operating route.

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4.1.5 Rate of service

78. The rate of service is formulated jointly by PTAB and Provincial Price Bureau. In HLJ, rate of passenger service is a government guide price formulated 10 years ago. Current standard rate is about 0.06 RMB per passenger per km. The rate for each route always varies according to road conditions, transport needs, and other factors.

79. The provincial bureau thinks that strict regulation will hinder the development of rural passenger transport market. Only if operator gains profit, the market can be sustainable, or it will be shrink gradually.

80. The provincial bureau is making effort to lighten the regulation, suggested that at least 20% floating of the prices should be allowed. But any change should be approved by the provincial price bureau and not yet. The provincial road transport administration bureau believes that a breakthrough will be made in near future.

4.1.6 Safety issues

81. Every year, government pays great attention to safety issues. In passenger transport, high requirement of safety means high vehicle conditions, high grade roads. All of these mean, at the same time, more investment. In rural transport service, there are basically no high standard buses; buses operate between towns and villages are generally not good. Operators usually use buses eliminated from hot lines in the rural area services.

82. In rural area, where formal transport service is insufficient, villagers always take rides on other vehicles, such as tractor, tri-motor-cycle, trucks etc. These vehicles are generally not safe, and are forbidden to use for passenger transport.

83. Safety is the thing of first importance. At present, there are instances of farm vehicles carrying passengers; and the safety technology of these vehicles generally can not meet the requirement of passenger transport. Although transport management department pay great effort to prevent such instance, its existence can not be put to the end. The reason of its existence include (but not limited to) low bus service frequency, fondness of saving money, and insufficient safety knowledge and awareness. To solve this problem, comprehensive measures should be carried out to build a reliable and sustainable bus transport market.

4.2 Assessment of Current Rural Transport System

4.2.1 Connectivity

84. Most parts of HLJ are in plain areas. In the whole province, only several villages have not vehicle passable roads. Some natural villages have no hard paved roads, but it will not be a problem for bus operation. In most case, these roads are passable; only if in heavy rain days and a short period of thawing season, there are some difficulties for buses to pass. But even though this problem exists, the bus services on these lines will help the rural people greatly. ADB TA study results also support on this measure. Based on such conditions together with HLJ’s ever- endeavoring for many years, the connectivity of bus service is quite well. Till now, rural bus service has covered 98.9% of all the administrative villages in whole province, only 152 administrative villages not connected. After 102 administrative villages connected in 2009, by the year end, there will be only 40 administrative villages left not connected.

85. Even if in one administrative village, the natural villages are far apart generally several kilometers. HLJ is in consideration to extend bus lines to natural villages.

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4.2.2 Accessibility

86. Accessibility varies according to different conditions. Because of low transport demand in rural areas, transport service often operates at low frequency. According to the field survey in Yichun, Kunlun Qi forest farm has only one bus run per day. This remains a problem to be solved in terms of policy reform, and other financial supports.

4.2.3 Affordability

87. With regard to affordability in the local area, the provincial bureau thinks that the current is affordable, even in the rural poor area. The problem now is that operators can not bear such a price to operate in rural bus lines (bus lines with one end in city are not included). The rate is formulated 10 years ago, considering inflation; it is really a very low level. In recent years, fuel price had increased greatly, in such a situation, rural transport operators are faced very serious conditions. The real situation is that operators always adjust the price in cold bus lines; it is informal, and if passengers lodge a complaint, the administration agencies will investigate and punished the operator if proved.

88. But for the most poor people, it maybe a burden, some poor people can not afford for the trip cost especially for long distance trip. This is a social problem, along with the development of economy and increase of income, it will be ameliorated. This project is one of ways to improve this change.

4.2.4 Problems and Issues

89. The size of operator is too small, individual operator dominate the market. This raises problems such as disorderly competition, safety risks and low-compensate-pays ability in case of safety incident. This will finally damage passenger’s interest. Re-organization of the individual operators should be made, such as forming a company every operator has shares.

90. Although connection to bus service has been extended to nearly every administrative village, the frequency of service is very low. In many places, there is only one bus run per day. This makes the accessibility very insufficient.

91. Advanced bus type suitable for rural passenger transport should be studied, in order to meet the needs of passengers and can be used efficiently and safely.

92. Because of the low transport demand in rural areas, the profit of rural bus service is very low, and this may hinder the service to be developed in positive and sustainable mode. There were some policies to support rural bus service including reduction or exemption of fees and charges before, but after implementation of fuel oil tax, these fees and charges had been waived, so these policies definitely lose the effect of support. Now, government support is mainly fuel oil subsidy, this is truly a great help, but not enough. One view is that government should treat rural passenger transport equal to city bus by providing large amount subsidy to operate, but considering of limited financial resources, this is unpractical. A sound way should be reform current regulations and policies to foster a sustainable market, encourage private sector invest in this area.

93. Although HLJ has kept making great efforts to develop rural roads, there is still a long way to go further. According to the plan, by end of 2010, all administrative villages will be connected with concrete pavement roads, but thinking of the natural village level, it is really not enough.

94. There are still many rural bus stations need to be built. But how to make the current bus stations being fully, efficiently used is a problem. In some areas, especially remote areas, bus stations have not been fully used. Set up of a bus station should be based on applicability. Station level and size should be varied according to requirement. In some place, there are no floating people and local residence is not much, here, only a shield is enough to protect people from winds S App O - 32 Heilongjiang Road Development II (TA 7117 – PRC) Final Report and rains. Some place, say some towns, are more populated, there, bus station should be in high standard. Now, some bus station can not survive only on transport services, and is rented as grocery store, game center, etc.

5. CONCLUSIONS AND RECOMMENDATIONS

5.1 Conclusions

95. From the analysis above, it can be concluded that: (1) HLJ province has made great progress in local rural road development in the recent years; rural roads have extended to nearly all the administrative villages, .and most are hard paved all weather roads. In the project area, the connectivity of rural road is quite well, but still remain some roads need to be upgraded to concrete pavement.

(3) In the project area, more rural bus station should also been constructed. This will improve local passenger transport services.

(2) Almost all the administrative villages are available for bus services, but the service quality need to be improved, frequency of service need to be increased, and a sustainable operation mode should be formulated and carried out.

(4) Rural transport service should be regulated in a mode of sustainable. Measures should be carried out to fit the rural conditions, such as low transport demand, low operating efficiency, low payment capacity, poor road conditions, and special requirement for bus type.

5.2 Recommendations

96. In view of the current situation of rural road network and rural passenger transport service along this project, according to the provincial rural road development plan and transport service development plan, to ensure the promotion of local transport service due to this proposed project, following suggestion are provided: (1) Upgrade the unpaved rural roads along this project to improve road conditions and the network;

(2) Construct necessary bus stations according to the provincial plan to improve service quality;

(3) Carry out action plan of reform of regulations and policies, through a pilot program, study and establish a sustainable mode for rural transport service, try measures to attract private sectors.

6. PROPOSED COMPONENTS OF THIS PROJECT

6.1 Rural Roads

A. Proposed rural roads

97. According to the adjusted plan of rural road development, in 2009 and 2010, HLJ will complete 15500km and 20500km rural roads respectively. And by end of 2010, in the project area, all the town and administrative villages will be connected will concrete pavement rural roads.

98. For the proposed project, PHAB provided 219 km of 106 rural roads for consideration as components. These rural roads are whether near the interchanges of this project or level cross with this project, or near the level crossings. According to adjusted plan, PHAB said, all these roads will be finished in 2009. The proposed rural roads are shown in table 19. S App O - 33 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

99. Form table 19, it can be found that most proposed rural roads are hundreds of meters, the shortest one is only 48 meters; some proposed projects are parts of the same road. It means that the locals have paid consistent efforts to upgrade the road network, and have done the most needed parts. On the other hand, it means that after these proposed projects finished, the condition of connectivity will be greatly improved.

100. Current statuses of the proposed roads are as Attachment 5: Photos of proposed roads.

B. Fund resources

101. According to the national and provincial policies, the fund of these roads will be raised by following channels: Table 15 Fun resources Amount Resource (1000 RMB) MOT subsidy 100 Provincial subsidy 70 County subsidy 60 Town or village self financing leavings

C. Upgradation standards

102. Of these 106 rural roads, 52 roads with length of 75.03km have no pavement, and 54 roads with length of 144.62km have gravel pavement. For these proposed rural roads, the class III and class IV roads are township roads, and the unclassed roads are village level roads. The standard of up gradation is as follows:

Table 16 Upgradation standards of proposed rural roads Subgrade Pavement Base Sub- Sub-base Pavement Pavement Base Class width thickness course base course width (m) type course type (m) (cm) thickness course thickness (cm) type (cm) Cement- III 8.5 7 Concrete 22 stabilized 20 Gravel 20 macadam Cement- IV 7 6 Concrete 20 stabilized 20 Gravel 15 gravel Cement- Unclassed 6.5 4.5 Concrete 18 stabilized 16 Gravel 10 gravel

D. Cost of proposed rural roads

103. Because these roads are existing at present, the construction will include recondition of the subgrade, repair of existing culverts and bridges, and mainly the pavement works. According to the standards above, costs rate of each class road are listed in the following table:

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Table 17 Cost rates of different class roads Cost (1000 RMB) per kilometer Class Recondition of Sub-base Base course Concrete Total sub-grade III 50 102 153 462 767 IV 40 63 126 360 589 Unclassed 30 39 93.6 243 405.6

104. According to the rate above, the costs of proposed rural roads are calculated in the following table. The total cost is 11.9389 million RMB. Cost of each road is in the table 19.

Table 18 Cost of proposed rural roads Number of Rate Cost Class Length (m) roads (1000RMB per kilometer) (1000RMB) Class III 14 27638.76 767 21198.93 Class IV 27 111537.6 589 65695.63 Unclassed 42 80113.45 405.6 32494.01 Total 83 219289.8 -- 119388.6

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Table 19 Proposed rural roads

Length Cost No. Start--End Class Pavement Location （m） (1000 RMB )

1 Beiwu highway to Jianmin group 3 Unclassed No Heihe Bei’an 1728.41 701.04 2 Beiwu highway to Jianshe Unclassed No Heihe Bei’an 1502.1 609.25 3 Beiwu highway to Lianli village Unclassed No Heihe Bei’an 2702.8 1096.26 4 Dongfeng village to Beisheng village(1) Unclassed No Heihe Bei’an 615.47249.63 5 Dongfeng village to Beisheng village(2) Unclassed No Heihe Bei’an 487.78197.84 6 Dongfeng village to Beisheng village(3) Unclassed No Heihe Bei’an 2326.33 943.56 7 Dongfeng village to Beisheng village(4) Class III Gravel Heihe Bei’an 722.58 554.22 8 Donggang to Dongsheng(1) Unclassed No Heihe Bei’an 902.69 366.13 9 Donggang to Dongsheng(2) Unclassed No Heihe Bei’an 1279.95 519.15 10 Dongxing to Dong’an group 6 Unclassed No Heihe Bei’an 3153.35 1279.00 11 Er’longshan group 33 to Agricultural science institute(1) Unclassed No Heihe Bei’an 493.59 200.20 12 Er’longshan group 33 to Agricultural science institute(2) Unclassed No Heihe Bei’an 1542.97 625.83 13 Er’longshan group 33 to Agricultural science institute(3) Unclassed No Heihe Bei’an 1754.31 711.55 14 Er’longshan group 33 to Agricultural science institute(4) Unclassed No Heihe Bei’an 761.37 308.81 15 Qianjin village to Liujing group 3 (1) Class IV Gravel Heihe Bei’an 1850.56 1089.98 16 Qianjin village to Liujinggroup 3 (2) Class III Gravel Heihe Bei’an 735.26 563.94 17 Qianjin village to Qianjin group 10 Unclassed No Heihe Bei’an 265.16 107.55 18 Suibei highway to Dongsheng village(1) Unclassed No Heihe Bei’an 1325.8 537.74 19 Suibei highway to Dongsheng village(2) Unclassed No Heihe Bei’an 1392.06 564.62 20 Suibei highway to Shengli Unclassed No Heihe Bei’an 1315.17 533.43 21 Suibei highway to Shuangqing village Unclassed No Heihe Bei’an 780.96 316.76 S App O - 36 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

22 Suibei highway to Xiangyang (1) Unclassed No Heihe Bei’an 830.91 337.02 23 Suibei highway to Xiangyang (2) Unclassed No Heihe Bei’an 1329.59 539.28 24 Suibei highway to Zhaoguang farm Class III Gravel Heihe Bei’an 734.64 563.47 25 Xianfeng to Yangjia Unclassed No Heihe Bei’an 3036.06 1231.43 26 Xinhua village to Xinwei highway to Xin’an to Shengli Highway Unclassed No Heihe Bei’an 2341.78 949.83 27 Xinhua village to Xinyou Unclassed No Heihe Bei’an 3949.07 1601.74 28 Xinwei to Seed plant Unclassed No Heihe Bei’an 1545.59 626.89 29 Zhaoguang farm group 13 to Zhaoguang town Class IV Gravel Heihe Bei’an 813.66 479.25 30 Zizhi forest farm to Liujingzi group 1 Unclassed No Heihe Bei’an 302.24 122.59 Subtotal 42522.21 18527.99 31 Henen highway to Qixingpao farm (1) Unclassed No Heihe Nenjiang 201.14 81.58 32 Henen highway to Qixingpao farm (2) Unclassed No Heihe Nenjiang 1292.17 524.10 33 Henen highway to Qixingpao farm (3) Unclassed No Heihe Nenjiang 557.03 225.93 34 Henen highway to Qixingpao farm (4) Unclassed No Heihe Nenjiang 246.75 100.08 35 Hongwuyue group 12 to headquarter (1) Class IV Gravel Heihe Nenjiang 239.51 141.07 36 Hongwuyue group 12 to headquarter (2) Class IV Gravel Heihe Nenjiang 2431.63 1432.23 37 Nenhei highway to Dongmin village Class IV Gravel Heihe Nenjiang 2194.75 1292.71 38 Nenjiang farm to group 1 Unclassed No Heihe Nenjiang 433.29 175.74 39 Nenjiang farm group 18 to Henen highway (1) Class III Gravel Heihe Nenjiang 2465.551891.08 40 Nenjiang farm group 18 to Henen highway (2) Class III Gravel Heihe Nenjiang 400.63 307.28 41 Nenjiang farm group 18 to Henen highway (3) Class III Gravel Heihe Nenjiang 301.21 231.03 42 Nenjiang farm to Group 1 Unclassed No Heihe Nenjiang 1691 685.87 43 Nenjiang group 18 to group 13 Class III Gravel Heihe Nenjiang 287.46 220.48 44 Nenjiang group 6 to group 13 (1) Unclassed No Heihe Nenjiang 3188.96 1293.44 45 Nenjiang group 6 to group 13 (2) Unclassed No Heihe Nenjiang 450.28 182.63

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46 Nenjiang group 7 to group 5 (1) Unclassed No Heihe Nenjiang 291.33 118.16 47 Nenjiang group 7 to group 5 (2) Unclassed No Heihe Nenjiang 543.43 220.42 48 Nenjiang town to Nenhu highway Unclassed No Heihe Nenjiang 946.96 384.09 49 Panjia to Nenhei highway Unclassed No Heihe Nenjiang 1295.39 525.41 50 Qianshengli to Seed plant Class IV Gravel Heihe Nenjiang 1748.78 1030.03 51 Qixingpao farm group 17 to group 23 Class III Gravel Heihe Nenjiang 2556.6 1960.91 52 Qixingpao farm to group 26 (1) Class III Gravel Heihe Nenjiang 1100.25 843.89 53 Qixingpao farm to group 26 (2) Class III Gravel Heihe Nenjiang 1733.83 1329.85 54 Shuangquan village to Dongmin village Class IV Gravel Heihe Nenjiang 736.73 433.93 Subtotal 27334.66 15631.96 55 Airport to Geqiushan group 11 (1) Unclassed No Heihe Wudalianchi 572.33 232.14 56 Airport to Geqiushan group 11 (2) Unclassed No Heihe Wudalianchi 2850.95 1156.35 57 Daokou to Group 5 Class IV Gravel Heihe Wudalianchi 4949.56 2915.29 58 De’an grain depot to De’an village Class IV Gravel Heihe Wudalianchi 1049.95 618.42 59 De’li to Jianguo group 4 Unclassed No Heihe Wudalianchi 1859.24 754.11 60 Fengshan village to Huashan group 9 Unclassed Gravel Heihe Wudalianchi 302.89 122.85 61 Geqiushan group 14 to group 5 (1) Class III Gravel Heihe Wudalianchi 4614.2 3539.09 62 Geqiushan group 14 to group 5 (2) Class III Gravel Heihe Wudalianchi 238.86 183.21 63 Geqiushan group 14 to group 5 (3) Class III Gravel Heihe Wudalianchi 779.26 597.69 64 Geqiushan group 3 to LPG station Unclassed No Heihe Wudalianchi 392.26 159.10 65 Group 5 access road (1) Class IV Gravel Heihe Wudalianchi 2493.75 1468.82 66 Group 5 access road (2) Class IV Gravel Heihe Wudalianchi 724.43 426.69 67 Henen highway to Fengshan village (1) Unclassed No Heihe Wudalianchi 3265.46 1324.47 68 Henen highway to Fengshan village (2) Class IV Gravel Heihe Wudalianchi 4459.27 2626.51 69 Henen highway to Tianchi (1) Unclassed No Heihe Wudalianchi 3629.69 1472.20

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70 Henen highway to Tianchi (2) Unclassed No Heihe Wudalianchi 214.28 86.91 71 Huashan group 9 access road (1) Class IV Gravel Heihe Wudalianchi 2634.4 1551.66 72 Huashan group 9 access road (2) Class IV Gravel Heihe Wudalianchi 532.03 313.37 73 Huashan group 9 access road (3) Class IV Gravel Heihe Wudalianchi 1983.6 1168.34 74 Huashan prison access road (1) Class IV Gravel Heihe Wudalianchi 5055.27 2977.55 75 Huashan prison access road (2) Class IV Gravel Heihe Wudalianchi 263.64 155.28 76 Huashan prison access road (3) Class IV Gravel Heihe Wudalianchi 5630.81 3316.55 77 Huashan prison group 12 access road Class IV Gravel Heihe Wudalianchi 6934.89 4084.65 78 Huayuan prison to Group 5 Class IV Gravel Heihe Wudalianchi 12518.96 7373.67 79 Longquan village to Shilong Unclassed No Heihe Wudalianchi 2997.13 1215.64 80 Shengli village to Shengli group 3 Unclassed Gravel Heihe Wudalianchi 4283.91 1737.55 81 Shuangquan village to Xiangyang village Class IV Gravel Heihe Wudalianchi 2228.03 1312.31 82 Sifenchang access road Class IV Gravel Heihe Wudalianchi 1745.64 1028.18 83 Wudalianchi group 10 to group 6 Class IV Gravel Heihe Wudalianchi 2600.96 1531.97 84 Xinfa village to Deli Class IV Gravel Heihe Wudalianchi 641.41 377.79 85 Xinfa village to Hemin village Class IV Gravel Heihe Wudalianchi 3498 2060.32 86 Xinfa village to Xinfa group 2 Class IV Gravel Heihe Wudalianchi 2907.67 1712.62 87 Xinglong town to Huayuan prison Class IV Gravel Heihe Wudalianchi 2233.89 1315.76 88 Yongfeng Farm to Yongfeng goup 3 Class IV Gravel Heihe Wudalianchi 4440.23 2615.30 89 Yongfeng prison to Group 5 Class IV Gravel Heihe Wudalianchi 12685.47 7471.74 90 Yongfeng Prison to Yongfeng group 7 Class IV Gravel Heihe Wudalianchi 1139.16 670.97 91 Yongsheng village to Xinfa village Unclassed No Heihe Wudalianchi 2319.42 940.76 92 Yongsheng village to Yongsheng group 3 Unclassed Gravel Heihe Wudalianchi 499.72 202.69 Subtotal 112170.62 62818.50 93 Jianxing to Qiyi Class IV Gravel Suihua Suileng 1569.29 924.31

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94 Qiyi bureau to Jianxing transit center Class IV Gravel Suihua Suileng 10845.68 6388.11 Subtotal 12414.97 7312.42 95 Cuiluan to Cuiguang village Unclassed No Yichun Cuiluan 698 283.11 96 Kangda farm to Jiuqilinban (1) Class IV Gravel Yichun Jinshantun 5303.64 3123.84 97 Kangda farm to Jiuqilinban (2) Class IV Gravel Yichun Jinshantun 452.32 266.42 98 Xilinhe check station to Suileng bureau Class III Gravel Yichun Meixi 1171.13 898.26 99 Meixi to Linxi village Class III Gravel Yichun Meixi 212.45 162.95 100 Wolonghe to Meida highway Class III Gravel Yichun Meixi 7995.97 6132.91 101 Xilinhe check station to Suileng bureau Class III Gravel Yichun Meixi 1588.88 1218.67 102 Jinshan group3 Jinshan group 1 Unclassed No Yichun Wumahe 1744.8 707.69 103 Wumahe to Changshengcun Unclassed No Yichun Wumahe 3347.04 1357.56 104 Wumahe to Jinshan group 4 (1) Unclassed No Yichun Wumahe 1694.3 687.21 105 Wumahe to Jinshan group 4 (2) Unclassed No Yichun Wumahe 590.79 239.62 106 Wumahe to Jinshan group 4 (3) Unclassed No Yichun Wumahe 48 19.47 Subtotal 24847.32 15097.7067 Total 219289.78 119388.573

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E. Distribution of proposed rural roads

105. Following maps indicate the distribution of these proposed rural roads. With regard to the projects that are parts of the same road, in the maps, it is difficult to be marked separately, in such case, the whole road is marked. In the maps, redlines indicate the projects proposed.

Map 14Proposed rural roads in Yichun area

Map 15 Proposed rural roads around Jianxing interchange

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Map 16 Proposed rural roads in section from Bei'an to Wudalianchi

Map 17 Proposed rural roads in Wudalianchi section

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Map 18 Proposed rural roads in section from Wudalianchi to Nenjiang

Map 19 Proposed rural roads in Nenjiang section

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Map 20 Proposed rural roads near the boundary of Nenjiang and Inner Mongolia

6.2 The Bus Stations

A. The justification to select bus stations

106. Criteria of bus station selection are as the following: z Selected bus station should be town level stations z Forecast Daily delivery Passenger Volume should be over 300 person-times per day z Selected bus stations should have connection to this project

B. Proposed bus stations

107. PRAB has recommended 20 bus stations for consideration to be included in this project. Detail information is in Table 22.

108. Among the proposed stations, 4 bus stations are currently class III and need to be maintained; the others are new class V stations. Although the selection criteria require that the selected bus station should be in town level, Shenglang village bus station and Shichang village bus station are proposed because of the current passenger transport volume.

109. Although there are the provincial standard about each class rural bus station, it was not copied mechanically. The building area and parking area vary depending on actual needs. Besides bus service, some stations include other functions such as commercial use, entertainment space, and accommodation services. These extra functions will make benefits for the stations, and as a result help stations. It is a fact that, in some rural areas, because of the low traffic demand, if bus stations rely only on the income of bus services, it is very difficult to keep a sustainable operation. S App O - 44 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

C. Cost estimates

110. For new constructed stations, the contents of construction include building, parking area, outdoor toilet, and installation facilities. The cost of each station is calculated according following unit rates: Table 20 Cost rate of class IV bus station

Unit price Item Unit (RMB) Building m2 1000 Parking yard m2 130 Facilities set 20000 Outdoor toilet Item 1000 Management expenses item 4500 Fee of design item 15000 Bidding cost item 3000 Superintendence cost item 7500 Budgetary reserves item 24000 Working fund item 6000

111. Four existing farm bus stations were proposed this time, namely Nenjiang farm bus station, Qixingpao farm bus station, Geqiushan farm bus station, and Weishan farm bus station. These stations are currently class III, but after long time operation, conditions are not good, and need to be renovated.

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Weishan Farm Bus Station

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Qixingpao Farm Bus Station

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Geqiushan Farm Station

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Nenjiang Farm Bus Station

112. Following are renovating details and the cost of each station:

Table 21 Construction contents of four renovating stations

Estimated cost Station Contents of renovating (RMB 1000) Nenjiang farm Repair of roof and ceiling, decoration of floor, interior and exterior 500 wall, replacement of windows, concrete paving of the parking area Qixingpao farm Repair of roof and ceiling, decoration of exterior wall, install new 500 gates of entrance, replacement of windows, concrete paving of the parking area Geqiushan farm Repair of roof and ceiling, decoration of floor, exterior wall, 500 replacement of windows, water supply system and heating system, concrete paving of the parking area (1000m2) Weishan farm Repair of roof and ceiling, decoration of floor, exterior wall, 500 replacement of windows, water supply system and heating system, concrete paving of the parking area (2000m2)

Total cost (the cost of land acquisition not included) of these stations is 6.62 million RMB, the cost of each station is shown in table 22.

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Table 22 Proposed bus stations Daily delivery Building area Land area Coverage Number of Current Parking Cost Population passengers Project (m2) (m2) No. Bus station Name Location of area administrative number Class area (RMB (10000) (person- type (km2) villages of bus lines Station Accessory (m2) 1000) times/day) Building building Bei’an Shiquan town Shiquan town of Bei’an 1 315 4.2 14 11 500 New V 120 - 300 240 500 bus station Bei’an Er’jing town Er’jing town of Bei’an 2 180 2.7 7 13 420 New V 120 - 300 240 500 bus station Bei’an Haixing town Haixing town of Bei’an 3 133 1.7 6 10 380 New V 120 - 300 240 500 bus station Bei’an Zhaoguang Zhaoguang town of 4 207 3.0 7 15 400 New V 120 - 300 240 500 town bus station Bei’an Hailun Ai’min town Ai’min town of Hailun 5 171 2.6 10 14 380 New V 130 10 270 246.1 434 bus station Hailun Zhayinhe bus Zhayinhe town of Hailun 6 260 2.9 12 13 320 New V 110 - 250 223.5 384 station Hailun Donglin town Donglin town of Hailun 7 220 3.6 15 22 400 New V 110 - 180 214.4 315 bus station Hailun Haixing town Haixing town of Hailun 8 157 3.0 10 32 500 New V 120 - 270 236.1 420 bus station Hailun Qianjin town Qianjin town of Hailun 9 177 3.8 15 42 500 New V 120 - 350 246.5 494 bus station Suileng Shuangchahe town of 10 Shuangchahe town Suileng 138 2.6 8 18 360 New V 120 70 310 241.3 500 bus station Suileng Geshanxiang town of 11 Geshanxiang town Suileng 78 1.9 7 14 280 New V 120 70 310 241.3 500 bus station Suileng Shangji town Shangji town of Suileng 12 96 3.0 9 30 600 New V 120 70 310 241.3 500 bus station Shenglang village of Tieli Langxiang town Langxiang 13 Shenglang bus 1226 2.1 - 5 480 New V 120 140 1200 357 2000 town of Tieli City of station Yichun Tieli Taoshan town Shichang village of 14 1681 2.6 - 6 440 New V 120 140 1200 357 2000 Shichang bus station Langxiang

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Daily delivery Building area Land area Coverage Number of Current Parking Cost Population passengers Project (m2) (m2) No. Bus station Name Location of area administrative number Class area (RMB (10000) (person- type (km2) villages of bus lines Station Accessory (m2) 1000) times/day) Building building town of Tieli City of Yichun Nenjiang farm bus Nenjiang farm 15 489 1.5 21 20 130 Rebuild III 733 - 1000 500 2300 station Qixingpao farm bus Qixingpao farm 16 791 1.0 28 20 220 Rebuild III - - - 500 - station Geqiushan farm bus Geqiushan farm 17 269 0.95 11 18 430 Rebuild III 220 - 1000 500 2000 station Weishan farm bus Weishan farm 18 289 0.85 11 20 450 Rebuild III 200 - 2000 500 4000 station Wudalianchi farm Wudalianchi farm 19 189 1.1 11 16 400 New V 120 140 1500 396 2000 bus station Hongxing farm bus Hongxing farm 20 372 1.3 17 18 500 New V 120 480 3500 656 4000 station Total 6616.5

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D. Distribution and connection to this project

113. The distribution of selected bus stations is as attached map 2. The bus stations scatter whether along this project or at some distance away this project. But through link road, all can access to this project. The link road is Suileng-Bei’an highway, now a class II provincial road. This highway connects with this project at the node of Bei’an east interchange.

E. Station Sites and the access roads

114. Rural bus station should be in line with the Master Plan of small towns. The ideal location for a bus terminal in a township is at the point where the majority of passengers wish to start or end their journeys. This is normally close to the main market or retail area of the township.

115. The provided sites of these stations are in line with the site requirement. After finished, bus services will be improved. The location diagrams of the proposed bus station sites and the access roads are displayed in the following maps.

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6.3 Action plan of Policy Reform

A. ADB TA Researches

116. A technical assistance of ADB had been completed in 2007 about china rural transport services, namely Sustainable Rural Transport Services (TA 4806-PRC).

117. Main conclusion of this TA is as follows: Because of deregulation of freight transport had been carried out for many years since 1980s, the freight transport market has been fully competed, and no more policy reforms could be recommended. On the contrary, passenger transport is still regulated strictly and need to be reformed remarkably. Compare to county-town routes and levels above, passenger transport on routes of township-village and village-village need more suitable policies; in other words, the current regulations should be reformed for rural transport services.

B. Workshop on Rural transport Services

118. April 15 -16, 2009, a workshop on transport services was held in Harbin. Representatives of followings attended this meeting:

• Provincial Transportation Department (PTD) • , Project Implementation Unit (PIU) • Provincial Highway Administration Bureau (PHAB) • Provincial Transportation Bureau (PTAB) • Local Communication Bureaus of Yichun, Suiling, Bei’an, Wudalianchi, and Nenjiang • China Academy of Transport Science (CATS) and TA team of this project

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119. Consultants from CATS gave a presentation of the results of ADB TA 4806-PRC and demonstration projects carrying out in other provinces. Consultant of this TA team introduced the current situations of transport services in HLJ province, and problems and issues found in this TA.

120. There were discussions about current situation, problems and areas for improvement in HLJ rural transport services.

121. The official from provincial TAB agreed with the specialists’ opinions generally, and introduced that there were more than 7000 buses be used for rural transport services now, but almost 80% of them were operated by individual operators whose anti-risk capability were very low. She said the PTAB has tried some efforts to improve the rural transport services. For example, there are 158 mini-buses operated by several fleets in Lindian County which can be ordered by call and more demand-responsive. She also believed that the Rural Transport Services Improvement Demonstration Project would be very useful for HLJ rural transport services improvement.

122. The Local officials from the counties in the project area also introduced the demand and current situation of the local rural transport services respectively and agreed that the rural transport demand was low and diverse. They thought the findings from Sustainable Rural Transport Services Project were very similar with HLJ’s, but there still had more or less difference in the different areas of HLJ. They suggested that the demonstration project should be adjusted in some implementation measures based on the different local conditions.

123. Through this workshop, all of the representatives learned a lot from the presentation and got an in-depth understanding about the rural transport services improvement. All agreed that the provision of sustainable, affordable, adequate and safe public transport in rural areas is an important issue and will be the priority of TAB responsibilities.

124. The official from PTD figured that the implementation experiences of Anhui province were very helpful, as well as the output of Sustainable Rural Transport Services Project, for the HLJ rural transport services improvement. He would make a report to the higher officials of PTD and discuss the feasibility of HLJ Rural Transport Services Improvement Demonstration Project.

C. Terms of Reference of action plan in HLJ

125. The action plan involve (i) changes in the definition, licensing and regulation of rural buses, rural bus routes, rural bus operators and rural bus terminals to encourage more demand- responsive, township-based operators and give them the freedom and flexibility to offer services that are efficient and better capable of responding to users’ needs; and (ii) corresponding measures to clarify the role and strengthen the capacity of county-level road transport administrations in relation to the recommended regulatory changes.

¾ Objectives and Overview

126. The proposed reforms will be demonstrated, tested, monitored and adjusted by means of a demonstration project in selected counties to ensure that they are workable before being extended throughout the province or china.

127. The demonstration project will involve the establishment of at least one Village Bus Operator to operate a number of Village Bus Routes (both as defined by TA 4806-PRC) based on a township, and would provide:

• a demonstration of how the proposed reforms to village bus services would operate; • an opportunity to involve all stakeholders in designing and monitoring the effectiveness of the village bus service system; • model drafts of all documents and procedures needed to plan, license, operate and monitor operations under the recommended system;

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• the training plans and materials needed to establish and maintain the necessary planning and regulatory skills in the county-level road transport administration and appropriate management, planning and operational skills in the chosen Village Bus Operator; • An opportunity to identify any problems and shortcomings and to adjust the proposed arrangements in the light of practical experience.

128. Under the demonstration project a network of county-based routes extending to the villages beyond a given township, or village roads served only by informal transport, would be replaced by a village bus service based on the township. The holder of the Village Bus Route License/s would be a cooperative formed by local bus/minibus owners who previously worked as subcontractors to a larger company or informal operators. The demonstration would assist with the formation of this group and provide training for the new operators in basic management techniques, bus service management and safety, as well as training for the staff of the Village Bus Division (VBD) which is suggested to be established in the county road transport administration.

¾ Key Activities

129. The main activities involved are based on the recommendations of TA 4806-PRC and will include: • Review the Province’s overall plan to develop transport services facilities. Review recommendations on rural transport services prepared under ADB TA 4806-PRC and prepare a rural transport services demonstration project to be implemented.; • Helping to establish a project implementation group, chaired by the county head and comprised of various government agencies at local level, to oversee the project; • Brief and consult with all parties affected, including existing bus and taxi operators, informal operators, local business groups, local leaders and their communities; • Draft the necessary decrees and dispensations to enable the demonstration project to authorize the participation of the public-sector stakeholders concerned; • Helping to organize current operators (formal or informal) to form the Village Bus Operator, and briefing them on the proposals, helping to carry out demand surveys, and providing training and simple management tools; • In consultation with operators, select the routes to be included in the Village Bus Route network, and defining stopping places and minimum service frequencies as necessary; • Draft the Village Bus Route License conditions, based on the proposals of TA 4806-PRC, and help to get temporary licenses issued to the group chosen to operate the route/s; • Draft the conditions for a Village Bus License, and helping to get temporary licenses issued to the vehicle owners who wish to join the group holding the Village Bus Route License/s; • Clarify the role and procedures of the road transport administrations in relation to the village bus services, including planning and designing village routes; canvassing for interest from potential groups and helping with the formation of Village Bus Operators; setting conditions for Village Bus Route Licenses; calling and evaluating proposals for Village Bus Route Licenses (and bids where there are competing potential operators); administering the Village Bus, Village Bus Route and Village Bus Operator licensing system, including supervision and inspection arrangements designed to secure public safety and the interests of users, operators and the general public; adjusting route structures and operations if necessary; and monitoring operations to ensure that the objectives of the demonstration project are met; • Evaluating the results of the demonstration project, circulating these for discussion and review among county Communication Bureaus (CBs), Provincial Transportation Departments (PTD), and may submit to Ministry of Transport (MOT) for consideration. Drafting detailed guidelines and revisions to draft regulations and decrees to enable implementation throughout the province or PRC. S App O - 64 Heilongjiang Road Development II (TA 7117 – PRC) Final Report

¾ Timing and Outputs

130. The demonstration project will be carried out over 12 months, with the indicative timetable and milestones shown in the following figure;

131. The key outputs from the TA will be: • Draft decrees authorizing the demonstration project and updated draft conditions for Village Bus, Village Bus Route and Village Bus Operator Licenses, and provisional versions of these licenses sufficient to enable the demonstration project to proceed; • Guidelines to assist with the formation and appointment of a Village Bus Operator to implement the demonstration project as a system of Village Bus Routes, including arrangements covering the situation where more than one potential operator might be available; • The design of passenger surveys and procedures for planning an efficient route structure, fleet deployment plan and operating plan for the selected Village Bus Operator; • Proposals for the development, financing, management and operation of a township Village Bus Terminal, whether one exists in the project or not2; • Model documents, procedures, materials and tools needed (i) by the Village Bus Operator to develop and operate efficient, demand-responsive village bus services and (ii) by the VBD to plan, license and monitor village bus and terminal operations under the recommended system; in both cases these will include on-the-job training and the preparation of plans for appropriate training to be delivered by a suitable local institution on a longer-term basis;

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• Adjustments needed in the course of the pilot project to overcome any problems encountered and to modify its arrangements to achieve its objectives more effectively; • A report evaluating the pilot project experience and, on the basis of this, recommendations for extending it throughout the country; these will include more detailed drafts of any regulations and decrees needed for implementation on this wider scale.

¾ Technical Assistance and Administration

132. Two bus regulation specialists, one foreign, one local, and one local Rural Bus Service Specialist will be appointed under individual contract to carry out the tasks described in these terms of reference. Their input for this demonstration would be for a total of 10 person-months (2 foreign, 8 local) over 12 months.

133. The PTD will be the executing agency for the TA. Day-to-day management of the pilot project, and the TA, would be the responsibility of the county CBs. Overall direction would be given by a steering committee chaired by the Director of the provincial TAB.

134. Estimated total costs are as follows:

Table 23 Cost of Pilot Project TA No Item Units Rate Qty Amount 1 Professional Fees Foreign MM $15,000 2 $30,000 Local MM $7,500 8 $60,000 2 International travel RT $3,000 2 $6,000 3 Domestic airfares RT $500 6 $3,000 4 Per diem Days $70 300 $21,000 5 Local transport Mo $1,000 12 $12,000 6 Reports & workshops LS $2,000 1 $2,000 7 Office supplies & communications Mo $100 12 $1,200 8 Equipment LS $2,000 1 $2,000 9 Surveys LS $3,000 1 $3,000 Total estimated costs $140,200 Contingencies (10%) $14,020 Total Costs $154,220

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ATTACHEDMENT 1: MAP OF RURAL ROAD NETWORK ALONG THIS PROJECT (PROVIDED BY PHAB)

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ATTACHMENT 2: MAP OF RURAL ROAD NETWORK ALONG THIS PROJECT (PROVIDED BY HLJ FARM BUREAU)

RRRuuurrraaalll RRRoooaaaddd NNNeeetttwwwooorrrkkk AAAlllooonnnggg TTThhheee ppprrrooopppooossseeeddd PPPrrrooojjjeeecccttt

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ATTACHMENT3: DISTRIBUTION MAP OF SELECTED BUS STATIONS

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ATTACHMENT4: LEVEL CROSSINGS

Current Standards of Rebuild Standards Crossing Road of Crossing Road Crossing Central Pile Intersection No. Angle Number Width of Width of type （） Class roadbed Class Roadbed ° （m）（m） Yichun to Bei'an section (Caojia) 1 K21+208 Forest Road 4.5 Forest Road 4.5 T-intersection Left 80 2 K28+000 Forest Road 4.5 Forest Road 4.5 T-intersection Left 70 3 K34+390 Forest Road 4.5 Forest Road 4.5 T-intersection Left 90 4 K39+400 Forest Road 4.5 Forest Road 4.5 T-intersection Left 90 5 K55+810 Forest Road 9 Forest Road 9 T-intersection Right110 6 K62+410 Forest Road 4.5 Forest Road 4.5 T-intersection Left 100 7 K68+370 Forest Road 4.5 Forest Road 4.5 T-intersection Left 90 8 K71+530 Forest Road 4.5 Forest Road 4.5 T-intersection Left 90 9 K98+500 Forest Road 4.5 Forest Road 4.5 T-intersection Left 90 10 K106+400 Forest Road 4.5 Forest Road 4.5 T-intersection Left 90 11 K118+100 Forest Road 4.5 Forest Road 4.5 T-intersection Right 90 Bei'an to Wudalianchi section 12 K222+540 3 7 3 7 Square Crossing 90 13 K225+974 4 6 4 6 Square Crossing 30 14 K227+604 Plowing road 4 Plowing road 4.5 Square Crossing 90 15 K228+182 3 8 3 8 Square Crossing 90 16 K228+564 Plowing road 3 Plowing road 4.5 Square Crossing 90 17 K229+554 Plowing road 5 Plowing road 5 Square Crossing 90 18 K231+165 Plowing road 4.5 Plowing road 4.5 Square Crossing 90 19 K231+516 Plowing road 4.5 Plowing road 4.5 T-intersection 90 20 K232+055 Plowing road 3 Plowing road 4.5 T-intersection 90 21 K232+905 Plowing road 6 Plowing road 6 T-intersection 90 22 K233+770 3 8.5 3 8.5 T-intersection 80 Wudalianchi to Nenjiang 23 K1+745.80 Plowing road 4 Plowing road 4 Square Crossing 75 24 K2+179.84 Plowing road 4 Plowing road 4 Square Crossing 70 25 K2+956.5 Plowing road 4 Plowing road 4 Square Crossing 90 26 K4+414.0 Plowing road 4 Plowing road 4 T-intersection 80 27 K5+641.18 3 8.5 3 8.5 T-intersection 130 28 K9+020.00 Plowing road 4 Plowing road 4 Square Crossing 75 29 K11+040.90 4 6.5 4 6.5 T-intersection 75 30 K11+040.90 4 6.5 4 6.5 T-intersection 75

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31 K13+890 4 6.5 4 6.5 Square Crossing 100 32 K22+700 4 6.5 4 6.5 Square Crossing 90 33 K37+057.30 3 10 3 10 Square Crossing 90 34 K37+894 Plowing road 4 Plowing road 4 Square Crossing 105 35 K38+629 Plowing road 4 Plowing road 4 Square Crossing 110 36 K39+811.9 4 6.5 4 6.5 Square Crossing 90 37 K40+618.10 Plowing road 4 Plowing road 4 Square Crossing 60 38 K40+820 3 8.5 3 8.5 T-intersection 110 39 K41+862.2 Plowing road 4 Plowing road 4 T-intersection 90 40 K42+273.22 Plowing road 4 Plowing road 4 T-intersection 90 41 K43+164.40 Plowing road 4 Plowing road 4 T-intersection 90 42 K45+537.20 4 6.5 4 6.5 Square Crossing 90 43 K46+579.62 4 6.5 4 6.5 Square Crossing 90 44 K49+034.1 Plowing road 4 Plowing road 4 Square Crossing 60 45 K51+748.22 Plowing road 4 Plowing road 4 Square Crossing 90 46 K52+530.45 Plowing road 4 Plowing road 4 Square Crossing 90 47 K53+835.15 Plowing road 4 Plowing road 4 T-intersection 90 48 K54+725 Plowing road 4 Plowing road 4 T-intersection 90 49 K58+474.60 4 6.5 4 6.5 Square Crossing 90 50 K61+658 Plowing road 4.5 Plowing road 4.5 Square Crossing 90 51 K64+113.83 3 7 3 7 T-intersection 75 52 K66+685.74 3 7.5 3 7.5 Square Crossing 105 53 K68+350 Plowing road 4.5 Plowing road 4.5 T-intersection 115 54 K69+162.36 Plowing road 4.5 Plowing road 4.5 Square Crossing 90 55 K69+646 Plowing road 4.5 Plowing road 4.5 T-intersection 90 56 K70+603 Plowing road 4.5 Plowing road 4.5 T-intersection 130 57 K71+153 4 6 4 6 T-intersection 105 58 K71+250 4 6.5 4 6.5 T-intersection 105 59 K75+188 4 6.5 4 6.5 Square Crossing 120 60 K76+320 4 6 4 6 T-intersection 105 61 K77+931.5 3 9 3 9 T-intersection 130 62 K79+794 3 7.5 3 7.5 T-intersection 35 63 K79+903.8 3 7 3 7 T-intersection 90 64 K80+475 3 7.5 3 7.5 T-intersection 35 65 K80+780 4 6 4 6 T-intersection 115 66 K82+210.5 3 7.5 3 7.5 T-intersection 90 67 K82+521 3 7 3 7 Square Crossing 90 68 K83+090 village road 16 3 16 T-intersection 90

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69 K83+300.95 village road 19 3 19 Square Crossing 90 70 K83+750 Plowing road 5.2 Plowing road 5.2 T-intersection 135 71 K85+089 4 6.5 4 6.5 Square Crossing 110 72 K85+289.3 3 7.5 3 7.5 T-intersection 110 73 K86+629 3 7.5 3 7.5 Square Crossing 105 74 K87+535 Plowing road 5 Plowing road 5 Square Crossing 110 75 K89+084 Plowing road 5 Plowing road 5 T-intersection 90 76 K91+414 Plowing road 5 Plowing road 5 T-intersection 45 77 K93+935.37 3 10 3 10 T-intersection 96 78 K98+450 Plowing road 5 Plowing road 5 Square Crossing 130 79 K99+880 3 7 3 7 Square Crossing 90 80 K100+266.5 Plowing road 5.5 Plowing road 5.5 T-intersection 90 81 K102.028 3 7.5 3 7.5 T-intersection 110 82 K103+081.4 4 6 4 6 T-intersection 120 83 K103+336 4 6 4 6 T-intersection 90 84 K106+267 Plowing road 5 Plowing road 5 Square Crossing 135 85 K107+309 4 6 4 6 T-intersection 75 86 K108+891 Plowing road 5 Plowing road 5 T-intersection 90 87 K109+277 Plowing road 5 Plowing road 5 T-intersection 90 88 K109+835 4 6 4 6 T-intersection 90 89 K111+237 2 12 2 12 T-intersection 77 Source: Preliminarily design of this proposed project

ATTACHMENT5: PHOTOS OF PROPOSED RURAL ROADS

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Supplementary Appendix P Executing Agency Capacity Assessment Questionnaire

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EA Capacity Assessment Appendix 1 General Procurement Environment Assessment

1 Is there a procurement law? Yes, there is. 2 Are the laws and regulations clear and concise? Yes, they are.

The law covers all the requirements in regard to bidding, 3 What does the law (or regulations applicable to procurement) cover? bid preparation, bid opening, bid evaluation, bid awards, payment, defect responsible period, legal liabilities, etc.

4 Does the law cover the procurement of consulting services? Yes, it does.

Does the law differentiate between processes for consulting services and Yes, it does. The procurement process for consulting 5 Good/Works? services is deal with separately.

No, it doesn't. Small contracts for contract values less than CNY2 million for single contract, CNY1 million for 6 Does the law require advertisement of all procurement opportunities? goods, and CNY0.5 million are not required to apply advertisement. Yes, they are. Except for non-public bidding contracts 7 Are contract awards advertised? packages. 8 Are there restrictions on goods, works and services on the basis of origin? No, there aren't. Do the law or relevant legislation and regulations provide acceptable provision for 9 Yes, it does. the participation of state owned enterprises? 10 Are there restrictions on the nationality of bidders and consulting firms invited? No, there aren't. 11 Are foreign bidders and consultants forced to offer through or with local partners? No, they aren't. 12 Is there a domestic preference scheme? No, there isn't. 13 Is there a national standard mandated for use for quality control purposes? Yes, there is. 14 Are any agencies exempt from the law? No, they aren't. 15 Is the default method for procurement open competition? Yes, it is.

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16 Is open procurement easily avoided? No, it isn't. 17 Do the rules and regulations require pre-qualification? Yes, they do, but only for complex contracts. 18 do the rules and regulations require registration? No, they don't. 19 Are there systematic procurement process audits? Yes, there are. 20 Is there a national procurement manual or guide? Yes, there is. 21 Do the laws and regulations mandate the use of standard documents? Yes, they do for goods and works. 22 Have these standard bidding documents been approved for use on ADB projects? Yes, they have. 23 Do the regulations require the collection of nation wide statistics on procurement? Yes, they do. 24 Is consolidated historical procurement data available to the public? Yes, it is. Do the procurement laws and regulations contain provisions for dealing with 25 Yes, they do. misconduct? Yes, it is. There are penalties, administrative sanctions, 26 Is fraud and corruption in procurement regarded as a criminal act? and criminal act according to their fraud and corruption levels. 27 Have there been prosecutions for fraud and corruption? Yes, there have been. Is there an alternative disputes resolution process independent of government and 28 Yes, there is. courts? 29 Does the law allow for sovereign immunity to the EA for claims against it? Yes, it does. 30 Do the regulations allow for black listing of firms and individuals and if the do? Yes, it does. Administrative and Monitoring Department. Administrative department in charge, Discipline Review 31 Which body oversees procurement? and Monitoring Department at different levels. The oversight body has administrative sanctions on an 32 What powers does the oversight body have? EA and its staff and overturns contract awards. 33 Is there a nationwide procurement training plan? Yes, there is. 34 Is there a procurement accreditation or professionalization program? Yes, there is.

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35 Are major projects identified within an agencies appropriation or budget? Yes, they are. Procurement process can commence, but contract Is the procurement cycle tied to an annual budgeting cycle? i.e. can procurement 36 awards cannot start until a budget or appropriation is activity only commence once a budget is approved? approved. Once an appropriation or budget is approved will funds be placed with the EA or Funds can be in place with the EA and/or the EA can 37 can the EA draw them down at will? draw them down at will.

Can an EA draw directly from a loan or imprest account or will it spend budgeted 38 Both of them are possible. funds with the borrower claiming reimbursement?

When an EA is implementing a project using funds from the national budget has a 39 No, it doesn't. delay in funding significantly delayed procurement?

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Executing Agency Capacity Assessment Questionnaire

Part A. General Agency Resource Assessment Response A1 Is there a procurement department? Yes, there is. It undertakes procurement process regarding consulting services, goods A2 What procurement does it undertake? and works. A3 Are the staff provided with written job descriptions? yes, they are. How many years experience does the head of the procurement unit have in A4 8 years a direct procurement role? A5 How many staff in the procurement department are: Four people Full Time Two people Part Time? Two people Seconded? At what level does the department report(to the head of agency, deputy Director in charge from Construction Bureau under Heilongjiang A6 etc.)? Provincial Traffic Department Do the staff that will be involved with the procurement have English A7 Yes, they basically do. language skills sufficient to undertake international procurement? Is the number and qualifications of the staff sufficient to undertake the A8 Yes, it is. additional procurement that will be required under the proposed project? Does the unit have adequate facilities such as PCs, internet connections, A9 Yes, it does. photocopy facilities, printers etc. to undertake the expected procurement? A10 Is there a procurement training program? Yes, there is. Part B. Agency Procurement Processes, Goods and Works Has the agency undertaken foreign assisted procurement of goods or works Yes, it has. The project is ADB financed and is from Jixi to Nehe, Jixi-(No B1 recently? Suggestions) Section. Low price results in problems and adverse effects in construction B2 If the above is yes, what where the major challenges? qualities, time control, and cost control.

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B3 Is there a procurement process manual for goods and works? Yes, there is. if there is a manual is it up to date and does it cover foreign assisted B4 Yes, there is. procurement? Is there a systematic process to identify procurement requirements(1year or B5 Yes, there is. more)? B6 Who drafts the specifications? Design institutes and PIU B7 Who approves the specification? Heilongjiang Provincial Traffic Department Are there standard bidding documents in use and have they been approved Yes, there are standard bidding documents and they have been B8 for use on ADB funded projects? approved for use on ADB funded projects. B9 Who drafts the bidding documents? Tendering Co., and PIU B10 who manages the sale of the document? PIU and Tendering Co. B11 Are all queries from bidders replied to in writing? Yes, they are. Yes, there is a minimum period for preparation of bids. The minimum B12 Is there a minimum period for preparation of bids and is yes how long? period for preparation of bids is 20 days from the date of issuance of bidding documents to the date of bid submission. Does the bidding document state the date and time of opening and how B13 Yes, it does. close is it to the deadline for submission? B14 Is the opening public? Yes, it is. B15 Can late bids be accepted? No, it can't B16 Can bids be rejected at bid opening? No, it can’t. B17 Are minutes taken? Yes, they are. PIU and Tendering Co., Bid Evaluation Committee, and ADB, but bidders B18 Who may have a copy of the minutes? can participate bid opening. B19 Are the minutes free of charge? yes, they are. Who undertakes the evaluations (individuals, permanent committee, ad-hoc Representatives from bidding side, technical experts and economical B20 committee)? experts. What are the qualifications of the evaluators in respect to procurement and 8 years work experience in relevant fields with senior engineer titles or B21 goods and works under evaluation? equivalent. All the evaluators are selected through experts database. Is the decision of the evaluators final or is the evaluation subject to The decision of the evaluators is not final. The evaluation is subject to B22 additional approvals? additional approvals. S App P - 6

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First, the date to issue bidding documents for the Expressway from Shuangyashan to Jiamusi was June 21, 2007; while the contract became effective on September 9, 2007. Secondly, the date to issue bidding documents for the upgraded road Using at least three real examples how long between the issue of the B23 project between Harbin to Daqing was April 24, 2008; while the contract invitation for bides and contract effectiveness? became effective on June 8, 2008. Finally, the date to issue bidding documents for the Extended road project between Daqing to Qiqihar was December 22, 2008; while the contract became effective on February 7, 2009.

Are there processes in place for the collection and clearance of cargo B24 N/A through ports of entry? B25 Are there established good receiving procedures? Yes, there are. Are all goods received recorded as assets or inventory in a register or B26 yes, they are. similar? B27 Is the agency/procurement department familiar with letters of credit? Yes, it is. Does the procurement department register and track warranty and latent B28 Yes, it does. defects liability periods?

Part C. Agency Procurement Processes, Consulting Services Has the agency undertaken foreign assisted procurement of consulting Yes, it has. The project is ADB financed and is from Jixi to Nehe, Jixi-(No C1 services recently? Suggestions) Section. C2 If the above is yes, what where the major challenges? N/A C3 Is there a procurement process manual for consulting services? Yes, there is. C4 Is the manual up to date and does it cover foreign assisted projects? Yes, it is up to date, and covers foreign assigned projects. C5 Who identifies the need for consulting services requirements? ADB、EA C6 Who drafts the TOR? PIU Does the TOR followed a standard format such as background, tasks, C7 Yes, they do. inputs, objectives and outputs? C8 Who prepare the request for proposal? PIU. S App P - 7

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The assignments are not necessary to be advertised and expressions of C9 Are assignments advertised and expressions of interest called for? interest are called for. Is a consulting' selection committee formed with appropriate individuals in C10 Yes, it is. terns of procurement and technical expertise? The firms are with similar project experience and the major people with C11 What criteria is used to evaluate EOIs? similar project experience. C12 Historically what is the most common methods used (QBCS, QBS etc.)? QCBS Firms who want to submit proposal (s) need to pay for purchasing the C13 Do firms have to pay for the proposal document? bidding documents. does the evaluation criteria follow a pre-determined structure and is it C14 Yes, it is. detailed in the RFP? C15 Are pre-proposal visits and meetings arranged? Yes, they are. C16 Are minutes prepared and circulated after pre-proposal meetings? Yes, they are. C17 To who are minutes distributed? All related people. C18 Are all queries from consultants answered to in writing? Yes, they are. C19 Are the financial and technical proposals in separate envelopes? Yes, they are. C20 Are proposal securities required? No, they aren't. C21 Are technical proposals opened in public? Yes, they are. do the financial proposals remain sealed until technical evaluation is C22 Yes, they do. completed? C23 Are minutes of technical opening distributed? No, they aren't. Bid evaluation committee determines the ranking based on their scores C24 Who determines the final technical ranking and how? given by evaluators. No. After bid opening, the technical scores shall be published and sent to C25 Are the technical scores published and sent to all firms? the firms in the short list who submitted the proposal. C26 Is the financial proposal opening public? Yes, it is. C27 Are there minutes taken and distributed of financial proposal opening? No. they aren't. Bid evaluation committee calculates its scores based on their respective C28 How is the financial evaluation completed? bid prices. C29 Are face to face contract negotiations held? Yes, they are.

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C30 How long after financial evaluation is the selected firm to negotiate? Less than 28 days. C31 What is the usual basis for negotiation? The basis of negotiation is bidding documents and bids. C32 Are minutes of negotiation taken and signed? Yes, they are. C33 How long after negotiation taken and signed? Less than 7 days. C34 Are advance payments made? Yes, they are. C35 Is there an evaluation system for measuring the outputs of consultants? Yes, there is. Part D. Process Oversight and Control Is there a standard statement of ethics and are those involved in D1 Yes, there is. procurement required to formally commit to it? Are those involved with procurement required to declare any potential D2 Yes, they are. conflict of interest and remove themselves from the procurement process? Is the commencement of procurement dependent on external approvals D3 Yes, it is. (formal or de-facto) outside of the budgeting process? Who approves procurement transactions and do they have procurement D4 Heilongjiang Provincial Traffic Department, ADB experience and qualifications? Which of the following actions require approval outside of the procurement D5 unit or a permanent evaluation committee and who grants the approval? a) Bidding document, invitation to pre-qualify or request for proposal Heilongjiang Provincial Traffic Department, ADB b) Advertisement of an invitation for bids, pre-qualification or call for Heilongjiang Provincial Traffic Department, ADB expressions of interest c) Evaluation reports Heilongjiang Provincial Traffic Department, ADB d) Notice of award Heilongjiang Provincial Traffic Department, ADB e) Invitation to consultants to negotiate Heilongjiang Provincial Traffic Department, ADB f) Contracts D6 Is contractual performance systematically monitored and reported upon? Yes, it is. D7 Does the agency monitor and track its contractual payment obligations? Yes, it does. On average how long is it between receiving a firm's invoice and making D8 20 days payment?

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D9 What is the standard period for payment included in contracts? 28 days D10 When payment is made late are the beneficiaries paid interest? No, they aren't Are payments authorized by the same individuals empowered to approve D11 No, they aren't invitation documents, evaluations and contracts? Is there a written auditable trail of procurement decisions attributable to D12 Yes, there is. individuals and committees? Are procurement decisions and disputes supported by written narratives D13 such as minutes of evaluation, minutes of negotiation, notices of Yes, they are. default/withheld payment? D14 Is there a formal non-judicial mechanism for dealing with complaints? Yes, there is. Is a complaints resolution mechanism described in national procurement D15 Yes, it is. documents?

Part E. Records Keeping E1 Is there a referencing system for procurement files? Yes, there is. E2 Are original contracts secured in a fire and theft proof location? Yes, they are. E3 Are copies of bids or proposals retained with the evaluation? No, they aren't. Are copies of the original advertisements retained with the pre-contract E4 Yes, they are. papers? Is there a single contract file with a copy of the contract and all subsequent E5 Yes, there is. contractual correspondence? E6 Are copies of invoices included with contract papers? No, they are separately stored. E7 For what period are records kept? Permanent

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Supplementary Appendix Q Road Safety Audit Report

Heilongjiang Road Development II Project

Road Safety Audit Report

Road Safety Expert: Michel Ledru Assistant: Baohong Sun

H&J, Inc.

May 2009

Table of Contents

Chapter 1 Introduction

1.1 Aims 1.2 RSA references 1.3 Methodology and procedures

Chapter 2 Project overview

2.1 Project Description 2.2 Road Characteristics and major technical measures 2.3 Traffic and traffic composition forecast 2.4 Road safety data and safety level evaluation

Chapter 3 Detailed studies

3.1 Segment IA and IB. The Expressway

3.1.1 Interchanges 3.1.2 Toll plazas 3.1.3 Service areas 3.1.4 Parking area 3.1.5 U-turn 3.1.6 Crash barriers 3.1.6.1 Generalities 3.1.6.2 End of crash barriers 3.1.6.3 Emergency break 3.1.6.4 Transition between a crash barrier and a bridge 3.1.6.5 Anti-dazzle board 3.1.7 Signs 3.1 7.1 Regulatory signs 3.1.7.2 Directional or informative signs on the road side 3.1.7.3 Gantry variable informative message signs 3.1.8 Markings 3.1.8.1 Regulatory markings 3.1.8.2 Rear end collision areas 3.1.8.3 Speed reduction markings and devices 3.1.8.4 Tiredness prevention 3.1.9 Other devices 3.1.9.1 Radars 3.1.9.2 Weight control systems

3.1.9.3 Fences 3.1.9.4 Delineators and mileposts 3.1.9.5 Lighting

3.2 Segment IIA and IIB. Highways class II

3.2.1 General conditions 3.2.2 The main danger; bad overtaking and head collision 3.2.3 Crossroads 3.2.4 Villages 3.2.5 Branch Roads

3.3 Segment III. Highway class I

Chapter 4 Conclusion

Annex：

Annex 1: Road Safety Site Visit Annex 2: Road Safety Audit Methodology

Chapter 1 Introduction

1.1 Aims

A Road Safety Audit is not a critical appraisal of the design or a way of assessing, rating a project as good or bad or a check of compliance with standards. The RSA approach is based on the principle that "Prevention is better than a cure": at this Draft Design stage, the detailed geometric design, traffic signage scheme and plans for pavement marking, lighting and landscaping are not available, but it is possible to study the general designs and all general road safety devices. This audit will examine safety features such as signs, markings, crash barriers, etc. but also sight distance, drivers or pedestrian safety, vehicle conflict points in relation to the operation of the Expressways and Highways. The Road Safety Audit (RSA) aims to reveal the safety problems and potential dangers, and the suggested improvements are to be provided to enhance the safety of the whole project. Furthermore, the basic safety for the road users can be satisfied in the future.

1.2 RSA References

The references referred to this project are as follow: - Road Safety Audit Manual. Department of Public Works and Highways. The Philippines. 2004. - Road Safety Audit Procedures for Projects. Guideline. Transfund New Zealand Manual. 2004. - Road Safety Audits for Road Projects – An operational tool kit -. With at the end, a list of the most important documentation available worldwide on road safety audits. Asian Development Bank. Manila. 2003. - Evaluation of the proposed actions emanating from road safety audits. Austroads. Sydney. 2002. - Guidelines for the safety audit of roads and roads projects in Malaysia. Public Works Department. Malaysia. 1997. - Guidelines for road safety audit. Institution of Highways and Transportation. London. 1997. - Manual of Road Safety Audits. Danish Road Directorate. 1997. - Road Safety Audit. AustRoads. Sydney, Australia. 1996. - Road Safety Audits. Part 1 and Part 2. Federal Highway Administration. Washington, DC. 1997. - Road Safety Audit Manual. Department of Roads, Ministry of Transport. Government of Nepal. 1997.

1 - Guidelines on Safety Audit of Highways. Institution of Highways and Transportation. London. 1996. - Road Safety Audit. Checklists prepared by SWEROAD. Ministry of Transport and Highways. Sri Lanka. - Road Safety Audit: Guidelines for the Safety Audit of Roads and Road Projects in Malaysia. Public Works Department (JKR). Kuala Lumpur. 1997. - Road Safety Checks. Infrastructure Note, Transport RD-9. Infrastructure and Urban Development Department. World Bank. Washington. DC. Ross, Alan. January 1992. - Thailand Road Safety Audit Manual. Ministry of Transport. Thailand. January 2003. - Interim Procedures for the Safety Audit of Traffic Control at Roadwork Sites. Report No. RA98/6895, Wellington, New Zealand. Transfund New Lealand. 1999. - Safety Audit Policy and Procedures. Wellington, New Zealand. Transit New Zealand. 1993.

Standards and policies are mainly from the Ministry of Transportation, PRC and American Association of State Highway and Transportation Officials, USA (AASHTO) - Technical Standard of Highway Engineering. Ministry of Transportation, PRC (2004). - Specification for Design of Highway Safety Facilities. Ministry of Transportation, PRC (2006). - Guidelines for Design of Highway Safety Facilities. Ministry of Transportation, PRC (2006). - General Specification of Freeway Traffic Engineering and Roadside Facilities. Ministry of Transportation, PRC (2006). - Highway Safety Design and Operations guide. AASHTO (1997). - Roadside Design Guide. AASHTO (2002). - A policy on Geometric Design of Highways and streets. AASHTO (2004).

1.3 Methodology and procedures

The evaluations methods for this RSA are mainly based on the Road Safety Audit Manual. Department of Public Works and Highways. The Philippines. 2004.

The general RSA procedure is:

RSA PROGRAM PROJECT MANGMENT OFFICE

New Project(s) Roads(s) to be or Design(s) Audited

BUREAU OF DESIGN Stage 1 STAGE 5 FEASIBILITY EXISTING ROADS Modify OK No Yes Concept REGIONS / DISTRICTS Stage 2 DRAFT DESIGN OK

No Modify OK Yes Design ACCIDENT ACCIDENT PREVENTION PREVENTION STAGE 3 ROGRAM AND DETAILED BLACKSPOT DESGIN PROGRAM No Modify OK Yes Design

Stage 4 PRE-OPENING

Corrective OK No Action Yes Open To Traffic

We are now at the Stage 2, Draft Design. This draft project is good and fairly detailed, not very far from the detailed design in many cases. The main steps, after this one, should be Stage 3 Detailed Design, and Stage 5, audit of the expressway and highways at the end of the construction works, but an intermediate Road Safety Audit during the Road works (Stage 4) should be also useful, mainly for the segment II (a class II highway, with accesses, farms and villages, branch roads and bus stations.).

The present RSA consists of four stages:

1- Preparation

Collect from the Project Manager and Project Designers of general reports, design documents (in Chinese language), writing of a list of technical questions, examination of the detailed answers, in-door analysis.

2- Site visit

3 It was not possible to visit the existing roads: the segment 1 Expressway and segment III class I Highways are new projects (no existing roads), the segment II is a very poor class III road. It was however useful to carry out a site visit. The main objective of this site visit was to look at the landscape and at the geography of this part of Heilongjiang, in order to better understand the local driving habits (and unsafe behaviors), to examine some of the existing expressways and class I and II roads (general characteristics, signs and markings, crash barriers, etc.), the site visit report is in Annex 1.

3- Writing of the report

Based on the data collection and the site visit, the RSA report could be put forward according to relevant standards and policies, safety audit manual and achievements from previous research.

4- Analysis and evaluation

To discuss the RSA recommendations for corrective action a Completion Meeting will be held with the project manager and/or the project designer(s). The Project manager is required to respond to the recommendations of the audit report after this Meeting.

4 Chapter 2 Project Overview

2.1 Project Description

The proposed Project starts from Yichun and ends at the provincial border with Inner Mongolia.

The project includes:

1- An expressway segment from Yichun to Wudalianchi, called in this RSA Report Segment I, with two sub sections, - Segment I A - from Yichun to Bei’an and - Segment I B - from Bei’an to Wudalianchi. This Segment I is the construction of 276.89 km expressway, including 70.15 km shared expressway section with Ji-Hei Expressway at Bei’an City, which will be constructed under separate contract by Heilongjiang Government;

2- A class II highway from Bei’an to Nenjiang, called in this RSA Report Segment II. This Segment II is the construction and upgrading of 134.10 km existing road class II highway from Bei’an to Nenjiang, with two sub sections: - Segment II A from Longzhen to Geqiushan (50.98 km) with the crossing of two villages and - Segment II B from Geqiushan to Qiwingpao (76.93 km) with the crossing of three villages. There are also 3 branch roads and 20 rural bus stations included in the project.

3- A class I highway from Nenjiang to the provincial border, called in this RSA report Segment III. This Segment III is the construction of 12.88 km Class I highway from Nenjiang to the province border. This segment is built as a Class I highway, with the intention to upgrade to an expressway in future.

7 The project is located in a medium and cool temperate zone, with the lowest winter temperature below - 40°C. Snow precipitation is high in the mountainous area, and the snow season is long - about 120 days - with a maximum snow depth of between 31 cm and 52 cm, from west to east. These weather conditions are problematic for road safety matters.

2.2 Road Characteristics and major technical measures.

Table 2.1 Major Technical Index SEGMENT I SEGMENT II SEGMENT III No. Index AB A B Yichun-Bei'an Bei’an-Wudalianchi Longzhen-Geqiushan Geqiushan-nenjiang Nenjiang-Border Beginnings K0+000- K191+935- 1 K0+000-K50+857.71 K34+500-K111+427 K0+000-K12+878 and ends K163+023.01 K234+527.151 Expressway: 30.67 2 Length (km) 163.674 50.982 76.936 12.88 Class I: 11.92 Expressway and 3Grade Expressway Class II Class II Class I Class I Design Speed 4 80 80 60 80 80 (km/h) Subgrade 5 24.5 24.5 10 12 24.5 Width (m) Driveway 6 2X7.5 2X7.5 2X3.5 2X3.75 2X7.5 Width (m) Width of 7 Median Belt 22 2 (m) Left Roadsie 8 2X0.5 2X0.5 2X0.5 Width (m) Hard Shoulder 9 2X2.5 2X2.5 2X0.75 2X1.5 2X2.5 Width (m) Soft Shoulder 10 2X0.75 2X0.75 2X0.75 2X0.75 2X0.75 Width (m) General Minimum 11 Radius of 400 400 200 400 400 Circular Curve (m) Maximum 12 Longitudinal 5% 5% 5% 5% 5% Gradient Minimum 13 Slope Length 200 200 150 200 200 (m) Minimum Convex Type: Convex Type: Convex Type: 3000 Convex Type: 4500 Convex Type: 4500 Radius of 4500 4500 14 Vertical Curve Concave Type: Concave Type: Concave Type: Concave Type: 1500 Concave Type: 3000 (m) 3000 3000 3000 Minimum Length of 15 70 70 50 70 70 Vertical Curve (m) Stopping 16 Sight Distance 110 110 75 110 110 (m) Vehicle Load 17 of Bridge and Highway-I Highway-I Highway-I Highway-I Highway-I Culvert Designed Flood Frequency of 18 1/100 1/100 1/100 1/100 1/100 Big and Medium Bridges Designed Flood 19 Frequency of 1/100 1/100 1/50 1/50 1/100 Small Bridge and Culvert

8 The choice of an 80 km/h design speed for the Segment I A and B is the minimum. Some areas of this expressway should allow a driving speed limit of 100 km/h or 120 km/h.

As an example, every part of the expressway (length of more than one or two kilometers) with a maximum longitudinal gradient of 3%, with a minimum radius of circular curve of 600, etc, according to the 120 km/h design speed standards, must be fitted with 120 km/h signs.

Under these conditions, special attention would be given to the transition sections between different speed limits: speed limit signs, information signs (reduction of speed, sharp curve, etc.), and alert markings (transversal white strips, not particularly efficient, or, better, rumble strips).

For Segment II A, the design speed limit is 60 km/h, without exception for drivers, excepted in the two villages (30 km/h).

For Segment II B, the design speed limit is 80 km/h, without exception for drivers, excepted in the three villages (40 km/h).

For Segment III, the design speed limit is 80 km/h, without exception for drivers.

These speed limits appeared as very low and difficult to enforce: speed controls and radars should be frequent, and information signs should give precise details (narrow road, sharp curve, deep ascent, black spot, etc.), linked with specific devices (rumble strips, transversal white strips, etc.).

Cross section:

This standard cross-section for Segment I and III is optimal for these kinds of roads. It should be used in the detailed design without exception.

This standard cross-section for Segment II B is good for a class II road (design speed 80 km/h). It should be used in the detailed design without exception.

For Segment II A, with a design speed of 60 km/h, the width of the platform should be 10 m, with two 3.50 m lanes, two hard shoulders of 0.75m and two soft shoulders of 0.75 m.

This standard cross-section is good for a class II road (design speed 60 km/h). It should be used in the detailed design without exception.

For the drivers, a reduction of the width lane of 0.25 m is not significant; however the reduction of the width of the shoulders is the key problem. Unsafe overtaking is frequent, and it must be possible to try and avoid an accident with a width of 12 m, to pass three cars at a time (two in one direction and one in the other to avoid an accident) without serious complications. It is possible to agree on a 10 m width, but it is essential to be very meticulous with the speed limit enforcement, signs and markings.

At the transition zone between Segment II B (width of 12 m) and segment II A (width of 10 m), a reduction of width sign should be associated with the 60 km/h speed limit sign, with transversal white strips.

2.3 Traffic and Traffic Composition Forecast

Currently, there are - segment I A: no road; segment I B: a class II highway (no data) - segment II: only a bad class III road (no data) - segment III no road

Under these conditions, no traffic data is available. 2013 should be the first year of full traffic operation for the project.

The traffic forecast is summarized in Table 2.2:

Table 2.2 Traffic Forecast Section 2013 2020 2030 Segment I: A.Yichun-Bei'an 4828 11609 23233 B.Bei'an-Wudalianchi 5800 12058 22373

Segment II: 2269 4620 8141

Segment III: 2721 6374 13745

The traffic forecast uses an assumption of a proportion of 60% car traffic and 40% truck forecast in all segments in all years.

2.4 Road safety data and safety level evaluation

Due to the specific characteristics of the project, no data is available, but it is clear that the project roads safety level should be at least the same as that of the other Heilongjiang same class roads, and if possible, better. For Heilongjiang Province, the traffic accident data are summarized in Table 2.3:

Table 2.3 Traffic Accident Data 2006 2007 2008 Road 2146 1906 1703 fatalities Body 7655 4905 injuries Accidents 7552 4528

The number of road fatalities, human injuries and accidents has been steadily declining in the past three years; however the number is still high. Good roads, better practice and policies have to be put in place to reduce it.

Safety problems on our roads can be predicted through the analysis of accident data from other Expressways and Highways.

For Expressways, tiredness and excessive speeds are always the two main causes of accidents, but rear-collisions are also frequent between two vehicles running at significantly different speeds, particularly in areas with slopes.

For Highways, the main causes of accidents are false overtaking, driving in opposite direction, then reckless driving in and around crossroads. Speeding is also a problem, particularly in urban or suburban areas where accidents involve pedestrians, cyclists and motorcyclists.

11 Chapter 3 Detailed Studies

3. 1 Segments IA and IB

3.1.1 Interchanges.

There are six interchanges on segment I A and none on Segment I B.

Figure 3.1 Example of Interchange

There is not a particular safety problem with this form of interchange, which is standard. The speed reduction must be from 120 km/h to 80 km/h, then to 40 km/h in the exit (if the speed limit for this section is 120 km/h), with the same 3 signs (40, 80, 120 km/h) for the entrance on the Expressway.

3.1.2 Toll Plazas.

There are four toll plazas on Segment IA, and none on Segment IB. Among them, three are beside interchanges, like this one:

Figure 3.2 Example of Toll Plaza beside Interchange

There is not a major safety issue with this form of toll plaza, which is typical compared to other toll plazas. The speed reduction must be from 120 km/h, to 80 km/h, then to 40 km/h 200 meters before the toll booths (if the speed limit for this expressway section is 120 km/h), and with the same 3 signs (40, 80, 120 km/h) for the entrance on the Expressway. Special attention must be given to toll plaza areas, which are, without fail, potentially dangerous spots. Transversal painted white strips must be implemented and, directly in front of the booths, a speed breaker which are consistently planned and good but insufficient. Rumble strips should be placed in the area (in association with the white strips).

The fourth toll plaza is in the mainline:

Figure 3.3 Toll Plaza in the Mainline

There isn’t any major safety problem with this design of toll plaza, also very classical, but we must be very careful: very often cars and trucks arrived at full speed and slow down bluntly at the last second when the toll plaza is in the mainline. It is always a dangerous area. The speed reduction must be from 120 km/h, to 80 km/h, then to 40 km/h 200 m before the toll booths (If the speed limit for this section is 120 km/h), and with the same 3 signs (40, 80, 120 km/h) for the other direction. An information sign with: “Toll plaza, Reduce your speed, Danger.” should be placed just before the enlargement.

Special attention must be given to the toll booths area, which is always very dangerous: a speed breaker just in front of the booths is good, but not sufficient; transversal painted white strips and, just in front of the booths, a speed breaker, are always planned and good, but are not sufficient. Rumble strips should be added in the area (associated with the white strips).

The concrete ends of the booths themselves should be painted black and yellow but, this alone, is not sufficient. Additionally, crash cushions should be added in front of each booth (or at least one or two white and red painted plastic barrel filled with sand and water).

3.1.3 Service areas.

There are three service areas on the Expressway (Kunlunqi, Jianxing, Wudalianchi) like the one shown below,

Figure 3.4 Example of a Service Area

There is not a major safety problem with this form of service area. The reduction of speed should be from 120 km/h, 80 km/h then 40 km/h, and special attention must be given to the crash barrier end on the left of the entrance (i.e.: 3.1.5). Speed breakers should be placed in front of the entrance and in many areas in the service area, to prevent speeding in a location where pedestrians wander and slow cars look for a parking lot or gas station.

3.1.4 Parking areas.

There are three other parking areas (Yuejin, Weidong, Bei’an.) such as the one below:

Figure 3.5 Example of Parking Area

There is no major safety problem with this form of parking area. The segregation between car and, truck and bus parking areas is good. The reduction of speed should be from 120 km/h to 80 km/h then 40 km/h, and special attention should be given to the crash barrier end, to the left of the entrance (i.e.: 3.1.5). Speed breakers should be placed at the entrance and in many places in the parking area so as to prevent any speeding in an area with pedestrians and slow cars looking for a parking spot.

Parking areas and service areas are good places to rest. Fatigue is one of the principal causes of accidents on an Expressway: 5 and 2 km before the parking or service areas, two information signs must be placed, with: 1- The Problem: “Do Not Drive When Tired” 2- The Solution: “Stop at the Next Service Area to Rest”

3.1.5 U-turn.

Six U-turns are planned on the expressway, allowing drivers to go to the next interchange without trying to cross the expressway in very dangerous and strictly forbidden conditions. Their standard design is such as the one shown below:

Figure 3.6 U-turn

Apart from the specific U-turn signs, U-turn signage is similar to interchange signage (i.e. 3.1.1), however the speed limit should be reduced to 30 km/h in the very long curve.

3.1.6 Crash barriers.

3.1.6.1 Generalities

All crash barriers will be made of metal, even in sharp curves or slopes. It is not possible to use concrete crash barriers, as they are incompatible with snow.

Metal crash barriers will be standard as shown below:

Figure 3.7 Crash Barrier

3.1.6.2 End of Crash Barriers.

All crash barrier ends facing the traffic must be lowered.

For example:

Figure 3.8 End of Crash Barrier

18 At the interchanges, entry to parking, service areas, etc. should be to the left of the entry, all crash barriers must be placed in a circle, painted black and yellow, and fitted with one or two red and white painted plastic barrels filled with sand and water (or a real crash cushion). This is consistently a potentially dangerous spot.

For example:

Figure 3.9 End of Crash Barrier

19 3.1.6.3 Emergency Break.

Every two kilometers, a break in the median crash barrier is planned in the project to allow emergency U-turn (police, medical assistance, maintenance, etc.). The design should be such as the one below, but many different metal fences are used and appropriate.

Example:

These places, however, are dangerous if the crash barrier at the end of the break is not circular, and if the fence is open allowing careless drivers to attempt dangerous (and strictly forbidden on an expressway) U-turns. Proper maintenance must be compulsory.

A Bad Example!

20 3.1.6.4 Transition between A Crash Barrier and A Bridge.

At the transition point between a metal crash barrier and a bridge concrete guard rail, the crash barrier must be hitched on to the concrete rail without gaps or unsafe ends for an incoming distressed vehicle.

For example:

Figure 3.10 Transition between A Crash Barrier and A Bridge

3.1.6.5 Anti-Dazzle Board.

To prevent drivers’ dazzle at night, anti-dazzle boards must be set on the median crash barriers, particularly in curves and slopes. Their height should be between 1.65m and 1.70 m, in accordance with the requirement standards so as to be efficient, even with truck drivers operating in the fast lane.

3.1.7 Signs

3.1.7.1 Regulatory Signs.

Regulatory signs must be in accordance with the technical standards in location, size (120 cm wide), color, retro reflection, etc.

Figure 3.11 Regulatory Signs

Pole signs must be placed 2.50 m away from the expressway carriageway, protected by a crash barrier if necessary.

The sign plan must be very carefully linked with the marking plan for better comprehension from vehicle drivers. It is often better to deliver the same message twice, on signs and markings (in other words, a “No Overtaking” sign with a solid line) to reinforce the message.

3.1.7.2 Directional or Information Signs on the Road Side.

Directional or informational signs on the road side must be placed 2.50 m away from the platform, and protected by a crash barrier if it is necessary.

The directional signs must respect the standard regulations.

Figure 3.12 Directional Sign

As previously stated, information signs must always give a message in two parts: the problem, then the proposed solution. When a message is too long (more than six or seven words), it is always better to use two successive signs.

These signs are often linked with markings (transversal white lines, rumble strips, etc.) or other devices (radars, flashes, etc.)

The information signs should be strategically placed, in other words, whenever it is useful to deliver a message to the driver.

23 3.1.7.3 Gantry Variable Information Message Signs.

Electronic variable information message signs are planned along the length of the expressway, primarily for the purpose of traffic management and to address maintenance problems. The rest of the time, signs should be used to give safety advice (on fatigue, excessive speeding, careless driving, etc.), again in two parts: first the problem, then the solution.

Figure 3.13 Electronic Variable Informative Message Sign

The gantry poles must be placed 2.50 m away from the carriageway, and protected by a crash barrier, if necessary.

Other gantry poles, fitted with informative or directional signs, must respect the same rules.

3.1.8 Markings.

3.1.8.1 Regulatory Markings.

Regulatory markings must be in accordance with the technical standards in location, shape, seizes, color, retro reflection, etc.

The marking designs must be carefully linked with the sign planning, as previously mentioned.

Special attention should be paid to potentially dangerous locations such as, interchanges, toll plazas, service or parking areas and designated U-turn areas.

24 3.1.8.2 Rear End Collision Areas.

Special marking areas are planned to be laid along the expressway every 10 or 15 km to allow the drivers to test their distance from the other vehicles and to understand what a 50, 100 or 150 m distance is. These special markings are always linked with information signs.

These rear end collision areas have good safety information devices.

3.1.8.3 Speed Reduction Markings and Devices.

Speed reduction markings and devices are mainly used when it is necessary to alert the drivers to their speed and/or to obtain a reduction of excessive speeding in relation to a special area (interchanges, toll plazas, service or parking areas, designated U-turn areas, curves, deep slopes, etc.)

The most common marking used is transversal white strips. Their efficiency is low, even when linked with informational messages.

Rumble strips are more efficient; noise and vibrations in a car are good safety warnings. They must always be linked with regulatory speed limit signs and with information signs, with the problem (interchange at [a certain] meters) and the solution (example, “Reduce Your Speed at Once”).

Speed breakers must be placed, with their specific signs, whenever a reduction of speed to 10 km/h or 5 km/h is needed, very often before a stop (5m before a toll booth) or when pedestrians or cars are wandering (service or parking areas). They are very effective, but many drivers are not pleased with them: their use should be explained on information signs.

25 3.1.8.4 Tiredness prevention.

Inattentive and/or fatigued drivers are one of the primary causes of accidents on expressways. Something must be done, but it is not easy: drivers often think that a rest stop is a waste of time and that they are able to drive further, etc. Two different devices deal with this fundamental problem:

Information signs just before service or parking areas or in the middle of a long stretch of straight line: “Do Not Drive While Tired, it is Extremely Dangerous” then “Stop at the Next Parking Area to Rest”, associated with rumble strips, to give maximum warning.

Longitudinal rumble strips should be implemented to alert a weary or inattentive driver diverting to the right side of the road, to stay on the carriageway. These markings are very efficient, and should be laid all along the long straight stretches of the expressway. Rumble strips are the best prevention of fatigue, and relatively inexpensive (a simple indentation, 0.5 cm or 1 cm deep, on the surface of the asphalt or concrete in the emergency lane, to the right of the solid white line).

For example:

3.1.9 Other Devices.

3.1.9.1 Radars.

Excessive speeding is one of the primary causes of accidents on expressway. Consequently, speeding enforcement is one of the principal objectives for police.

Automatic radars on the gantry must be frequently placed along the entire expressway, particularly in dangerous locations where the enforcement of the speed limit is crucial (long stretches of straight road, before sharp curves and slopes, before toll plazas, interchanges, services or parking areas, etc). A speed limit sign must be placed before (200m or 300m) the automatic radar device; drivers therefore cannot claim they have been deceived.

Policemen should be trained to achieve sufficient knowledge in good road safety, specifically on excessive speed dangers. Policemen should also be equipped with in-vehicle inboard radars.

3.1 9.2 Weight Control Systems.

Overloaded trucks are a danger on the expressway, particularly during steep ascents, where they travel at low speeds. Overloaded trucks are, thus, a major cause of rear end collisions with speeding cars.

A good safety measure is to implement weight control systems at the toll plazas, where overloaded trucks can be prevented from entering the expressway. All toll plazas must be equipped with this technology.

3.1.9.3 Fences.

A metal fence is planned for the length of the expressway. It is a good safety measure; pedestrians (or cyclists) have no reason to use an expressway, additionally this would prevent stray animals from entering the expressway which could be a considerable danger.

Figure 3.14 Fence

Maintenance is the main drawback in the use of fencing; frequent examination is essential, and each break must be repaired as soon as possible.

27 3.1.9.4 Delineators and Mileposts.

The use of delineators every 100 m, mileposts and reflective devices on crash barriers is planned. These devices are useful safety measures at night and in poor weather conditions.

3.1.9.5 Lighting.

Only toll plazas, services and parking areas are planned to be lit. This measure is sufficient; lighting is a good safety device in these particular areas where speeding vehicles are a real danger. At times, some interchanges (not all) become black spots and their lighting must be studied, case by case.

The light poles must be safely planned, just as all other poles or obstacles, to be placed at a minimum of 2.50 m away from the edge of the platform.

3.2 Segment II A and II B. Highways class II.

3. 2.1 General conditions

On these one carriageway roads, there are no interchanges, toll plazas, service or parking areas; nor are there U-turns, weight control scales, fences, or lighting.

There are no significant differences between the Expressway and the Highways standards and comments for crash barriers (there are, of course, no median crash barrier), signs (round regulatory signs must be 100 cm wide), markings, delineators and mile posts, and radars.

3. 2. 2 The primary danger: bad overtaking and head collision.

On single carriageway roads, overtaking is often very hazardous. Solid median lines must be carefully planned, before and during road curves, in slopes, in crossroads areas, in villages, etc. in accordance with requirement standards.

It is well known that solid lines are not particularly a problem for careless drivers, who have the habit of overtaking everywhere. “No Overtaking” signs should be placed at the beginning of each solid line, to strengthen the law. Many information signs, all along the highways, must deliver safety messages, “Unsafe overtaking = Serious Accidents” then “Never Cross a Solid Line”, etc.

As mentioned previously, there is a specific problem at the transition zone between segment II A (60 km/h) and segment II B (80 km/h) (i.e. 2.2), and unsafe overtaking could have serious consequences where the lanes are only 3.50 m wide, and the shoulder is narrow.

28 Many police controls should be organized along the length of the highways, but particularly on segment II A.

3. 2. 3 Crossroads

There are many “+” or “T” crossroads on these highways which are fitted with regulatory signs.

A solid median line must be placed before and after each crossroad, with the “No Overtaking” sign in order to prevent accidents with vehicles coming from the adjacent road.

3.2.4 Villages

There are two villages along Segment II A, with a 30 km/h speed limit. This speed limit is very low and police controls must be frequent.

The first village is between k18+000 and k18+700, with two “+” crossroads. In one direction, the speed limit sign and the village name are closely placed to the other, but this is not the case in the other direction. The 30 km/h sign is 700 m before the village (k19+400); because of three “T” crossroads in this section of the highway, it may be confusing and difficult to understand for a driver without an information sign “Three Dangerous Crossroads 30 km/h”, the best, however, is always a direct link between the speed limit and the village name.

The second village is between k49+150 and k50+800, with two “T” crossroads. The speed limit sign and the village name are close to one another. These locations are good for drivers and easy to understand, “I’m driving in a village, with a maximum speed of 30 km/h”.

There are three villages along segment II B, with a 40 km/h speed limit. This speed limit is generally use in villages.

The first village is between k54+800 and k55+500, without any crossroads.

The second village is a long one, between k81+500 and k83+650, with eight “+” crossroads. Just before the village, seven “T” crossroads are between k79+690 and k80+880, likely smaller crossroads, in which case a 40 km/h is appropriate. If this is not the case, a 60 km/h speed limit should be sufficient.)

A 40 km/h speed limit is at the “T” crossroads to the third village, k111+000, with directional signs.

3.2.5 Branch roads

There are three branch roads along the highways in the project:

29 The first is a class I road, 3.3 km long, 21.5 wide, and design speed 80km/h.

The second is a class III road, 1.06 km long, 8.5 m wide, and design speed 40 km/h.

The third is a class III road, 0.73 km long, 8.5 m wide, and design speed 40 km/h.

3.3 Segment III. Highway class I

On this short length of highway (12.960 km), there are no interchanges, no service or parking area and no U-turns. The speed limit is 80 km/h. Other characteristics and safety designs of this highway are similar to the Expressway’s, with the same comments to apply.

The main difference can be found in the accesses, which are forbidden on an expressway (apart from interchanges) and allowed here with crossroads. There are nine crossroads in Segment III, eight small ones, with minor roads, and one big (k4+790), with a class II road (S208):

Figure 3.15 Crossroad

The general design of this crossroad is good, but the speed limit and give way signs must be added in the detailed designs. The general speed limit on segment III is 80 km/h; a reduction to 60 km/h is needed, with radars on gantries or frequent police control.

A toll plaza in the mainline is planned at Nenjiang Bridge (k7+735).

30 See 3.1.2 for the general design and comments on toll plazas on the mainline.

31 Chapter 4 Conclusion

The project consists of three segments, an expressway, a class I highway and a class II highway. Their draft design is good and it conforms to the Standards. The overall design consistency is good, but a design speed of 80 km/h for the length of the expressway is very low. Many sections of this expressway should be fitted with a 120 km/h or 100 km/h speed limit relative to developed local infrastructure conditions. Under these conditions, special attention should be given to the transition sections between different speed limits: speed limit signs, information signs and alert markings.

The cross sections of different aspects (expressway, class I highway, class II highway) of the project are satisfactory and abide by the requirement standards. Information signs, median solid lines, “No Overtaking” signs and an existence of police control should be carefully planned for the class II highway Segment II A, (reduction of width -10 m -, with a 60 km/h speed limit), to avoid any potential head collisions due to unsafe overtaking.

Draft designs of interchanges, toll plazas, service or parking areas, U-turns, and crossroads are in accordance with the Standards and are already planned to include safety care. The same is true for signs, markings, fences and all other safety devices.

The first conclusion is that the project roads (Expressway and highways) should reach a sufficient level of safety, equal to the safety level of the other Heilongjiang roads or other provincial roads in China, despite poor local weather conditions.

To further improve and build upon similar projects in the past, specific effort should be made in following four different fields:

- Speeding prevention: frequent regulatory and information signs should be placed all along the roads before every potential driving issue (reduction of width, curve, slope, entry of service or parking area, U-turn, exit and, of course, villages, etc.). All information signs must give the motive of the speed limit level or the speed limit reduction.

It is consistently difficult to obtain a reduction of speed with only the use of signs or markings, such as white transversal strips. The optimal solution is to add, as frequent as possible, transversal rumble strips and, in the most dangerous places (toll booths, services or parking areas, etc.), speed breakers. These rumble strips and speed breakers must be properly maintained.

Radars on the gantry and inboard radars in police cars should be frequent; it is never possible to reach a good safety level without proper enforcement.

- Rear end collisions: all along the roads, information signs and markings should give drivers information about safe distances: especially marking areas are planned to allow the drivers to test their distance from the other vehicles

32 and to comprehend what a 50 m, 100 m or 150 m distance is. These special markings must always be linked with information signs.

- Prevention of fatigue driving: Inattentive and/or fatigued drivers are one of the primary causes of accidents on expressways. Information signs should be placed just before service or parking areas or in the middle of a long stretch of straight line associated with rumble strips to give maximum warning.

Longitudinal rumble strips used to alert a severely fatigued or inattentive driver tending to the right side of the road are very really efficient in retaining drivers in the carriageway, and should be placed along the long straight stretches of the expressway.

- Obstacle prevention: all the ends of crash barriers must be lowered, according to the Standards. Every crash barrier end to the left of an exit, of a service or parking area, etc. must be rounded. Concrete ends of toll booths must be fitted with protection devices (plastic barrels filled with sand and water, or, even better, crash cushions).

All obstacles, poles, etc, must be placed 2.50 m out of the platform, and only when it is not technically possible, protected by a crash barrier.

The next Road Safety Audit, should be planned at the Detailed Design stage (the Draft Designs for the present RSA are already fairly detailed), or during a more efficient and useful time, during the road works.

33 Heilongjiang Road Development II Project (Yichun-Nenjiang)

Road Safety Audit Report

Annex

Annex 1: Road Safety Site Visit

Annex 2: Road Safety Audit Methodology

Michel Ledru Road Safety Expert May 2009

ANNEX 1

Road Safety Site visit

Submitted by Michel Ledru International Road Safety Expert Baohong Sun National Road Safety Expert

Harbin, the 18th of May 2009

A site visit was conducted on Friday May 15th and Saturday May 16th 2009, to inspect the road safety conditions of the different kinds of transportation networks (Expressway, class I and II highway) in Heilongjiang, particularly in the Bei’An area. Additionally, observations on the behaviours and driving habits of provincial drivers were compiled.

Part I: Class I and II highway G202 from Harbin to Bei’An Part II: Class II highway S303 from Bei’An to Wudalianchi Part III: Class II highway S202 from Bei’An to Suihua Part IV: Expressway G222 from Suihua to Harbin

The Site Visit Team consisted of Michel Ledru, Road Safety Expert; Mr. Baohong Sun, Senior Transport Specialist; a PMO staff; and a driver.

1 1. The Road Conditions

1.1 Part I: a Class I and II 202 Highway

The road, for which the toll areas on the Class II part were recently dismantled, is a fairly good one, with many road safety devices: large signage (mainly crossroads and speed limit signs), conspicuous markings, crash barriers and automatic radars. However, many of them are not up to date, and are not at the highest safety standards. Specifically, many crash barrier endings and bridge parapets are dangerous.

The driving conditions are very good: there is an absence of sharp curves and steep slopes. The Class I or II standards are always reached.

1.2 Part II: a Class II Highway

The road is made of cement and is in good condition (the previous one is made of bitumen), with good safety devices and no driving issues. Only the markings have partially faded, which is very often the case with cement roads.

1.3 Part III: a Class II Highway

This road should be replaced in a few years by an Expressway. The driving conditions are not optimal. Bad conditions exist in the pavement in short distances (from 10 to 250 metres). Potholes, big ruts, etc. are present on the highway with no signage present.

Many local speed limits are too close to the general speed limits and are not understood by the drivers (30 km/h in villages instead of 40 km/h, 70 km/h in rural areas instead of 80 km/h).

There are no crash barriers and no markings, in addition, the signs are scarce and of a small size.

1.4 Part IV: an Expressway

The expressway is in good shape and has no visible driving obstructions (no restriction of widths, deep slopes or sharp curves.). A 120 km/h speed limit is appropriate, without any restriction. The signs and markings are good, well maintained and clean, but many crash barriers ends are not lowered and some poles are unprotected (previous road safety standards).

2. Driving Behaviour

On the highways, many vehicles (cars, trucks, buses) drive over the speed limit. Often, which speeds are not 80 km/h, but 100 km/h or 120 km/h, in rural areas. In urban areas (40 km/h) it is not better, and many drivers merely slow down because they are obliged to do so in congested areas.

2 Dangerous overtaking is frequent and solid lines are very rarely respected, even when visibility is poor.

Cyclists and other two wheelers utilize in the emergency lane. Some vehicles are driving in the wrong direction.

On the Expressway, many vehicles exceed the speed limit, alternately, many others vehicles are significantly slower, and rear end collisions should be frequent.

Some slow vehicles (cars, as well as, trucks and buses) drive on the fast lane without reason, and must be overtaken by the right side. A situation that is very dangerous.

3 3. Commented Photos

On a class I highway:

1. A good road: visible markings, crash 2. This sign pole is not protected by a barrier with a good median break. crash barrier.

3. Very good signage of the upcoming 4. This 40 km/h speed limit sign is too far exit: good end of the crash barriers, from the village: drivers cannot white/black painting, crash cushion (a understand why they must slow down. simple plastic barrel, filled with water)

4 5. The shoulder/emergency lane is used 6. A toll area. Only a speed breaker 5 by cyclists and motorcyclists. Not meters before the booths. No rumble permitted in the Highway Code, but not strips before. particularly severe.

7. A truck in the wrong direction. Even for 8. Bad non-lowered end of a crash short distances, it is always dangerous. barrier.

9. Bridge parapet unprotected by a crash 10. Bad end of a crash barrier, barrier, and not painted (especially furthermore the pool is not protected at dangerous at night). all.

5 11. Good interruption of the median crash 12. The urban 40 km/h sign is not placed barrier, with a painted one barrel crash at the beginning of the town. cushion.

13. Good end of a 40 km/h speed limit.

6 On Class II Highways:

14. If it is not possible to lower the end of 15. A speed controller radar. the crash barrier, this metallic bridge parapet should be painted white/red.

16. Concrete markers at a crossroad. 17. Destruction of the pavement for a Good. short distance. Only cones before. No sign. It is not enough.

7 18. Restriction of width without a sign. 19. Bad end of a bridge parapet. The white/ red paint of the parapet is not particularly visible.

20. The bus is not allowed to overtake 21. Painted end of a bridge parapet, but here, crossing the solid line. no crash barrier.

22. White transversal lines and rumble 23. A good concrete class II highway with strips in front of a dismantled toll area. delineators, but the white or yellow lines are old and have faded.

8 24. Good lowered end of crash barriers. 25. These interruptions of the crash barrier are not safe.

26. Unsafe end of crash barrier. 27. Why 30 km/h in this village? The difference with the general 40 km/h regulation in urban area is small and not clear for drivers.

28. The end of 30 km/h zone. 29. Good driving conditions on this highway.

9 30. The 80 km/h sign is redundant. It is 31. Very poor roadway. No signage the general speed limit on rural highways. available. Is it a reminder?

32. Unsafe and dangerous interruption of 33. It is often possible to find very slow the crash barrier. vehicles.

34. This 20 km/h sign in front of this 35. 70 km/h speed limit. Not far enough bridge parapet is not reliable. from the general 80 km/h.

36. Road works: the road is closed. Good signage.

On An Expressway:

37. Unsafe end of a crash barrier. 38. The general speed limit is 120 km/h. Unprotected pole of a gantry. The gantry pole is unprotected.

39. Non-lowered end of a crash barrier. 40. Rear end collision zone. Emergency telephones (every 2 kilometres). A metallic fence is stretched over the entirety of the Expressway.

12 41. Interruption of the median crash 42. 40 km/h exit. Good painted end of barrier every two kilometres, for crash barrier. emergency vehicles. Good.

43. No crash barrier in front of this sign 44. Anti-glare shield. Good for night pole and the gantry. driving.

45. Good signage of a dangerous exit: 46. Closer view, White and red barrels. transversal white strips, rumble strips, 40 km/h.

13 47. Closer view, with a crash cushion. 48. Transversal white strips in front of a toll area, 40 km/h.

49. The toll booths. 50. These poles are too close to the crash barrier.

51. This pole is unprotected and, consequently, dangerous.

ANNEX 2

Road Safety Audit Methodology

1. BACKGROUND TO ROAD SAFETY AUDIT

1.1 What is a Road Safety Audit?

A Road Safety Audit (RSA) is a formal process where an independent and qualified audit team examines and reports on the traffic accident potential and safety performance of:

- a future road project (through design plans), or

- a traffic management scheme, or

- an existing road.

The RSA approach is based on the principle that "Prevention Is Better Than A Cure"

Road Safety

Accident Blacksport Road Safety Audits Investigations

New Road Existing Roads Existing Locations Projects With a Traffic Accident History

Accident Prevention Accident Reduction

Road Safety Audit IS:

• A formal process, and not an informal check; • Conducted by persons who are independent of the design; • Conducted by persons with appropriate experience and training; and • An assessment of road safety implications of a design and identification of a safety defect of an existing road.

Road Safety Audit IS NOT:

16 • A critical appraisal of the design or a way of assessing or rating a project as good or bad; • A means of ranking or justifying one project against others in a work program; • A way of rating one option against another; • A check of compliance with standards; • A term used to describe informal checks, inspections or consultation.

1.2 The Steps in a Road Safety Audit

The Steps Responsibility of:

Select the Audit Team …………..... Client or Designer

Provide the Background Information ……. Designer

Hold a Commencement Meeting ……….Client/Designer and Audit Team

Assess the Documents …………….. Audit Team

Inspect the Site

Write the Audit Report ……………… Audit Team

Hold a Completion …………... Audit Team and Mt i Client/Designer

……………… Client and Designer Write the Responses

……………… Designer Implement the Changes

17 1.3 Breaking the Accident Chain

Studies have shown that the three contributing factors in motor vehicle crashes are: - human factors (which are involved in more than 90% of crashes); - road environment factors (which are involved in some 30% of crashes); and - vehicle factors (which are involved in around 10% of crashes).

A road safety audit looks at the physical elements of a road.

The three factors often combine in a chain of events that result in an accident.

It only takes one of the links to be broken to prevent an accident or reduce its consequences.

1.4 When Should a Road Safety Audit be Conducted?

There are five stages at which a RSA can be conducted: - Stage 1 : Feasibility - Stage 2: Draft design stage; - Stage 3: Detailed design stage - Stage 4: Pre-opening stage; - Stage 5: Audit of an existing road.

1.5 What Types of Projects should be Road Safety Audited?

Road safety audits are applicable to all types of road projects at various stages during design or construction and to any type of existing road. With an exception: Earth/ Laterite Roads and Local Roads with no signage.

1.6 Who Should Perform a Road Safety Audit?

A RSA should be performed by a team of people who have sufficient experience and expertise in the areas of road safety engineering, accident investigation and prevention, traffic engineering and road design and road user behavior.

18 1.7 Ways of Organizing a Road Safety Audit

There are many ways of organizing a road safety audit. The two essential attributes of each road safety auditor are that she or he be skilled and independent. There are two main options:

Audit by a specialist audit team (either within the organization, or from a consulting firm); Audit by other road designers (usually within the organization).

2. ROAD SAFETY AUDIT PROCEDURES

2.1 Road Safety Audit

RSA PROJECT PROGRAM MANGMENT OFFICE

New Project(s) Roads(s) to be or Design(s) Audited BUREAU OF DESIGN Stage 1 STAGE 5 FEASIBILITY EXISTING ROADS Modify OK No Yes Concept REGIONS / DISTRICTS Stage 2 DRAFT DESIGN OK

No Modify OK Yes Design ACCIDENT ACCIDENT PREVENTION PREVENTION STAGE 3 ROGRAM AND DETAILED BLACKSPOT DESGIN PROGRAM No Modify OK Yes Design

Stage 4 PRE-OPENING

Corrective OK No Action Yes Open To Traffic

2.2 Road Safety Audit Steps

Steps People Responsible

1 Selecting the Audit Team Project Engineer

2 Providing the background information Project Engineer

3 Holding a commencement Meeting Project Engineer with the Road Safety Audit Team

4 Inspecting the Site Road Safety Audit Team

5 Writing the Road Safety Audit Report Road Safety Audit Team

6 Holding Completion Meeting RSA Team, Project Engineer

7 Responding to the Audit Recommendations Project Engineer

- A road safety audit is a complex process. But, for some minor projects, some of the steps may be brief, but the sequence of steps will still apply. - For example, an audit of a single site project may consist of a phone call rather than a commencement meeting, documentation may consist of a few pages of information and a single plan and the report may be as short as one or two pages if there are no significant problems.

2.3 Step 1 - Selecting the Road Safety Audit Team

Objective: To select an audit team which is independent and has appropriate skills for the particular project.

- A RSA team will generally consist of a minimum of two people and a maximum of four people.

- For minor projects on low volume roads an audit by one person may be applied.

20 2.4 Step 2 - Providing the Background information

Objective: To provide the audit team with all the necessary information to allow an adequate assessment of the project.

The information provided should cover: • The purpose of the project, or function of the existing road; • The development stage of the project; • Site information, including accident data, traffic volume information, design standards used, and any environmental effects; • Plans and drawings relevant to the stage of the project.

2.5 Step 3 - Holding a Commencement Meeting

Objective: To acquaint the road safety audit team with the background to the project; to hand over information; to acquaint the designer or client with the audit process and the purpose of the audit.

The objective of holding a Commencement Meeting is to ensure the design team understands the audit process and to provide the audit team with all necessary information.

The Commencement Meeting is where the audit team meets with the designer or the project manager, or the District Engineer. - At the Commencement Meeting the purpose of the RSA and the checklist(s) to be used will be discussed. - The background information will be submitted to the audit team at the Commencement Meeting.

2.6 Step 4 - Inspecting the Site

Objective: To Check all Road Characteristics and Safety Devices.

A night time inspection is also essential. The following user groups are important and have special needs: - Pedestrians - Truck drivers - Pedal cyclists and motorcyclists

21 Taking photographs or videotapes allows for later reference and possible inclusion in the report, but they must not be used as a substitute for a site inspection. All audit team members should inspect the site.

2.7 Step 5 – Writing the Road Safety Audit Report

Objective: To report on the audit's findings and to make recommendations.

- The RSA team will prepare a road safety audit report for each audit undertaken. - It is not intended to be a substantial document but a concise report with a succinct description of the project, a brief summary of the background and brief, clear descriptions of the safety issues identified. - Recommendations may be made, but these are often of a general nature. - The findings and recommendations may be listed in order of most important to least important.

2.8 Step 6 – Holding a Completion Meeting

Objective: To discuss the recommendations for corrective action.

The completion meeting will be held with: the safety auditors, the project manager and/or the project designer(s). In the case of an audit of an existing road, the Completion Meeting should involve the Regional/District Engineer or his/her representative.

2.9 Step 7 – Responding to the Audit Report Recommendations

Objective: To deal with audit recommendations – to determine whether the recommendations of the road safety audit should be implemented, modified or if no action is to be taken (with reasons in writing).

- The Project Engineer is required to respond to the recommendations of the audit report. - The Project Engineer can also initiate or recommend actions to ensure that the safety problems identified in the audit report are not repeated in future projects. - In the case of existing roads, the Regional/District Engineer may use the findings as the basis for initiating action or formulating improvement proposals for an accident prevention program.

Plan for a Road Safety Audit Report

1. Introduction

- Description of the Project

- Audit Team

2. The Facts (Document and, Commented Photos, etc.

3. Conclusion (Audit findings and Recommendations)

Model for RSA Report: The Facts Generally (5=10 pages)

Audit Findings and Recommendations

Audit Findings Recommendations Ranking Project Engineer Accept Reasons/Comment Yes/No s

Road Safety Audit Checklists

- Checklists are not a substitute for knowledge and experience - they are an aid for the application of that knowledge and experience. - The checklists are to help an audit team to avoid overlooking something important. - The checklists should not be appended to the audit report.