Summary Environmental Impact Assessment Shaanxi

SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT

SHAANXI ROADS DEVELOPMENT PROJECT

IN THE

PEOPLE’S REPUBLIC OF CHINA

February 2001

CURRENCY EQUIVALENTS (as of 14 February 2001)

Currency Unit – Yuan (Y) Y1.00 = $0.1208 $1.00 = Y8.2786

ABBREVIATIONS

ADB – Asian Development Bank BOD – biochemical oxygen demand CO – carbon monoxide COD – chemical oxygen demand EIA – environmental impact assessment GB – Chinese National Standards HC – hydrocarbon IEE – initial environmental examination NOx – nitrogen oxides PRC – People’s Republic of China SPEPB – Shaanxi Provincial Environmental Protection Bureau SPCD – Shaanxi Provincial Communications Department SPHB – Shaanxi Provincial Highway Bureau SEIA – summary environmental impact assessment SPHSDI – Shaanxi Provincial Highway Survey and Design Institute TSP – total suspended particulate matter VOC – volatile organic compounds

WEIGHTS AND MEASURES dB – decibel h – hour ha – hectare kg – kilogram km – kilometer km2 – square kilometer m – meter m2 – square meter m3 – cubic meter mg/l – milligram per liter mg/Nm3 – milligram per normal cubic meter t – ton (metric)

NOTE

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

CONTENTS

Page MAP i

I. INTRODUCTION 1

II. DESCRIPTION OF THE PROJECT 1

III. DESCRIPTION OF THE ENVIRONMENT 2 A. Physical Setting 2 B. Biological Environment 3 C. Social and Economic Environment 3

IV. ALTERNATIVES 4

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 6 A. Physical Setting 6 B. Socioeconomic Impacts 12

VI. ECONOMIC ASSESSMENT 14

VII. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL 16 MONITORING PROGRAM

VIII. PUBLIC INVOLVEMENT 18

IX. CONCLUSIONS 18

APPENDIX 20

I. INTRODUCTION

1. The environmental impact assessment (EIA) for the Shaanxi Roads Development Project was undertaken by the Xi’an Highway University and the November 1999 EIA report was approved by the State Environmental Protection Administration on 1 March 2000. The consultant engaged under the technical assistance 1 has reviewed the report and visited locations that could experience environmental impacts. This summary was based on the 1999 report, with some modifications, following Asian Development Bank (ADB) guidelines and format as indicated in the Environmental Assessment Requirements of the Asian Development Bank, March 1998. The EIA and this SEIA are documents of the project proponent and have not been evaluated by ADB. ADB’s evaluation and recommendation to the Board of Directors will include relevant comments and suggestions received from the stakeholders. The main EIA report is available at the project office on request.

2. The environmental assessment was conducted in accordance with relevant laws, regulations, and standards applicable in the People’s Republic of China (PRC), including in particular

(i) Technical Guidance on Environmental Impact Assessment, Environmental Protection Standards of the PRC

(ii) Standards for Environmental Impact Assessment of Highway Construction Projects, Ministry of Communications of the PRC, January 1996

(iii) Cultural Relics Protection Law of the PRC, 19 November 1982

3. The Project includes a 627-kilometer (km) local road component using the existing alignment and mostly involving improvement of the road surface. An initial environmental examination (IEE) was undertaken also by the Xi’an Highway University and its summary is included in this report.

II. DESCRIPTION OF THE PROJECT

4. The expressway component of the Project will be part of the national trunk highway from Erlianhaote (Inner Mongolia) to Hekou (Yunnan Province), linking to the 12 corridors of the national trunk highway system. In the meantime, the expressway with the local roads will be an important component of the highway network of the poor Shaanxi Province, contributing immensely to development of the local economy.

5. The proposed 176 km long four-lane access-controlled expressway between Yumenkou and Yanliang passes six counties (see Map). Within the project area are 9 rivers, 48 villages, and 12 schools. The Project will involve the construction of 9 very large bridges, 27 large bridges, 13 interchanges, 51 crossings, 486 culverts, and 378 overpasses and underpasses. The road will be served by nine toll stations and four service areas, and the expressway management division and its three subordinate administrative stations will be established along the road. With the four-year project construction period scheduled to begin in late 2001, the expressway will start to operate in 2005 with a design speed of 120 km/hour (h).

1 TA 3248-PRC: Preparing the Shanxi and Shaanxi Roads Project, for $640,000, approved on 30 August 1999. 2

6. The local road component of the Project consists of 67 km of Class II2 roads connecting the county road system to the expressway, 380 km of Class III roads, and 180 km of Class IV roads, totaling 627 km at an estimated construction cost of Y473 million. The local roads are currently mostly unpaved and in poor condition, covering the counties of Baishui, Chengcheng, Dali, Fuping, Hancheng, Heyang, Huanglong, and Pucheng, where the poverty townships and villages are located. The roads will be widened and upgraded to Class II, III, or IV roads with asphalt surface, using the existing road alignment, and linked to the expressway. As the local roads will be upgraded mostly on the existing alignment, land acquisition and resettlement requirements will be limited. While EIA was not carried out for the local road component in line with the relevant national regulation, an IEE was conducted, identifying some environmental concerns, including noise impacts, soil erosion, and air quality impacts.

III. DESCRIPTION OF THE ENVIRONMENT

A. Physical Setting

1. Geology, Topography and Soils

7. The project area is in the eastern part of the Guanzhong Plain, in the transition zone between the Guanzhong Basin and the loess plateau in the north of Shaanxi. The terrain features mainly plain and tableland, with the elevation decreasing from the northwest (1,000- 1,300 meters [m]) toward the southeast (350-600 m). Earthquake intensity in the project area is categorized as Class VII–VIII3 and structures require protection measures.

8. The main soil types are natural brown soil and mellow soil, with some salinized soil and marshland soil in low areas. The lead content in soil and crops along the proposed alignment were measured at five monitoring sites. No lead pollution was found in the tests. The lead content in the soil measured 17.30-24.45 milligram (mg) per kilogram (kg), far below the limit of 300 mg/kg as per the soil environmental quality standard GB15618-1995. This was consistent with the average background lead concentration in soil of 20.9 mg/kg measured for Shaanxi Province in general. The lead content measured in wheat was 0.270-0.279 mg/kg and that in apples and vegetables was 0.053-0.187 mg/kg, which are also within the limit of 0.4 mg/kg and 0.2 mg/kg, respectively, per the food health standard GB14935-1994.

2. Climate

9. The project area has a semiarid, semi-wet continental monsoon climate, with four clearly defined seasons. The annual mean temperature is 13 degrees Celsius (°C), with an extreme high of 42.8 °C, and an extreme low of minus 20.1 °C. The average annual precipitation is approximately 555 millimeters (mm). Most of the rainfall concentrates from June through September, accounting for 40-50 percent of the yearly total, with frequent thunderstorms. The storms contribute heavily to the soil erosion problem of the area. The wind speed is relatively high, averaging annually 2.0-2.5 m/second, with northeast as the prevailing wind direction.

2 Class I highway has four or more lanes and estimated daily traffic volume of at least 15,000 vehicles, Class II highway has daily volume of 3,000 to 7,500 vehicles and Class III highway from 1,000 to 4,000 vehicles per day. 3 Class VII earthquake intensity are damaging earthquakes corresponding roughly to 5 to 5.75 relative magnitude or Ricther scale, and Class VIII is destructive earthquake corresponding roughly to relative magnitude of 5.75 to 6.5.

3. Soil Erosion

10. The proposed Project lies within loess tableland areas, which are inherently prone to soil erosion and sedimentation. Loess gully areas, in particular, are vulnerable to erosion, with an average annual soil loss in the range of 2,011-4,690 tons per square kilometer (t/km2) (categorized as Class II to Class III, light erosion to moderate erosion, as per the standards for environmental impact assessment of highway construction projects. The proposed project corridor suffers from various degree of soil erosion. The Hancheng area suffers the most (5,038 t/km2 with heavy erosion) and the Yanliang area the least (150 t/km2 with slight erosion).

4. Water Quality

11. The water quality of six major rivers crossed by the proposed alignment was checked against the environmental quality standards for surface waters (GB3808-88 for drinking, fishery, and swimming) based on the contents of suspended solids, chemical oxygen demand (COD), oil and grease, lead, and pH value. The results showed that only Zhishui River and Luohe River complied with the standards. All the other rivers have been contaminated by local industry to varying degrees.

5. Air Quality

12. Air quality along the proposed alignment was checked against the applicable ambient air quality standards (GB3095-1996 for residential and commercial areas). The results indicated that air quality was good in terms of carbon monoxide (CO), nitrogen oxides (NOx), and lead content, with all these parameters well below the limits. However, the average daily concentration of total suspended particulate matter (TSP) ranged from 0.010 to 0.698 mg/normal cubic meter (Nm3), with most of the values exceeding the maximum allowable limit of 0.30 mg/Nm3.4 This was attributed to the loess tableland area where the Project is located and the relatively poor vegetation of the area.

6. Noise

13. The Project is in a quiet agricultural setting, with noise levels in daytime and at night within the limits of the applicable noise standards for urban areas GB3096-93 (70 decibels [dB] day and 55 dB night for areas on both sides of communication trunk lines).

B. Biological Environment

14. The project area is mainly farmland dominated by crops and fruits, with some trees and landscaped greenbelts. Animals are mainly domestic livestock. No rare, endangered, or threatened plant or animal species were identified.

C. Social and Economic Environment

15. Shaanxi Province is one of the birthplaces of the PRC. Xi’an City, currently the capital of the province, was the start of the famous Silk Road to west Asia, and was the capital of 12 dynasties. This area is well known for its abundant historical and cultural resources. Major

4 The background suspended solids concentration is very high in the area because of the loess soil and desert. PRC is moving to a PM10 standard for particulate, which is more appropriate but in the absence of the final decision the TSP is used in the study.

4 historical and tourism sites around the project area include the Memorial Temple of Sima Qian, Qiao Tomb, Temple of Dayu, Tourism Zone at Heyang County, and Puzhao Temple. In view of the rich historical and cultural resources in the project area, a local agency, Weinan City Cultural Relics Preservation and Archaeological Research Center, conducted an independent archaeological survey along the two alternative routes in May 1999. The survey identified 27 valuable historical sites and remains within 500 m of the road alignment, and a report was generated with recommendations. The sites, including one national historic preserve and three city- or county-level historic preserves, are an important component of the character and value of the area.

16. Shaanxi is a poor province in the PRC with a 1999 per capita gross domestic product (GDP) of Y4,095 and a population of 36 million, of which 4.2 million people are considered poor by the international poverty line of $1 per capita per day. The project area, including Weinan Prefecture and the counties of Baishui, Chengcheng, Dali, Fuping, Hancheng, Heyang, Pucheng, and Yanliang, has a total population of 3.8 million including 380,000 poor people by the international poverty line. The project area has 4.7 percent of Shaanxi’s total area and 10.7 percent of its total population, and produces 8.2 percent of the total GDP of the province. The per capita GDP of Y3,019 in the project area is only 46 percent of the national average.

17. The project area is in transition from an agricultural to an industrial economy. In 1990, the proportion of gross output value between industry and agriculture was 52:48; in 1998 that ratio had changed to 64:36. During the past decade the increased output from new investments in manufacturing, mining, metallurgical, chemical, electrical, and textile industries, along with new power generation facilities, has made those industries the major contributors to the region’s economic growth. The Project is economically justified primarily because it will provide a much- needed transport artery that will foster continuing industrial growth along that corridor and serve Xi’an, the western region’s technological center.

IV. ALTERNATIVES

18. No Project. Yumenkou and Yanliang are currently linked by national highway 108. It is Class III (partially Class II) road in poor condition, not meeting the local traffic volumes or safety standards. They pass through many industrial areas, townships, and villages without access control, and many buildings are adjacent to the roadway. As a result, traffic conditions are poor and congestion and traffic accidents are a major problem. The number of major accidents reported on the Weinan-Hancheng section of the road was 351 in 1997, with 116 fatalities and 177 people injured. With the traffic volume increasing yearly, the accident rate is also rising. Leaving the existing conditions unchanged obviously would not help enhance economic development and reduce poverty.

19. Two Alignments. The two alternatives proposed by the project feasibility study, have basically the same route in the beginning and final sections, with the major deviation in the middle–from Heyang to Leifang–accounting for about one third of the total length of the alignment. The first alternative passes through Chengcheng County in the middle section and hence is advantageous to the economic development of that county. However, this area has varied and complicated topography and the design speed on this section (approximately 68 km) has to be lowered from 120 to 100 km/hour (h). The second alternative runs to the east of Chengcheng County, at a distance of about 20 km, away from the difficult topography, thus, the second alternative will be easier to construct and can use a design speed of 120 km/h throughout the road’s length.

20. The two alignment alternatives were evaluated and compared in terms of environmental impacts. As Table 1 shows, the second alternative is preferable to the first in most cases, and hence is recommended.

Table 1: Comparison of Alternatives

Impact Description Alternative I Alternative II Better Alternative

Soil erosion Exposed soil area due to 13,488 km2 (22 11,525 km2 (20 II heavy cut and fill locations) locations) Total amount of spoil 7,726 m3 6,088 m3 Soil erosion loss 83,000 tons/year more than that of alternative II. Cultivated 13,014 m2 12,363 m2 II land used Noise Villages with over standard 9 4 II impact noise level > 5 dB in 2024 Schools with over standard 3; Max. over 5; Max. over II noise level > 5 dB in 2024 standard level 20 standard level dB at 2 schools 11 dB Water No significant quality difference impact Air quality No significant impact difference Visual Visual impact due to heavy cut More Less II impact slopes Impacts on Number/length of large and 18/11,070 km 17/8,810 km II the rivers very large bridges Impacts to Number of sensitive points the along the road: community Villages-townships-schools 53-2-10 48-1-12 II Land acquisition (hectare) 1,027 1,114 I Traffic Days with heavy fog along the 16 days/year 24 days/year I safety road Historic Impacts to the historic and Less More I resources cultural sites Costs of Initial costs plus operational Y46.87 million Y44.74 million II mitigation costs (share in overall project (0.80 percent) (0.72 percent) measures costs) Recommended Alternative II Source: Statement of Environmental Impact Assessment for Yumenkou to Yanliang Highway, November 1999.

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Physical Setting

1. Soil Erosion

21. The soil erosion problem will be aggravated by construction activities, particularly cut- and-fill operations exposing extensive bare soil surface. The construction period will last for four years and soil loss could be significant. The increased soil erosion was estimated using the universal soil loss equation, with the following results:

(i) For embankment construction in the plain area with cut-or-fill operations less than 4 m, soil erosion rates will be higher than the baseline rates by a factor of 3.68.

(ii) For road sections in loess gully areas with heavy cuts and fills, like the Hancheng-Chengcheng section and sections crossing the Zhichuan, Xushui, Jinshuigou, Dayu, and Luohe rivers, the annual erosion loss will amount to 20,900 (cut) and 25,900 (fill) t/km2 (both severe erosion), exceeding the baseline erosion level by factors of 10.4 (cut) and 12.9 (fill).

(iii) Borrow and spoil sites are also potentially large sources of soil erosion. The potential erosion losses are expected to be severe.

22. To control soil erosion, earthworks will be minimized by balancing cuts and fills as far as possible. Two basic principles will be followed: (i) the smallest area of soil should be left bare for the shortest time possible; and (ii) surface runoff should be controlled and its velocity reduced as much as possible. A soil erosion control plan including temporary measures during construction and permanent measures to be incorporated into the engineering design was developed. The plan, includes these measures:

(i) Construct 70 temporary silt basins along the alignment to intercept water runoffs and collect silt at sensitive locations during embankment construction operations. Install fabric silt fences at basin outlets to disrupt water flow when necessary.

(ii) After road construction is completed, grade silt basins and revegetate or return them to farm use.

(iii) Install silt dikes and runoff ditches around borrow pits to confine silt to the pits.

(iv) Construct settling basins at bridge construction sites to collect sediments generated by pile driving operations.

(v) Keep the areas of excavation, borrow, grading, and embankment operations commensurate with capability and progress in accomplishing erosion control measures. Minimize soil exposure of disturbed areas and regrade excavated areas and revegetate or return them to farm use without delay.

(vi) Implement slope stabilization, embankment drainage system, and project landscaping simultaneously with road construction.

(vii) Strip and stockpile topsoil of cultivated land used as temporary work areas. Replace this soil as construction is completed and the cultivated land rehabilitated. Protect stockpiled topsoil so that storm water runoff will not cause sedimentation.

(viii) Install retaining dikes on spoil sites in loess gullies, and dump and compact wastes layer by layer, and vegetate the finished slope.

With all the temporary control measures in place, the EIA estimates annual erosion loss can be reduced to 5,000–10,000 t/km2, a reduction of more than 50 percent.

23. Permanent Erosion Control Measures. The expressway is designed with trees planted on both sides. Landscaping will not only beautify the road, but also protect the soil from erosion. Other measures for permanent embankment protection are slope stabilization with rock lining, slope protecting walls, retaining walls, and sodding. A complete embankment drainage system ditches, berms, diversion ditches, chute spillways, and catch basins will also protect the embankment from erosion.

24. As the construction period comes to an end, and the embankment drainage system, and revegetation and landscaping program go into effect, soil erosion along the project will eventually return to the preconstruction level, or will even be reduced due to better road surfacing, improved drainage, and landscaping.

25. Soil Erosion on Local Roads. Some local roads pass through hilly areas and loess gully areas, which are particularly vulnerable to soil erosion. In hilly areas the roads (Huanglong–Fengyuan–Chengcheng Class II road and part of the Class III roads) generally follow the irregularities of the mountainous terrain, resulting in many sharp curves and steep sections. During construction, sections that are currently too steep will be given a more gentle slope, where possible, with new cut-and-fill slopes developed. In loess gully areas, heavy cut- and-fill operations will be substantial during construction and are likely to generate significant soil erosion losses, especially in stormy seasons. Special attention will be given to soil erosion control in these areas during construction. The drainage facilities of the existing roads will be kept working well and construction work will be avoided, to the extent possible, in stormy seasons.

2. Water Quality

26. Major sources of potential water pollution were identified as follows:

(i) Expressway runoff with pollutants from vehicle emissions. Rainwater washes out atmospheric pollutants, picks up roadway deposits, and runs off into rivers. The impact of the initial runoff pollutants on the rivers was estimated using a mathematical model. Because most of the major rivers crossed by the Project have already been contaminated by local industry, the EIA selected the two standard-compliant Xushui River and Zhishui River as representatives for impact assessment. The increase of pollutant concentrations in either river due to expressway runoff is negligible (Table 2). The conclusion is that expressway runoff has an insignificant impact on water quality in the rivers traversed by the Project.

Table 2: Predicted Impacts of Runoff Pollutants on River Water Quality

Concentration (mg/l) River Pollutant Background Predicted Increase Zhishui Chemical Oxygen 3.820 3.940 0.120 River Demand (COD) Oil & grease 0.025 0.029 0.004 Xushui COD 1.810 1.900 0.090 River Oil & grease 0.285 0.288 0.003 Source: Statement of Environmental Impact Assessment for Yumenkou to Yanliang Highway, November 1999.

(ii) Wastewater effluent from support facilities–service areas and toll stations–along the expressway. According to the project feasibility report, four service areas and nine toll stations will be established along the expressway. There will be fueling and service stations as well as office, hotel, restaurant, and shopping mall facilities at each service area. Wastewater will be generated from these facilities as well as from car washing, and maintenance and repair operations. Each toll station will have an office, dining room, bathroom, and living quarters, with mainly sanitary wastewater effluent. The EIA estimates that each service area will discharge 162 m3 of wastewater per day with 47.5 kg of COD and 10.1 kg oil and grease. A chemical and biological wastewater treatment system will be installed in each area to treat the effluent wastewater as per the national integrated wastewater discharge standard GB8978-1996 before discharging it to the receiving water body. It was predicted that each toll station will generate 60 m3 of sanitary wastewater daily, which will be treated in a septic tank at the station before it is used for irrigation.

27. During construction, measures will be taken to prevent increased sedimentation from polluting waters, especially at bridge construction sites. Special attention will be given to hazardous materials (fuel, oil, caustic and acidic substances, etc.) and wastewater to prevent them from draining into streams and drainage areas, and polluting surface waters or groundwater. This is particularly true for construction camp sites and staging areas, where workers, construction equipment, and building materials will be stationed. Asphalt, paints and other chemicals will be stored far from water wells and water bodies. All trash will be totally enclosed. Toilet facilities will be pit latrines to be serviced and maintained regularly. All construction wastes, petroleum products, and other potentially hazardous materials will not be dumped directly into water bodies. They will be removed to a disposal site authorized to accept such materials and treated properly.

3. Hazardous Materials Spills

28. The project feasibility study indicated truck transport will account for about 65 percent of the traffic volume, and 5.4 percent of the cargo trucks will carry petroleum products, fertilizers, and pesticides. The potential for hazardous materials spills during expressway transportation is, therefore, important to consider. The traffic volume is forecast to grow from 7,300 medium truck equivalents per day in 2005 to 22,400 medium truck equivalents per day in 2024, at an annual growth rate of 5 to 7 percent. With the rise in traffic flow, the potential for hazardous materials incidents also increases.

29. The EIA calculated the probability of hazardous materials accident associated with the proposed expressway, using a mathematical model developed by the Xi’an Highway University. The results indicated a probable yearly accident rate of 0.0087, 0.019, and 0.068 accident for 2005, 2015, and 2024, respectively. While these rates are relatively low, the actual risk may be greater because some of the parameters used in the calculation were on the low side. Furthermore, the rates are on the upward trend, going up from 2005 to 2024 by a factor of 7.8.

30. It should be noted that the number of hazardous materials incidents alone is not necessarily indicative of the environmental impact of such incidents. The likelihood that a release will occur is only one of the major factors. Another factor to consider to make a full risk analysis is the severity of the consequences. If response to an accident is not timely and effective and the hazardous materials spilled contained properly, the accident may cause environmental damage such as air and water pollution, damage to fish and wildlife, destruction of habitat, or even damage to human life. The outcome of any given accident is highly site- specific and depends on the type and quantity of material spilled, chemical properties (such as toxicity and combustibility), effectiveness of cleanup efforts, and characteristics of the impact area (climatic conditions, flora and fauna density, population density, local topography, sensitivity of local habitats/species, and proximity to these sensitive sites/habitats). In a worst- case situation, simultaneous emergency accidents might occur, such as fire or explosion resulting from release of hazardous materials. While the overall impact of accidents may be small for the nation or province as a whole, any hazardous material spill may have severe impacts on the environment at the place of occurrence. In addition, spills of hazardous materials may impose substantial costs for product loss, carrier damage, property damage, evacuations, and response personnel and equipment.

31. To prepare for possible accidents, it is essential to have a sound hazardous materials emergency program incorporating preparedness and response measures. The mitigation measures developed for this Project include establishing an emergency group, developing a contingency plan, and a training program. Transporters of hazardous materials will be required to have three certificates: driver’s license, hazardous materials transport permit, and safety certificate.

4. Air Quality

32. Potential air pollution from the proposed expressway for 2005, 2015, and 2024 was evaluated with a Gaussian finite line source dispersion model, using traffic volume, vehicle type, topographic and climatic conditions, and other factors. The results showed that concentrations of CO and NOx were within the standards limits for 2005 and 2015. The only minor deviation was expected in 2024 for the hourly concentration of NOx at a distance of 25 m from the road (0.156 mg/Nm3 against the limit of 0.150 mg/Nm3), while its daily average concentration will still be within the limit.

33. The emission impacts of volatile organic compounds and other hydrocarbons (VOCs/HCs) were not evaluated because these items were not included in the applicable standards BG3095-1996. VOCs/HCs emissions can be significant, depending on vehicle type, age, weight, and emission control technology. VOCs can combine with NOx to form ozone, a smog-forming pollutant, and HCs can combine with other pollutants to form secondary particulates. As noted, the daily average concentration of TSP in the project area exceeds the maximum allowable limit of 0.30 mg/Nm3. The fugitive dust emissions from the expressway will certainly add to the problem.

34. Testing for lead in the air, surface water, soil and crops within the project area showed no lead pollution hazards to human health and the environment. Ethyl petrol (gasoline with tetraethyl lead), the prime source of lead, had been phased out in the PRC. Its use after 1 July 2000 is prohibited nationwide. Lead pollution associated with expressway operation is no longer an issue.

35. Air Quality Impacts During Construction. Construction activities particularly earthworks; increased traffic; and the use of cement, asphalt, and other building materials will produce excessive airborne dust or asphalt toxic fume, with a major impact on air quality within the project area. TSP concentrations measured at a concrete mixing plant in a road construction project gave the following results: 1.0 mg/Nm3 at a distance of 50 m from the plant and 1.65 mg/Nm3 at a distance of 100 m from cement storage. Both figures are way over the maximum 3 allowable limit of 0.3 mg/Nm . To minimize the impacts of dust and particulates, construction fields and major access roads will be watered twice a day in dry seasons. Construction materials will be stored and concrete mixing plants sited 200 m away; asphalt mixing plants will be 500 m away downwind from residences and schools.

36. Air Quality Impacts of Local Road Component. Because the local roads are close to some townships and villages, adverse air quality impacts due to construction activities are expected. Major problems will be airborne dust and toxic fume produced by earthworks, asphalt and concrete mixing, materials handling, and other operations. To minimize the impacts, mitigation measures used for the expressway component will be implemented. During operation of the roads, vehicle emissions will be higher than in existing roads due to increased traffic volume, but fugitive dust emissions from roads will be reduced with improved road surface (the unpaved roads will be asphalted). In view of the relatively small traffic flow in general on local roads and the relatively high wind speed in the project area, the emission impacts as a whole are expected to be insignificant.

37. The local roads will directly benefit the project area with vastly improved marketing of agricultural produce, greatly increased mobility of migrant labor, and a major expansion in off- farm employment due to future access to the 11 industrial sites along the expressway. Indirect benefits will include improved health of the rural population due to better access to medical facilities and personnel, higher education achievement due to better access to educational institutions, and enhanced social relations along with increased output and incomes.

5. Noise and Vibration Impacts

38. The potential traffic noise impact in 2005, 2015, and 2024 was evaluated in mathematical models5 using traffic volume, vehicle type, road conditions, and other factors. Noise levels in daytime and at night were calculated for 12 representative receptive sites along the road at 20 m increments between 20 m and 200 m from the road centerline. From these data and the background conditions, noise levels were predicted for all villages and schools within the project area. The results follow:

(i) The daytime noise levels in affected villages for both alternatives I and II were compliant or marginally compliant with the applicable noise standards for urban areas GB3096-93, (for areas on both sides of communication trunk lines, the limits are 70 dB [day] and 55 dB [night]).

5 Ministry of Communications, 1996, Manual for EIA of Highway Construction Projects.

(ii) The nighttime noise levels in most of the affected villages exceeded the maximum allowable limit by 12.5-17.5 dB.

(iii) The noise levels at most schools exceeded the applicable standards (55 dB [day] and 45 dB [night] for residential areas and educational institutions) by 11-20 dB.

39. To keep the noise impacts within the standards, the following measures will be taken for different locations depending on local conditions:

(i) Relocate households in close proximity to a site 50 m away from the road (52 households).

(ii) Erect noise barriers (600 m2).

(iii) Build earth dikes on top of cut slope (810 m).

(iv) Create a greenbelt 10–15 m wide between the road and the village or the school (21,200 m2).

(v) Construct school fence, or increase the height of the existing fence, for all affected schools (2,600 m2).

(vi) For Donchen High School, which is within 30 m from the road and has a 4-story schoolbuilding facing the road, install double-pane windows (alternative I only).

40. With these mitigation measures, the traffic noise impacting villages and schools will be reduced to the following levels:

(i) Villages. Compliant in 2005; noncompliant in 2015, with over standard noise level lower than 4.0 dB. This will be acceptable because the local residences all have attached yards surrounded by high walls that have additional noise-reducing effect. Noise impact should be reevaluated after 2015, using actual monitoring data, and further mitigation measures considered as appropriate.

(ii) Schools. Compliant in 2005 and 2015; noncompliant in 2024 with over standard noise level lower than 1–3 dB. Noise impact will be reevaluated in 2024, using actual monitoring data, and further mitigation measures considered as appropriate.

41. In the long run, to achieve compliance with the applicable standards, distance from the road should be 150 m for residences and 200 m for schools, hospitals, and other sensitive receptors.

42. Noise Impacts During Construction. Noise impacts are expected to increase during construction with use of machinery, particularly earth-moving equipment (bulldozers, hydraulic excavators, dump trucks, and rollers), and pile-driving operations. As estimated with the major construction equipment to be used, the daytime noise levels will be within the applicable standards of 70-75 dB (GB12523-90) when the receptor is 40 m or more from the noise sources. The nighttime noise levels will be within the applicable limit of 55 dB at a receptor 200 m or more from the noise sources. Because most sensitive receptors in the project area are 40 m or more from the road, no significant noise impacts are expected in daytime. During

12 nighttime, however, construction activities will have remarkable noise impacts on the villages and schools. To minimize impacts, high-noise machinery will not be allowed to operate during 22:00-6:00 hours. Contractors will schedule their construction operations in coordination with schools in the vicinity, which are most vulnerable to noise nuisance. Temporary access roads will be selected as far away from villages and schools as possible. Hauling operations will be stopped or reduced during peak traffic hours, whenever possible. Construction workers exposed to excessive noise will be provided with hearing protection devices.

43. Vibration Impacts During Construction. No vibration impacts were identified during the operational period of the road. However, increased vibration will occur during construction, resulting especially from pile driving and vibratory roller operations. No major negative effects are expected from increased vibration, given that most of the buildings in the project area are of mixed brick-concrete. As a precautionary measure, however, vibration will be monitored close to residences when high-vibration operations are performed during construction.

44. Noise from Local Roads. One common feature of the local roads is their proximity to townships and villages, with some buildings located adjacent to the roadway. During construction, noise impacts on nearby residences and schools due to the use of construction machinery and other activities are expected to be significant. Fortunately, local residences and schools all have attached yards surrounded by walls 2.5–3 m high, which can reduce noise by 3–5 dB. In addition, construction-related activities, particularly operation of high-noise machinery, will be properly timed and scheduled to minimize the noise impacts. During operation of the roads, the traffic noise will actually be reduced with widening of the roads and improvement of the road surface. However, as the traffic volume grows in the future, noise will also increase. Noise will be regularly monitored to determine the need for any mitigation measure, particularly in schools adjacent to the roadway.

6. Visual Impacts

45. Some expressway components, like heavy cuts and fills, vegetation clearing, large bridges and interchanges, may create visual impacts and detract from the natural beauty of the area. To minimize the impacts, the following measures were considered:

(i) Minimize cut-and-fill slopes where possible; in particular, avoid steep cut slopes.

(ii) Implement site-specific landscaping and revegetate both sides of the road, all cut slopes, and disturbed land.

(iii) Design bridges, interchanges and other infrastructure to achieve harmony with the surrounding natural landscape in form, color, and texture.

B. Socioeconomic Impacts

46. The Project will have significant impacts on both urban economies and rural poverty in the project area. Until now the rural residents have been precluded from participating in the area’s shift in emphasis from agriculture to industry. The major barrier to their participation has been lack of all-weather access roads, which prevented either the marketing of agricultural produce and growth of township and village enterprise undertakings, or reliable transport of migrant workers to earn supplemental off-farm incomes. All these activities are viewed as crucial in lifting rural poor households above the poverty level. This Project with its 11 industrial

13 sites, 13 interchanges, and the local road networks leading to them will provide the needed transport infrastructure for market and job accessibility that the rural residents lacked before.

47. During construction, the Project will generate employment of some 30,000 person-years for unskilled labor and 20,000 person-years for skilled labor. In the former category, first preference will be given to people below the poverty line. At least one half of the unskilled laborers are estimated to be drawn from poverty ranks, which will give poor laborers an estimated additional income of Y179 million during construction. During operation, an estimated annual income of Y7.5 million will be generated from the jobs provided by toll stations, maintenance, and administration stations, and service areas.

48. Possible adverse social impacts of the Project were taken into account through (i) the comprehensive resettlement action plan; (ii) measures to minimize any disruption of traffic on existing roads, irrigation systems, transport links to farmlands, and electrical and communications facilities; and (iii) measures to reduce health risks for construction workers, local residents, and road users.

1. Resettlement

49. The Project expressway will occupy about 1,236 ha, including 260 ha of irrigated farmland, 318 ha of nonirrigated farmland, and 289 ha of orchards. Some 10,120 m2 of buildings mostly living quarters will be demolished. This will affect some 10,780 people: 9,273 will be relocated from their land; 1,214 will be relocated in new housing units; 248 will be affected, but not relocated; and 45 in small enterprises will be relocated. The loss in agricultural products due to farmland decrease is estimated at Y16.1 million per year. All temporarily used land (construction camp sites, staging areas, access roads, borrow and spoil pits, etc.) will be fully reinstated to productive use after construction. The local road component will have some land acquisition and resettlement. The same compensation rates will apply for those affected by local roads as for the expressway.

50. The Project will disrupt some of the existing irrigation systems, particularly in the plains where the road will be constructed on filled-up embankment. This fragmentation will also affect the existing flood-relief channels and natural drainage of the area, and block local residents on either side of the road from farm work and social association. To address these problems, the engineering design included 489 culverts for surface runoff and to linking the split irrigation systems, as well as 51 crossings for county and rural roads, 261 underpasses for vehicles, and 117 overpasses for nonmotorized vehicles to connect both sides of the expressway. The impacts on the ecosystem due to the land take are considered insignificant.

51. The resettlement plan was prepared following the principles outlined in ADB’s Handbook on Resettlement. All those losing land will receive newly recontracted plots, mostly within the same village allocations; all those relocated to new homes will remain in the same village, most within a short distance of their former dwelling; and all people affected will be restored to at least the current levels of their incomes and living standards in accordance with the 1998 Land Administration Law and ADB’s resettlement guidelines and operational requirements. The summary resettlement plan, together with provincial compensation rates, will be released to affected people through county and township offices, and publicized in the local media. A headquarters unit of the Project (PHU), to be set up by the Shaanxi Government, will consist of all departments and agencies concerned with land acquisition and resettlement. This unit will take the lead role in planning, coordinating, financing, and reporting on resettlement activities for the Project. Land acquisition and resettlement leading groups in the PHU will be established at

14 the prefecture level and leading groups offices will be set up in each county and township affected; village committees will appoint one person to be fully responsible for the land acquisition and resettlement work.

52. Land acquisition and resettlement costs for the Project are estimated at Y742 million. These costs are included in the total project cost estimates. Shaanxi Provincial Communications Department (SPCD) will advance funds for resettlement activities to be channeled through the PHU. Compensation for affected farmland will be paid at 10 times the annual average output value of crops for the previous three years; the resettlement subsidy will be paid at 4 to 6 times the annual average output value; and compensation for standing crops will be paid at market price. The 1998 Land Administration Law provides for advance disclosure of information and consultation with the people affected. Under the resettlement plan, an internal monitoring and auditing system is established to ensure that resettlement activities are implemented according to schedule, and to provide timely information for submitting quarterly reports to ADB.

2. Historical and Cultural Resources

53. A special survey identified 27 valuable historical sites and remains within the project area (within 500 m from the road). Specifically, the north–south running alignment will pass through two major historical sites: the Great Wall remains of Wei dynasty (a national historic preserve) and the Ancient Shaoliang City remains (a city-level historic preserve) at Hancheng, as well as two other less significant sites (Great Wall remains at Heyang and Pucheng). The vast extent of the Ancient Shaoliang City remains and the west-east run of the Great Wall remains have made passing through unavoidable. The project impacts on the 27 historical sites were assessed and mitigation measures with cost estimates developed (Appendix). To minimize the impacts on the three Great Wall remains sites, the expressway will pass through a gap where the Wall has already been breached and is mostly an earth mound. Its roadbed will be constructed on the same level as the Wall to minimize visual impacts, with the Wall remains on both sides of the road repaired and consolidated. For the Ancient Shaoliang City remains, excavations will be made before road and overpass or underpass construction as necessary to preserve the completeness and connectivity of the site. For all other sites, the project- associated impacts are considered minor because no direct passing through at the sites is anticipated. The contractor will be held responsible for protecting and preserving the historical sites during construction. Borrow sites will be selected with the participation of the archaeological authority. Should any historical or cultural resources be uncovered during construction, the contractor will advise the relevant authority of the discovery without delay and take proper temporary protective measures. Construction work in the discovery area will stop before any necessary excavation and mitigation measures are completed. All the relics unearthed will be preserved by relevant authority.

VI. ECONOMIC ASSESSMENT

54. The initial costs for all the mitigation measures developed as well as their costs for the entire operation period were estimated at a total of Y44.7 million, accounting for 0.72% of the overall project costs, as shown in Tables 3 and 4. The share of the environmental cost in the total project costs is relatively low compared with the benefits gained. The environmental benefits resulting from the mitigation measures adopted can be readily seen from the reduction of soil erosion during construction and operation periods, abatement of noise, water, and air pollution; as well as improvements in visual quality of the project area. The environmental mitigation measures developed are therefore considered beneficial.

Table 3: Estimated Initial Costs of Environmental Mitigation Measures (Y’000 ) Cost Items Description Alternative I Alternative II Environmental assessment Preparation of EIA 800 800 and design Landscaping of right-of-way Y100,000/km 17,100 17,500 (incl. cut slopes) Visual improvements Reduce steepness of heavy cut 3,300 3,000 slope, Y150,000/location Noise abatement School fence, Y120/m2 188 312 Double-pane window, Y500/m2 100 n/a Noise barrier, Y500/m2 17,930 300 Tree planting at sensitive points, 1,520 1,060 Y50/m2 Relocation to avoid noise impacts, 1,380 1,560 Y30,000/household Earth dike, Y500/m 590 405 Environmental protection for Air conditioning and noise 400 400 toll stations abatement Temporary soil erosion control Silt basins, Y10,000/basin 800 700 Borrow and spoil sites erosion 1,000 800 control Dust abatement during Y600/day, 1,200 days 720 720 construction Construction safety measures Signs, etc. 100 100 Restoration of access roads 200 200 Wastewater treatment: Toll station Septic tank, Y20,000/tank 180 180 Service area Biological wastewater treatment 2,000 2,000 and landscaping, Y500,000 for Each area Training Training in environmental 500 500 management Historic resources Historic sites investigation and 2,000 2,000 investigation excavation (excluding contingency) Supervision of environmental Environmental inspection 500 500 work Safety guards during 20 guards for 4 year 400 400 construction Environmental monitoring Equipment Y200,000, Monitoring 400 400 during construction fees, Y100,000/year Contingency For possible hazardous materials 100 100 emergencies Total 36,071 33,937 EIA = environmental impact assessment, km = kilometer, m = meter, m2 = square meter. Source: Statement of Environmental Impact Assessment for Yumenkou to Yanliang Highway, November 1999.

Table 4: Costs of Environmental Mitigation Measures During Operation (Y’000)

Item Cost Maintenance costs 50/year Training 10/year Environmental monitoring 100/year Environmental treatment (based on monitoring) 300/year Wages of environmental staff, Y8,000 /person/year 80/year (10 people) Total 540/year Costs for the whole operational period (20 years) 10,800 Source: Statement of Environmental Impact Assessment for Yumenkou to Yanliang Highway, November 1999.

VII. INSTITUTIONAL ARRANGEMENTS AND ENVIRONMENTAL MONITORING PROGRAM

55. The Shaanxi Foreign Fund-Financed Project Executive Office is responsible for environmental work for the Project during the design and construction phases. When construction is completed, the Shaanxi Provincial Highway Bureau (SPHB) and Shaanxi Provincial Environmental Protection Bureau (SPEPB) will assume overall responsibility for environmental management of the project during its operation. The environmental staff of the Yumenkou-Yanliang Expressway Management Division under SPHB and the three subordinated administrative stations along the road will be in charge of the day-to-day environmental work in their area. An emergency group will be formed under SPHB and SPEPB to handle hazardous materials accidents as well as supervise expressway transport of hazardous materials in general. In addition, a relevant contingency plan and an emergency response training program will be developed.

56. To ensure proper implementation of the environmental mitigation measures, a surveillance plan and an environmental monitoring program have been established for both the construction and operation periods. The monitoring program will focus on noise impact, air quality, and water quality within the project area (Tables 5 and 6). Additional monitoring or spot checks may be done as necessary. Local certified environmental monitoring stations in Shaanxi Province will be contracted for monitoring work in accordance with all applicable national and local environmental regulations and standards. The results of monitoring will be analyzed and evaluated, and additional mitigation measures considered on the basis of updated data.

Table 5: Environmental Monitoring Program During Construction

Item Sampling Location Monitoring Testing Duration Sampling Items Frequency Interval Air Concrete mixing plants TSP Once a 2 days Spot checks quality and unpaved roads month Noise Sensitive receptors Noise Once a 1 day 2 times: in within 60 m of month daytime and construction sites at night

Water Zhishui River, COD, BOD, Twice a 1 day 2 times: in quality Luohe River, Xushui dissolved year (in wet the morning River oxygen, oil & and dry and the grease, seasons) afternoon turbidity, Total coliforms BOD = biochemical oxygen demand, COD = chemical oxygen demand, m = meter, TSP = total suspended particles. Source: Statement of Environmental Impact Assessment for Yumenkou to Yanliang Highway, November 1999.

Table 6: Environmental Monitoring Program in Operation Period

Monitoring Testing Sampling Item Sampling Location Duration Items Frequency Interval

Air Zhichuan, Xincheng, NOx Twice a year 5 days 7:00h, 10:00h, quality Dahuhui TSP (Jan, July) 14:00h, CO 17:00h Noise Zuoli, Tanjia, Noise 4 times a 1 day 2 times: in Xincheng, Dahuhui, year daytime and Zhibao High School, at night Huangdi Elementary School

Water Zhishui River, COD, BOD, Twice a year 1 day 2 times: quality Luohe River, Xushui dissolved (in wet and morning and River oxygen, oil & dry seasons) afternoon grease, turbidity, Total coliforms BOD = biochemical oxygen demand, CO =carbon monoxide, COD = chemical oxygen demand, h = hour, NOx = nitrogen oxides, TSP = total suspended particles. Source: Statement of Environmental Impact Assessment for Yumenkou to Yanliang Highway, November 1999.

VIII. PUBLIC INVOLVEMENT

57. The EIA team, Shaanxi Highway Design Institute, SPCD, and the consultant conducted field surveys along the proposed alignment with the following objectives:

(i) inform the public, and local government and relevant agencies about the need for the project and the proposed alignment;

(ii) identify and consider values and concerns of the public and agencies;

(iii) inform the public and agencies regarding potential impacts associated with the Project and the mitigation measures considered; and

(iv) integrate public input and agency policy into the decision-making process.

58. Public meetings were held in 15 villages, and consultation was held with local governments (including Poverty Alleviation Offices and Women’s Federation) and agencies involved in environmental protection, agriculture, forestry, communications and water conservation issues. A questionnaire distributed to the public had 131 forms returned from 46 villages and organizations.

59. A large majority of the respondents were in favor of the project and agreed with the proposed alignment. Most people believed that the Project would be beneficial to them as well as to the local economy, and hoped for its early implementation. The Project also enjoyed support from local government and all local agencies.

60. All the affected households will be visited and their opinions on resettlement solicited. A resettlement agreement will be signed between every affected household and the local government. No one will suffer from any major economic loss and that his or her living conditions will not worsen.

61. The major concerns of the public associated with the potential adverse impacts include traffic noise, expressway emissions, and access inconvenience caused by the expressway. They expect mitigation measures, particularly noise abatement measures for schools, to be appropriately implemented. In addition, the affected households wished to be relocated nearby, within their own village, and strongly requested that the resettlement subsidies be distributed directly to them and not through any intermediaries.

IX. CONCLUSIONS

62. Being part of the national trunk highway from Inner Mongolia to Yunnan Province, the proposed Project expressway has national significance. It will be an important component of the Shaanxi Province highway network, the construction of which is expected to give immense economic benefits to the relatively less developed province. The EIA found that the Project will create some adverse environmental impacts, but these can be mitigated or minimized to acceptable levels. A balance can be struck between environmental protection and the need for economic development. The Project is, therefore, feasible environmentally as well as economically.

63. The local road component of the Project will provide transport infrastructure critically needed for the economic and social advancement of the 66 poverty townships and 504 poverty

19 villages in the project area. Marketing of agricultural produce will be improved immensely. Movement of migrant labor from rural areas will be greatly facilitated. Town and village enterprises, which were not feasible because of inadequate roads, can now be considered. Along with these tangible economic benefits, new access to social resources will be created for the majority of the populace at the village level. All these anticipated benefits are expected to have a very pronounced positive influence on poverty reduction in the project area.

64. The major sensitive environmental issue is the impact on archaeological resources. The rich historic and cultural sources are an important component of the character and value of the project area. Preliminary investigation of the 27 archaeological sites identified and impact assessment were conducted, and mitigation measures with cost estimates were developed. Implementing the mitigation measures will minimize the archaeology impacts. On the positive side, the Project will provide convenient access to these historical and cultural sites and promote local tourism.

65. Soil erosion, hazardous materials spills, traffic noise, water pollution, and expressway emissions were the major environmental concerns associated with the Project. Appropriate mitigation measures and an environmental monitoring program will be taken for both construction and operation stages. Lead pollution associated with expressway operation is no longer an issue because ethyl petrol was phased out in the PRC.

66. Major residual impacts after mitigation actions, as predicted by the EIA, are as follows:

(i) Noise impact. With all the noise abatement measures in place, there will still be some noise impact on nearby villages (over standard noise level < 4.0 dB) after the year 2015, and to schools (over standard noise level > 5 dB) after the year 2024 due to increased traffic volume. The noise impact will tend to increase with time. Additional noise abatement measures will be considered in the future based on the actual monitoring results.

(ii) The project area is a non-attainment area for TSP, with its background concentration well exceeding the applicable standard. The fugitive dust emissions from the expressway will add to the TSP problem.

20 Appendix, page 1

HISTORICAL SITES WITHIN THE PROJECT AREA1

Mitigation Historical Sites Historical Location Major Relics at Project Measures Era Site Impacts2 Planned

Great Wall The Warring Longting The broken wall The alignment Embankment will be Remains of Wei States Era Town, remains stretch will pass through constructed at the dynasty (national (475 – 221 Hancheng City about 23 the gap between same level as the historic preserve) BC) kilometers(km) the remains at remains. Remains intermittently with Malingzhuang on both sides of the many gaps in with little impact. road will be repaired between. The two and consolidated. major sections of Estimated cost: wall remains are Y500,000 about 8 km long, 0.8–15 meters high, and 2-11 m wide.

Ancient Shaoliang “Spring and Zhichuan The city covered a The alignment Excavation before City Remains Autumn” Town, large area, but now will pass through road construction. (city-level historic period (770 - Hancheng City has become mostly the city with Construct underpass preserve) 475 BC) farmland with some significant or overpass as remains of city wall impacts on the necessary to bases on the scene. site. preserve the completeness and connectivity of the site. Estimated cost: Y500,000

Zhangdaicun The Leolithic Miancun A lot of painted The alignment Excavation. Neolithic Remains Era, Village, pottery buried 0.3–2 will pass through Estimated cost: (city-level historic Yangshao Hancheng City m deep. in an area the west part of Y50,000 preserve) culture of several square the site with kilometers. insignificant impact.

Zhangdaicun The Leolithic Miancun A lot of painted The alignment Excavation. Neolithic Remains Era, Village, pottery buried 0.3–2 will pass through Estimated cost: (city-level historic Yangshao Hancheng City m deep in an area of the west part of Y50,000 preserve) culture several square the site with kilometers. insignificant impact.

Great Wall The Warring Heyang The broken wall The alignment Embankment will be Remains of Qin States Era County remains stretch will pass through constructed at the Dynasty (county- (475-221 about 30 km the gap between same level as the level historic BC) intermittently, about the remains at remains. Remains preserve) 1.3 m high and Changwacheng on both side of the about 4 m wide. with little impact. road will be repaired and consolidated. Estimated cost: Y200,000 1 Within 500 meters from the expressway. 2 Significant impact is when a monument is on the highway right of way and will have to be removed, little impact is when the monument is at the edge of the right of way and may require protection and relocation, insignificant impact is when the monument is within 100 m from the highway right of way and may be affected in the long term from the vibration and other activities in the highway, and minor impact when the monument is within the 500m right of way and impacts no short term or long term impacts are expected other aesthetics or noise from the highway.

21 Appendix, page 2

Mitigation Historical Sites Historical Location Major Relics at Project Measures Era Site Impacts Planned

Great Wall The Warring Pucheng The broken wall The alignment Embankment will be Remains of Qin States Era County remains stretch will pass through constructed at the Dynasty (475-221 about 50 km the gap between same level of the BC) intermittently, about the remains with remains. Remains 1–3.5 m high and minor impact. on both side of the about 4-6 m wide. road will be repaired and consolidated. Estimated cost: Y200,000

Family Cemetery Tang Sudong Four graves with Minor impact Excavation of Bai Jingzhong dynasty Village, inscription on the Estimated cost: Hancheng City memorial tablet Y25,000 within the tomb. Bai Jingzhong was nephew of the famous poet Bai juyi.

Chenjiacun Village The Leolithic Pingzheng A lot of painted Minor impact Excavation Remains Era, Village, pottery buried 1–2 m Estimated cost: Longshan Heyang deep in area of Y25,000 culture County 400,000 square meters (m2).

Guandaohe The Leolithic Tongjiazhuang A lot of painted Minor impact Excavation Remains Era, Village, pottery buried 0.8 m Estimated cost: Heyang deep in an area of Y25,000 2 Longshan County 10,000 m . culture

Liujiazhuang The Leolithic Pingzheng Painted pottery on Minor impact Excavation Remains Era, Village, ground surface in an Estimated cost: Yangshao Heyang area of about 30,000 Y25,000 culture County m2

Tailecun Village The Leolithic Chengguan Painted pottery on Minor impact Excavation Remains Era, Town, Heyang ground surface Estimated cost: Longshan County Y25,000 culture

Sanchi Ceramics The Leolithic Tongjiazhuang A lot of painted Minor impact Excavation Kiln Remains Era, Village, pottery buried about Estimated cost: Longshan Heyang 2 m deep in an area Y25,000 2 culture County of 7,500 m

Nansanchi Western Tongjiazhuang A lot of painted Minor impact Excavation Remains Zhou Era Village, pottery buried about Estimated cost: Heyang 1 m deep in an area Y25,000 County of 5,000 m2

Heiminggou Fossil Prehistoric Jiaodao Ivory fossils have Minor impact Excavation Discovery Point age Village, been unearthed. Estimated cost: Chengcheng Y25,000 County

22 Appendix, page 3

Mitigation Historical Sites Historical Location Major Relics at Project Measures Era Site Impacts Planned

Dayuhe Remains The Leolithic Shuifeng A lot of painted Minor impact Excavation Era, Township, pottery in an area of Estimated cost Yangshao Pucheng about 15,000 m2 Y25,000 culture County

Quli Remains ditto ditto A lot of painted Minor impact Excavation pottery in an area of 2 about 15,000 m Estimated cost: Y25,000

Shima Remains ditto ditto A lot of painted Minor impact Excavation pottery in an area of Estimated cost: about 6,000 m2 Y25,000

Longshouqu Han dynasty ditto Remains of a canal Minor impact Excavation Canal Remains (200 B.C – about 2,600 m long Estimated cost: 200 A.D.) and 7 shafts were Y25,000 discovered.

Beibao Remains Han dynasty Jiaqu Village, Some plain pottery Minor impact Excavation (200 B.C – Pucheng buried about 0.2–0.4 Estimated cost: 200 A.D.) County m deep in an area of Y25,000 4 m2

Beibao Tang Jiaqu Village, 4 grave domes 8–10 Minor impact Excavation Graveyards dynasty (618 Pucheng m in diameter and Estimated cost: - 917 A.D.) County 3–4.5 m high Y25,000

Fengjiacun Qin dynasty Jiaqu Village, 8 grave domes with Minor impact Excavation Graveyards – Han Pucheng some grey pottery Estimated cost: dynasty County unearthed in an area Y25,000 of about 250,000 m2

Jiaqu Graveyards Han dynasty Jiaqu Village, Pit type and brick Minor impact Excavation (200 B.C – Pucheng Chamber-type Estimated cost: 200 A.D.) County tombs were Y25,000 uncovered in the 1950s–1980s with pottery in them.

Qiaojiacun Village The Leolithic Liugu Village, A lot of painted Minor impact Excavation Remains Era, Fuping County pottery buried about Estimated cost: Yangshao 0.8 m in an area of Y25,000 culture 1,500 m2

Huipoling The Leolithic Liuji Village, A lot of painted Minor impact Excavation Remains Era, Fuping County pottery buried about Estimated cost: Yangshao 0.4–1.5 m in an area Y25,000 culture of 1,500 m2

Wangjiacun Han dynasty Shijia Village, A circular tomb with Minor impact Excavation Graveyard - Tang Fuping County an area of about Estimated cost: dynasty 1,500 m2 Y25,000 23 Appendix, page 4

Mitigation Historical Sites Historical Location Major Relics at Project Measures Era Site Impacts Planned

Sunzhang Han dynasty Shijia Village, 4 rectangular tombs Minor impact Excavation Graveyards - Tang Fuping County 10–13 m long and Estimated cost: dynasty 5–6 m wide, with a Y25,000 space of about 10 m between each two

Baoshikou Han dynasty Liuji Village, 3 circular tombs 4– Minor impact Excavation Graveyard - Tang Fuping County 10 m in diameter, Estimated cost: dynasty with a space of Y25,000 about 10 m between them

Tiexiangou Han dynasty Zhenxing Tens of brick Minor impact Excavation Graveyard Village, chamber- type Estimated cost: Yanliang tombs with lots of Y25,000 District pottery were uncovered in the 1980s in an area of about 20,000 m2.