Environmental Assessment Report

Summary Environmental Impact Assessment Project Number: 35354 August 2007

People’s Republic of China: Lanzhou-Chongqing Railway Project

Prepared by the Ministry of Railways 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 (May 2007)

Currency Unit – yuan (CNY) CNY1.00 = $0.129 $1.00 = CNY7.73

ABBREVIATIONS

ADB – Asian Development Bank CASS – cyclic-activated sludge system EIA – environmental impact assessment EMP – environmental management plan EMU – environmental management unit EPB – environmental protection bureau IA – implementing agency MBR – membrane batch reactor MJ – megajoule MNR – Maozhai Provincial Nature Reserve MOR – Ministry of Railways PRC – People’s Republic of China SEIA – summary environmental impact assessment YNR – Yuhe Provincial Nature Reserve

NOTE

In this report, "$" refers to US dollars.

CONTENTS

Page

I. INTRODUCTION 1 II. DESCRIPTION OF THE PROJECT 1 III. DESCRIPTION OF THE ENVIRONMENT 2 A. Physical Environment 2 B. Biological Environment 4 C. Sociocultural Environment 7 IV. ALTERNATIVES 8 V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 9 A. Soil 9 B. Water 10 C. Air 12 D. Noise, Vibrations, and Electromagnetic Radiation 13 E. Hazardous and Other Wastes 14 F. Flora and Fauna 15 G. Cultural, Historical, and Archaeological Sites 15 H. Land Acquisition and Resettlement 16 I. Public Safety and Health 16 J. Induced Impacts 16 K. Environmental Benefits 17 VI. ECONOMIC ASSESSMENT 17 VII. ENVIRONMENTAL MANAGEMENT AND ENVIRONMENTAL MONITORING PLAN 18 A. Environmental Management 18 B. Environmental Monitoring 18 C. Environmental Monitoring Capacity 20 VIII. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 21 A. Pre-EIA Public Meetings 21 B. Post-EIA Consultations with Officials and Stakeholders 21 IX. CONCLUSIONS 21

APPENDIX Outline Environmental Management Plan

Map 1

106o 00'E Huan Xian Baiyun Jingyuan

LANZHOU N I N G X I A Xifeng QINGHAI Dingxi Linxia Pingliang

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Zhang Xian Linlan Tianshui LANZHOU CHONGQING RAILWAY ALIGNMENT IN THE PEOPLE'S REPUBLIC OF CHINA Zoige

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Kilometers YUNNAN 106o 00'E

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to Chongqing Test Zone Area Yaodu Handaohe Super Major Bridge Buffer Zone Area Core Zone Area County/Village Railway Station S I C H U A N Bridge Lanzhou Chongqing Railway Road Tunnel River N Zone Boundary Provincial Boundary 0 1 2 3 4 5 Boundaries are not necessarily authoritative

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I. INTRODUCTION

1. This summary environmental impact assessment (SEIA) sums up the assessment of environmental issues relating to the proposed Lanzhou–Chongqing Railway Project in the People’s Republic of China (PRC). This SEIA was prepared in accordance with the Environmental Policy (2002) and relevant guidelines of the Asian Development Bank (ADB).1 The Project is classified as category A in accordance with ADB’s environmental classification criteria. The estimated total investment for the Project is CNY58.8 billion ($7.6 billion), or CNY73.6 million ($9.52 million) per kilometer (km). ADB is considering to provide financing of $400 million.

2. The SEIA is based on the preliminary Environmental Impact Assessment (EIA) Report that was prepared jointly by the First Survey and Design Institute of Xi’an and the Second Survey and Design Institute of Chengdu. The first of these is the lead designer and responsible for the feasibility study for the Lanzhou to Guangyuan section, while the second is responsible for the Guangyuan to Chongqing section of the railway. The preliminary EIA was published in August 2006 and is currently under revision. The EIA is expected to be approved by the State Environmental Protection Administration by October 2007.

II. DESCRIPTION OF THE PROJECT

3. The Project consists of constructing an electrified, double-track, Class I railway connecting population centers within Gansu, Shaanxi, and Sichuan provinces and Chongqing Municipality. By linking the regional northwest center of Lanzhou in Gansu Province with the populous manufacturing hub of Chongqing to the south, the railway will strengthen north-south connections and will accelerate the economic development of Western China while alleviating endemic poverty in the area. The railway alignment will have a total length of 832 km, including about 799 km of new main line track. A total of 31 new stations will be constructed. The design will be based on double-stacked container transport and a speed of 200 km per hour for passenger traffic. The estimated construction period is 5 years.

4. The Lanzhou–Chongqing Railway passes through areas located at the central and upper reaches of both the Yangtze and Yellow rivers, and it runs approximately parallel to National Highway 212. The maximum elevation of the railway’s alignment as it cuts through the mountain passes is 2,250 meters (m). The Project’s traffic catchment area is 40,816 km², with a population of 14.0 million. The length of the subgrade comprises 23.6% of the total length of the main line plus auxiliary lines, and the remaining 76.4% is tunnels and bridges. There are 285 bridges with a total length of 103.9 km (13.0% of the new line). There are 178 tunnels totaling 506.3 km (63.4% of the new line). There will be 12 super long tunnels with lengths greater than 10 km (the longest being 29 km) and 28 long tunnels (6 km and longer). Quantities of earthwork are detailed in Table 1.

1 ADB. 2003. Environmental Assessment Guidelines. Manila.

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Table 1: Earthworks Quantities (‘000 m3) Lanzhou to Guangyuan Gansu Shaanxi Sichuan Total Fill Graded broken stone 0 9 18 27 Fill materials 828 0 0 828 Improved soil 137 3 136 276 Cut Soil 1,902 17 32 1,951 Stone 811 51 127 989 Guangyuan to Chongqing Main Line Earthworks Sichuan Chongqing Total Earthworks 8,556 2,970 11,526 Stonework 9,053 3,879 12,932 Improved soil 2,450 656 3,106 Seepage soil 542 175 717 Graded broken stone 946 318 1,264 Total 21,547 7,998 29,545 Station and yard Earthwork 2,095 674 2,769 Stonework 3,312 1,377 4,689 Improved soil 1,119 363 1,482 Seepage soil 44 4 48 Graded broken stone 212 65 277 Total 6,783 2,482 9,265 Subgrade affiliated works Affiliated earthwork 297 115 411 Reinforcement and protection 238 326 565 Retaining wall 614 211 825 Total 1,149 652 1,801 m3 = cubic meters. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

III. DESCRIPTION OF THE ENVIRONMENT

A. Physical Environment

5. Climate. The project area covers four large climate zones, including dry and sub-moist areas in the temperate zone, moist areas of the north subtropical zone in the Qinling Mountains, and a moist area in the subtropical zone in the Sichuan Basin. The greatest range of extreme temperatures—in excess of 60º Celsius—is found at the northern terminal, Lanzhou, and the smallest range is found in subtropical Chongqing. Chongqing has annual mean precipitation of 1,152.1 millimeters (mm), or 3.6 times the annual mean precipitation of Lanzhou. Table 2 lists climatic data along the proposed alignment.

Table 2: Alignment Climatic Data Item\Place Name Lanzhou Weiyuan Wenxian Guangyuan Nanchong Chongqing Maximum 39.8 33.0 38.1 37.9 41.2 40 Temperature (º Minimum (21.7) (23.6) (7.4) (8.2) (3.4) (2.8) C) Annual mean 9.5 5.8 14.8 16.1 17.5 17.2 Humidity (%) Annual mean 57 68 62 69 80 81 Annual mean 319.6 507 451.6 941.8 1,007.40 1,152.10 Precipitation Annual maximum 546.7 792.5 671.9 1,587.20 1,525.70 1,679.80 (mm) Annual minimum 189.2 290.1 345.6 666.4 591.4 819.1 Evaporation Annual mean 1,458 1,327 2,004 1,499 1,189 924 (mm) Maximum snow depth (cm) 10 15 3 2 1 9 Maximum frozen soil depth (cm) 103 91 0 0 0 0 º C = degrees centigrade, cm = centimeter, mm = millimeter. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

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6. Topography. The railway trends southerly from Lanzhou through three large geomorphic units: (i) the Loess Plateau, (ii) the medium-high area in the Qinling Mountains, and (iii) the Sichuan Basin. The Loess Plateau is composed of valley terraces, loess plateau forms, ridges, loess hills, and single hills with peak elevations between 1,500 m and 2,500 m. The medium-high Qinling mountain area is composed of various ranges of low mountains with elevations mostly between 1,500 m and 3,000 m. Included in this classification are the Minshan Mountains, the Motianling Mountains, and the Longmen Mountains. The Sichuan Basin, encountered by the proposed alignment in the passage between Guangyuan and Chongqing, is composed of low mountains, hills, and valleys. The landform in the north is higher than in the south, and the railway will cross a series of alternating hills and ravine ridges.

7. Geology. The geology of the area crossed by the Lanzhou–Chongqing Railway is complex and, with the exception of the Sichuan Basin, exhibits evidence of major, sustained tectonic activity. The alignment passes through 11 major fault zones with fault planes dipping 60–80º. Most of the outcrops are Paleozoic to Mesozoic sedimentary rocks, but magmatic intrusives such as andesitic porphyrite and granite outcrop are found sporadically along the line. Unfavorable geology and soils that will challenge the railway’s builders include mud-rock flows, landslides, karst terrain in Carboniferous limestone layers, coal beds with natural gas outflows, collapsed loess, and expansive rock and soil.

8. Water Resources. The alignment will pass through the drainage areas of both the Yellow and Yangtze rivers. In the Yellow River watershed, north of the West Qinling Mountains, major tributaries include the Weihe and Taohe rivers. Other major tributaries of the Yellow River include the Min, Bailong, Qujiang, and Jialing rivers. The majority of the cities along the alignment operate filtration plants that draw water from the Jialing or Yangtze rivers. Indicative of a widespread trend in western China’s urban centers, interior cities including Guang’an, Guangyuan, Longnan, and Nanchong all have opened secondary wastewater treatment plants in the last 5 years. Currently, more than half of the daily wastewater load is treated, and more water treatment plants are either under construction or in the design stages.

9. Waste Disposal. Larger urban areas have mechanized pickup with transport to an area outside town. There, an intensive recycling program is followed by landfill burial. In the rural areas, there is no collection and waste disposal is random; non-recyclable items often are used for local fill.

10. Air Quality. The major urban areas along the alignment generally have poor air quality due to coal-fired power generation and heating plus automobile exhaust. Air quality parameters are improving in some urban areas, however. In Lanzhou City, for example, levels of sulfur and nitrogen oxides are decreasing. In the interior urban centers of Longnan City, Nanbu County, and Nanchong City, the ambient air quality is good and meets Grade II standards. The rural mountain areas generally have better air quality, although they often experience limited visibility due to fog.

11. Noise and Vibration. In order to establish the noise baseline conditions, monitoring was conducted during preparation of the EIA. A total of 98 sections with 332 monitoring points were measured and recorded. The major baseline noise sources in built-up areas are the adjoining highways and a range of industrial, commercial, and agricultural activities. Vibration was measured at 85 sensitive points within 60 m from the alignment centerline. All of the measured points fall below the limits stated in the relevant standards2 and the respective grades (relating to such classified activity zones as residential, hospital, and industrial).

2 GB3096-93, Environmental Noise Standards in Urban Area, and GB10070-88, Environmental Vibration Standards in Urban Area. 4

12. Cultural, Historical, and Archaeological. There are no cultural, historical, or archeological sites identified along the alignment that will be directly affected by the Project.

B. Biological Environment

13. Land Use. The land along the alignment is mainly utilized for farming and forests. Farmland is concentrated in low hilly areas and in flat stretches close to the rivers, whereas forests cover medium and low mountainous areas. The percentage of land used by towns, industry, mining, and communications infrastructure is very low. Commercial logging is forbidden in the forests along the alignment, although small-scale timber collection occurs for domestic use.

14. Nature Reserves. In the vicinity of the railway’s alignment there are a large number (26) of nature reserves. These nature reserves are summarized in Table 3. Local environmental protection bureaus and forestry officials report that the proposed alignment of the Lanzhou– Chongqing Railway will not impact the listed nature reserves, including migration by protected species from adjacent nature reserves.

Table 3: Nature Reserves Adjacent to Alignment Area Distance Name Level District Conservation Objective (ha) (km) Xing Long 1. National 33,301 Yu Zhong, Gansu Forest ecosystem 8 Mountain Three Gorge 2. Provincial 19,500 Yongjing, Gansu Marsh ecosystem 40 Marsh 3. Lanhua Mountain National 11,691 Weiyuan, Gansu Forest ecosystem 30 Renshou 4. Provincial 520 Longxi, Gansu Forest ecosystem 30 Mountain Zhang County, 5. Guiqing Mountain Provincial 1,400 Forest and wildlife 15 Gansu 6. Shuangyan Provincial 64,000 Min County, Gansu Natural scenery 3 Whitelip Deer, Huashan 7. Xiangshan Provincial 11,330 Li County, Gansu 35 Pine, You Pine Panda and forest 8. Jian Mountain Provincial 10,040 Wen County, Gansu 30 ecosystem Giant Panda, Golden 9. Baishui River National 21,375 Longnan, Gansu 3 Monkey, Bull Antelope Giant Panda and forest 10. Dong yanggou Provincial 30,761 Qingchuan, Sichuan 14 ecosystem Giant Panda and forest 11. Tangjia River National 40,000 Qingchuan, Sichuan 50 ecosystem

12. Guanwu Mountain Provincial 21,033 Jiangyou, Sichuan Forest and wildlife 70 13. Bai River Provincial 16,204 Jiuzhaigou, Sichuan Wildlife 50 Giant Panda, Golden 14. Wujiao Provincial 37,110 Jiuzhaigou, Sichuan Monkey, natural 50 ecosystem Giant Panda, forest 15. Jiuzhaigou National 64,297 Jiuzhaigou, Sichuan 50 ecosystem Giant Panda, Golden 16. Xiaohegou Provincial 28,227 Pingwu, Sichuan Monkey, natural 60 ecosystem Giant Panda and forest 17. Wanglang National 32,297 Pingwu, Sichuan 80 ecosystem 18. Sanxikou County 42,410 Cangxi, Sichuan Forest ecosystem 15

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Area Distance Name Level District Conservation Objective (ha) (km) Musk deer and forest 19. Jiuhua Mountain Municipal 8,048 Cangxi, Sichuan 10 ecosystem 20. Tian Cai Municipal 1,040 Cangxi, Sichuan Bamboo forest and egret 15 Cuiyunlang Yuanbai, Jiange, Ancient pine and forest 21. Provincial 29,772 4 Ancient Pine Zitong, Sichuan ecosystem 22. Gou xi River County 65,830 Langzhong, Sichuan Wetland ecosystem 2 23. Yanting Bailu County 3,438 Yanting, Sichuan Birdlife (e.g., egret) 40 24. Taihe Bailu Municipal 1,875 Nanchong, Sichuan Birdlife (e.g., egret) 20 25. Huaying Mountain Provincial 7,180 Yubei, Sichuan Forest ecosystem 10 Forest ecosystem, rare 26. Jinyun Mountain National 1,400 Beibei, Chongqing 6 plants ha = hectare, km = kilometer. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

15. Yuhe Provincial Nature Reserve. The Yuhe Provincial Nature Reserve (YNR) is located in Gansu Province and was established in 2003 from an existing Forestry Bureau logging area. The YNR has an area of 74,944 ha and was established to protect the remaining habitat of the Golden Monkey (Sichuan Golden Monkey, a Class II species, and Yunnan Golden Monkey, a Class I species). It includes 60 species of protected flora and fauna (6 Class I plants, 10 Class II plants, 8 Class I animals, 36 Class II animals). These include the Bull Antelope (Class II), Chinese Yew (Class II), and Ginkgo Tree (Class III). The YNR includes extensive areas of forest cleared for logging, secondary regrowth, and remnant primary forest. It is managed by the Wudu District Forestry Bureau, which is undertaking reforestation activities. The railway alignment passes through the experimental zone for approximately 9.8 km and consists of (i) 125 m on the Datuanyu Bridge across the Datuanyu River, which is the western border of the YNR; (ii) 9.75 km in the Xiangfengyuan Tunnel; and (iii) 50 m on the Caojiahe Bridge over the Caojia River, which is the YNR’s eastern border. The depth of the tunnel under the experimental zone is between 3 m and 900 m (average depth 420m). The habitat above the tunnel is (i) secondary tree regrowth from forestry associated with the previous land use, (ii) cleared land awaiting reforestation, and (iii) shrubby regrowth. There will be no surface infrastructure in the experimental zone associated with the tunnel. As the tunnel is for electrified trains there will not be surface ventilation shafts. The Datuanyu and Caojiahe bridges, respectively, are approximately 4 km and 5 km from the nearest core zone. The application for tunnel construction under the experimental zone has been submitted and approval is anticipated in September 2007. The YNR adjoins the Maozhai Nature Reserve along the eastern boundary.

16. Maozhai Provincial Nature Reserve. The Maozhai Provincial Nature Reserve (MNR) is located in northeastern Sichuan Province and was initially established as a city-level nature reserve from an existing Forestry Bureau logging area in 2001. It was subsequently upgraded to a provincial nature reserve in 2003. There is relatively little scientific data concerning the main environmental functions of the MNR, but the Provincial Science Research Institute is currently undertaking a comprehensive environmental resource assessment of the MNR (report due by the end of 2007). The MNR has an area of 20,790 ha and has a function similar to that of the YNR in protecting Golden Monkey habitat. The MNR also includes a range of protected species, including Bull Antelope, Chinese Yew, and Ginkgo Tree. The railway alignment passes through the experimental zone for approximately 8.5 km consisting of (i) 50 m on the Caojiahe Bridge over the Caojia River, which is the western border of the MNR; (ii) 6.3 km in the Caojiahe Tunnel; (iii) 351 m on the Liujiahe Bridge across the Liujia River; (iv) 763 m in the Tianguo Tunnel; and (v) 983 m on a combined super bridge and Yaodu station structure on the eastern boundary of the MNR. The habitat above the tunnel is secondary forest regrowth, agricultural land, and scrubby regrowth on cleared land. There is no primary forest above the tunnel or at the bridge sites. There will be no surface infrastructure above the tunnel, but there will be a 6 construction access road to the bridge site through the experimental zone (approximately 3 km in length). The nearest point between the railway alignment and the core zone is approximately 1 km. The application for tunnel construction through the experimental zone has been submitted, and approval is anticipated in September 2007.

17. Jialing City-Level Wetland Nature Reserve. The Jialing Wetland Nature Reserve was established in 2007 for protecting wetland habitat along the Jialing River. The proposed alignment traverses the experimental zone of the Reserve for approximately 3 km on a bridge supported by pylons. The proposed alignment is approximately 3 km from the core zone at the nearest location. The application for traversing the Reserve’s experimental zone has been submitted, and approval is anticipated in August 2007.

Table 4: Identified Protected Flora and Fauna along the Alignment Protected Aquatic Location Protected Wildlife3 Protected Plants Species • Felis lynx (Grade II) Lanzhou None Recorded • Bubo bubo (Grade II) • Felis lynx (Grade II) • Chinese Monal Pheasant (Lophophorus lhuysii) • Squama frog (Grade Dingxi (Grade I) None recorded II) • Brown Eared Pheasant (Crossoptilon mantchuricum) (Grade I) • Golden Haired Monkey (Rhinopitchecus roxellanae) • Chinese Yew (Taxus • Squama frog (Grade (Grade I) chinensis) II) Longnan • Rhesus Macaque (Macaca mulatta) (Grade II) • Ginkgo (Grade I) • Giant Salamander • Golden Pheasant (Chrysolophus pictus) (Grade II) • Torreya spp. (Grade II) • Giant Salamander (Megalobatrachus davidianus) (Grade I) • Chinese Yew (Taxus • Squama frog (Grade chinensis) • Golden Pheasant (Chrysolophus pictus) (Grade II) II) Guanyuan • Ginkgo (Grade I) • European Otter (Lutra lutra) (Grade II) • Giant Salamander • Magnolia officinalis (Grade II) (Grade II) • Chinese Yew (Taxus • European Otter (Lutra lutra) (Grade II) chinensis) • Mullet (Grade II) Nanchong • Mandarin Duck (Aix galericulata) (Grade II) • Ginkgo (Grade 1) • Cowfish (Grade II) • Eucommia ulmoides Guangan None Recorded None Recorded No data provided Hechuan, None Recorded None Recorded No data provided Chongqing Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

18. Trees. Approximately 1 million trees (plus fruit trees and bushes) will be cleared during the Project’s construction. Most of the trees will be lost in the Guangyuan area, and these trees are either secondary growth, fruit trees, or bushes. In Hechuan, Longnan, and other areas where tunnels and bridges predominate, few trees will be cut. The proposed alignment will not intersect any ancient trees. There will be no primary forest areas removed along the proposed alignment. A summary of the estimated tree clearance is presented in Table 5.

3 State Forestry Bureau. 2006. China Catalogue of Protected Animals and Plants.

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Table 5: Estimated Tree Clearance Location Number of Trees Number of Fruit Trees Lanzhou 3,000 1,000 Dingxi 2,000 1,500 Longnan 3,000 2,000 Guangyuan 1,000,000 3,000,000 Nanchong 5,000 10,000 Guang'an 2,000 12,000 Hechuan (Chongqing) 1,000 14,000 Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

C. Sociocultural Environment

19. There are 12 national poverty counties and five provincial poverty counties within the catchment area. Industrial development is limited to farm product processing, mining, and metallurgy. Agricultural products include potatoes, prickly ash, herbal medicines, cereals, and oilseeds. The rate of urbanization is only 16%, far lower than the 41% norm for the country. The main socioeconomic statistics of the catchment are listed in Table 6.

Table 6: Social Indicators (2004) Item Unit Gansu Province Sichuan Province Chongqing City Total Area km² 21,502 16,958 2,356 40,816 Population 2,410,000 7,050,000 1,510,000 10,970,000 Nonagricultural 200,000 1,310,000 230,000 1,740,000 Population GDP CNY100 mn 40 269 114 423 Per Capita GDP CNY 1,650 3,821 7,536 3,855 Gross Agricultural CNY100 mn 22 127 55 204 Output Value Grain Production ‘000 t/year 500 2,370 694 3,564 Meat Production ‘000 t/year 70 630 10 700 Gross Industrial Output CNY100 mn 11 115 36 162 Raw Coal Production ‘000 t/year 40 3,130 490 3,660 Cement Production ‘000 t/year 120 440 2,000 2,560 Net Annual Income of CNY 1,326 2,093 2,772 2,004 Farmers Income of Residents CNY 4,166 5,586 6,450 5,536 ‘000 = thousand, GDP = gross domestic product, km2 = square kilometer, mn = million, t = metric ton. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

20. Considered in terms of potential in the mineral industries, Nanchong is especially rich. Its reserves include 78 million tons of crude oil and 9 billion cubic meters of natural gas. Tourism is already a major industry in the area, and many regional officials believe that additional rail transport would significantly stimulate growth in tourism.

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IV. ALTERNATIVES

21. Do-Nothing Option. Prior to designing the Project, several different options were considered, including the do-nothing option. In light of the Project’s considerable economic importance as well as the need to increase railway network capacity, this option was not considered viable.

22. Alternative Transport System. Transporting freight in barges on the major river systems, although cheaper than rail, is slower and requires more transshipment. Air freight service involving large volumes of bulk freight is not economically viable. Moreover, because of the mountainous terrain throughout the alignment, air service may be risky and unreliable. Although the construction of controlled access highways, which is proceeding at a rapid pace, offers a transportation alternative, expanded electrified railways are preferable to road networks for the following reasons:

(i) Improved safety. Expanding the PRC’s rail system is preferable to expanding the road network and is the safer transport option. The number of deaths and accidents attributable to rail transport in the PRC is a fraction of that for roads. An estimated 300 people are killed on PRC highways every day, and the highway death toll per 10,000 automobiles is eight times that of the United States. The World Health Organization estimates that highway traffic accidents will rank as the third greatest cause of death in the PRC by 2020 (it currently ranks ninth).

(ii) Land conservation. Railway networks require significantly less land area than do road networks. Urban development from rail systems is concentrated at railway stations, while urban sprawl tends to occur along road networks.

(iii) Pollution. Using electrified freight trains, as opposed to transporting an equivalent freight volume by road, creates considerably less air pollution. It is estimated that trucks generate 420 times more carbon monoxide per freight ton-km than electrified trains. Trucks also generate significantly more oxides of nitrogen, total hydrocarbons, and carbon dioxide. Emissions from coal-fired electricity generation, meanwhile, are progressively being reduced to meet tightening emissions regulations.

(iv) Energy efficiency. Rail transport is considerably more energy efficient than truck transport. For freight transport in the PRC, the energy intensity for rail is 0.35 megajoules per ton-km (MJ/ton-km) and for truck transport it is 2.10 MJ/ton-km. For passenger transport in the PRC, the energy intensity of rail is 0.3 megajoules per passenger-km (MJ/km) and for road passenger transport it is 0.39 MJ/passenger-km.4

23. Alternative Alignments. A number of alternative alignments were assessed using a range of guidelines, including (i) to avoid environmentally sensitive sites where possible; (ii) to prefer bridges to high embankments and tunnels in preference to deep cuts; (iii) to use land with lower economic productivity as much as possible; and (iv) for the contractor to utilize areas designated for future stations, yards, and other facilities for temporary storage of materials and equipment. The design engineers analyzed a large number of alternative alignments for the Project. Details of two alternatives are summarized below:

4 Derived from Fulton, L, and G. Eads. 2004. IEA/SMP Model Documentation and Reference Case Projection. International Energy Agency.

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(i) Alternatives to Avoid Nature Reserves along the Qinling Mountains. The proposed project is to connect Gansu in the north and Sichuan/Chongqing in the south. These are currently separated by the Qinling Mountains, which have historically been the geographical divide between the northern and southern PRC. There are a large number of nature reserves along the Gansu and Sichuan border in the Qinling Mountains. Alternatives for locating the alignment to the south required traversing larger nature reserves than does the current alternative. Alignment alternatives to the north required traversing remoter Qinling Mountains areas that, while not containing nature reserves, are far more remote, having no access roads, larger areas of primary forest, and more difficult terrain. The proposed alignment takes the shortest route through the series of nature reserves along the Gansu-Sichuan border area.

(ii) Alignment Alternative 1—Languangyu versus Lanmianyu Alignments. The Languangyu Alignment (proposed alignment) crosses both the Yuhe and Maozhai Provincial Nature Reserves, and passes within 5 km from the boundary of the Baishui River National Nature Reserve, which hosts giant pandas as well as the endangered golden monkey. The alternative option, Lanmianyu Alignment, passes in tunnels beneath the core and buffer zones of Baishui but does not intersect the Yuhe and Maozhai Nature Reserves. While the railway would traverse both sets of nature reserves predominantly in tunnels, the Languangyu Alignment was selected as the Baishui River Nature Reserve is considered a more important conservation site due to the presence of giant pandas.

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Soil

24. During construction there is potential for adverse impact on the soil from (i) poorly managed disposal of excess earthworks, (ii) loss of topsoil, (iii) damage to temporarily acquired land, (iv) failure to rehabilitate borrow areas, (v) soil erosion and siltation, and (vi) contamination by fuel and lubricants. During the operational phase, damage to soil could result from the spillage of hazardous wastes and materials, including hydrocarbons.

25. To prevent impact from large-scale random deposition of spoil, excess dirt, rock, and muck will be used in embankments where possible, and residual spoil will be disposed at storage areas appropriately designed to prevent erosion. Proposed spoil disposal areas have been identified in the Project’s Soil Erosion Prevention Plan. Loss of topsoil will be avoided by stripping and storing topsoil prior to construction and then reapplying it for site rehabilitation. Limiting construction traffic to designated access roads will minimize the impact on temporarily acquired land, as will re-grading and rehabilitating borrow pits. Existing access roads will be used, where possible. Soil contamination will be prevented by installing oil separators at washdown and refueling areas and installing secondary containment at fuel storage sites. Erosion and siltation will be minimized by implementing preventive measures on a case-by-case basis, such as (i) appropriate compaction, (ii) placing of geosynthetics, and (iii) constructing berms, dikes, sediment basins, fiber mats, and drainage channels. Most of the alignment passes through hilly and mountainous terrain very susceptible to large-scale erosion. It is anticipated that the total amount of soil and water lost to erosion during the entire period (until the vegetation has recovered) will be 1.8 million tons. Of this quantity, 89.7% will occur during the construction period. Proposed erosion mitigation measures to prevent erosion are summarized in Table 7.

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Table 7: Erosion Control Measures Potential Erosion Problem Mitigation Measures Use of spoil and borrow pits All available spoil will be used as structural fill for access roads, stations, and embankments before borrow pits are excavated. Locating borrow pits Borrow pits will be centrally located to serve more than one site. Location of spoil and borrow pits Spoil and borrow pits will be sited far from industrial, agricultural, residential, historic, and ecological sites. Topsoil from borrow pits Topsoil from borrow pits will be removed and set aside. When the Project is completed, the areas will be regraded, the topsoil replaced, and the area reseeded. Intercepting ditches will be constructed on the high side of the restored pit to minimize erosion Tunnel spoil Spoil will be spread and dried before it is used for embankments. Spoil will be spread on the lowest yielding, least productive land available. Soil disposal When soil is spread on slopes for permanent disposal, it will be buttressed at the toe by a retaining wall. The surface of the slope will be stabilized, as necessary, prior to seeding. Steep cuts All steep cuts will be flattened and benched. Natural watercourses Watercourses will not be blocked, and temporary soil and rock stockpiles will be designed so that runoff will not induce sedimentation of waterways. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

B. Water

26. During the construction of tunnels in mountainous areas, temporary drainage of fissure water may lower the adjacent groundwater table, which may affect potable water supplies to drinking wells in the vicinity of the alignment. To minimize impact on the water table, tunnels will be fully encased. In addition, high pressure flows into the tunnels may be extremely dangerous to workers and may carry a high sediment load. Mitigation measures for this phenomenon will include adequate drainage in the tunnels, and the construction of settling ponds where silt can settle before the water is discharged into a natural watercourse. In karst areas, the tunnels will use a strengthened compound lining to ensure that none of the intercepted pockets of water will drain an existing pond or reservoir used by local residents.

27. Wastewater discharged during the construction phase will consist of wash water from the equipment maintenance shops and sanitary wastewater effluent from the work camps. The oily wash water will be passed through an oil separator prior to discharge. It is planned to limit the number of large construction camps along the alignment and to use local housing instead. If construction camps are large (e.g., housing more than 150), prior to their discharge into a natural watercourse liquid wastes will receive primary-equivalent treatment in an anaerobic pond, preceded by a bar screen. All discharges will conform to applicable discharge standards. Sanitary wastewater from smaller camps will use septic tanks. No untreated sanitary wastewater will be discharged into surface water bodies.

28. Water quality may be impaired during construction of bridges across waterways due to dumping of debris, oil spills, collisions of construction barges, and the stirring up of bottom sediments. To mitigate these adverse impacts, workmen and boat captains will be given special training to emphasize the environmental hazards of their work. Substructure construction should be limited to the dry season and cofferdams should be utilized. Spoil will be lifted directly out from the cofferdam and carried to the shore for land disposal. Blasting in bridge construction will be prohibited.

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29. Pile driving is estimated to raise underwater noise levels by 20–30 decibels, but this is well below the sound pressure level that could cause fish injury and death. Moreover, with increasing depth or distance, underwater noise pressure drops quickly. The local Fisheries Administration Office, Agricultural Bureau reported that there is no known spawning or major migration in the vicinity of the two longest super bridges spanning the Jialing and Fujiang rivers.

30. Wastewater will be generated during operation from shops, maintenance facilities, and stations. All wastewater will be treated until it conforms to applicable discharge standards. Treatment will include septic tanks, oil separators, various biological processes (sequential batch reactors and membrane biological reactors), and connections to municipal systems. The quantities of wastewater to be treated range from 5 cubic meters daily (m³/day), which is clarified in a septic tank, to 2,000 m³/day of oily industrial wastes requiring oil separation prior to biological treatment then discharge to a municipal wastewater treatment plant. A summary of the proposed wastewater treatment facilities along the alignment is presented in Table 8.

Table 8: Proposed Wastewater Treatment Discharge Name Treatment Process Discharge Discharge Standard (m³/day) North Lanzhou 500 Septic tank Yellow River GB8978-1996 Class I Oil separator, Partial reuse, remainder to North Lanzhou depot 2,000 sedimentation, GB8978-1996 Class I municipal treatment plant air flotation, filtration Oil separator, Partial reuse, remainder to North Lanzhou depot 1,000 sedimentation, GB8978-1996 Class I municipal treatment plant air flotation, filtration Lanzhou Dong 8 Septic tank Existing treatment facility GB8978-1996 Class I Jinya 16 Anaerobic treatment Nearby ditches GB8978-1996 Class I Zhangjiazhuang 45 Anaerobic treatment Nearby ditches GB8978-1996 Class I Yangjiachuan 16 Land treatment system Nearby ditches GB8978-1996 Class I Weiyuan 60 Land treatment system Nearby ditches GB8978-1996 Class I Dacaotan 16 Septic tank, MBR Nearby ditches GB8978-1996 Class I Minxian 89 Land treatment system Nearby ditches GB8978-1996 Class I Hadapu 50 Land treatment system Nearby ditches GB8978-1996 Class I Tanchang 15 Septic tank, MBR Dust suppression, landscaping GB/T18920-2002 Shawan 15 Septic tank, MBR Dust suppression, landscaping GB/T18920-2002 Liangshui 230 Septic tank, CASS Nearby ditches GB8978-1996 Class I Longnan 220 Septic tank, CASS Nearby ditches GB8978-1996 Class I Luotanghe 15 Septic tank, MBR Dust suppression, landscaping GB/T18920-2002 Yaodu 50 Septic tank, MBR Dust suppression, landscaping GB/T18920-2002 Yangmu 10 Septic tank, MBR Nearby ditches GB8978-1996 Class I GB8978-1996 Class Guangyuan 80 Septic tank Existing sewage system III Sth Guangyuan Depot 15 Batch Reactor Existing sewage system GB8978-1996 Class I GB8978-1996 Class 10 Septic tank Existing sewage system III Lianghekou 10 Biogas purification tank Irrigation channels GB8978-1996 Class II Luojiazui 10 Biogas purification tank Irrigation channels GB8978-1996 Class II Yongningpu 20 Biogas purification tank Irrigation channels GB8978-1996 Class II Cangxi 50 Biogas purification tank Irrigation channels GB8978-1996 Class II Langzhong 50 Biogas purification tank Irrigation channels GB8978-1996 Class II Nanbu 50 Biogas purification tank Irrigation channels GB8978-1996 Class II

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Discharge Name Treatment Process Discharge Discharge Standard (m³/day 10 Biogas purification tank Irrigation channels GB8978-1996 Class II Longgui Oil separator, Nanchong Dong 20 sedimentation, Existing sewage system GB8978-1996 Class I Depot air flotation, filtration 50 Septic tank Existing sewage system Nanchong Dong 10 Septic tank Existing sewage system GB8978-1996 Class III

Nanchongxi 10 Biogas purification tank Irrigation channels GB8978-1996 Class III Ji'an 50 Biogas purification tank Irrigation channels GB8978-1996 Class II Sanmiao 10 Biogas purification tank Irrigation channels GB8978-1996 Class II Hechuan 40 Septic tank Existing sewage system GB8978-1996 Class II Beibeibei 5 Septic tank Existing sewage system GB8978-1996 Class III Caijia 5 Septic tank Existing sewage system GB8978-1996 Class III Chongqingbei 50 Septic tank Existing sewage system GB8978-1996 Class III CASS = cyclic-activated sludge system, m3 = cubic meter, MBR = membrane batch reactor. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

C. Air

31. During construction, air quality will moderately and temporarily deteriorate. Dust from construction traffic and minor increased levels of oxides of nitrogen and sulfur from construction equipment are the primary pollutants in the construction phase. The dust will settle on trees and crops and may cause some nearby residents to suffer respiratory stress. These impacts will be mitigated using water spray trucks to wet down roads, therefore requiring a fleet of specialized spray trucks. Exhaust fumes from all equipment shall meet emissions standards. Concrete batching plants and rock crushing plants shall be sited at least 500 m from the nearest habitation and fitted with dust-extraction units.

32. During the operation phase, there will be no mobile sources of air pollution on the railway because the Project will use only electric locomotives. The Project will, however, impact air quality through the operation of 38 coal-burning boilers. The function of the boilers is to provide heat and hot water. Three 10-ton and two 4-ton steam boilers will be installed at North Lanzhou. A total of 17 boilers will be installed for residences of security and maintenance personnel at tunnels and bridges, and 21 boilers will be installed at stations. To reduce the air pollution, emission reduction equipment will be installed and low sulfur (less than 0.6%) coal will be utilized. Proposed air emission controls for the boilers are presented in Table 9.

Table 9: Proposed Boiler Air Emission Controls Coal Quantity Dust-Removing Smoke SO Station Equipment Usage 2 (set) Equipment Dust (t/yr) (t/yr) (t/yr) 10-ton steam boiler 2 8,171 Dry and wet dust removal 7.35 31.38 North Lanzhou 4-ton steam boiler 3 5,582 Dry and wet dust removal 5.02 21.43 0.35 MW hot water Jinya 1 260 None 0.94 3.33 boiler 0.7 MW hot water Multicyclone dust 1 412 0.63 1.58 boiler separator Zhangjiazhuang 0.35 MW hot water None 1 260 0.37 1.33 boiler 0.35 MW hot water None 1 260 0.37 1.33 boiler Yangjiachuan 0.35 MW hot water None 1 260 0.37 1.33 boiler 0.35 MW hot water None Weiyuan boiler 1 260 0.37 1.33

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Coal Quantity Dust-Removing Smoke SO Station Equipment Usage 2 (set) Equipment Dust (t/yr) (t/yr) (t/yr) 0.35 MW hot water None Dacaotan 1 260 0.37 1.33 boiler 0.35 MW hot water None Minxian 1 260 0.37 1.33 boiler 0.35 MW hot water None Hadapu 1 260 0.37 1.33 boiler 0.7 MW hot water Multicyclone dust Hongchang 1 412 0.37 1.58 boiler separator 0.7 MW hot water Multicyclone dust Shawan 1 412 0.37 1.58 boiler separator 1.4 MW hot water Multicyclone dust 1 931 0.84 3.57 boiler separator 1.4 MW hot water Multicyclone dust Liangshui 1 931 0.84 3.57 boiler separator 0.35 MW hot water None 1 260 0.37 1.33 boiler 0.35 MW hot water None Longnan 1 260 0.37 1.33 boiler 0.7 MW hot water Multicyclone dust Luotang River 1 412 0.37 1.58 boiler separator 0.7 MW hot water Multicyclone dust Zhangjiazhuang 1 412 0.37 1.58 boiler separator 0.35 MW hot water Yangjiachuan 1 260 None 0.37 1.33 boiler 0.7 MW hot water Multicyclone dust Weiyuan 2 823 0.74 3.16 boiler separator 0.35 MW hot water Dacaotan 2 521 None 0.75 2.67 boiler 0.7 MW hot water Multicyclone dust Minxian 1 412 0.37 1.58 boiler separator 0.35 MW hot water Hadapu 2 521 None 0.75 2.67 boiler 0.7 MW hot water Multicyclone dust 1 412 0.37 1.58 boiler separator Hongchang 0.35 MW hot water 1 260 None 0.37 1.33 boiler 0.7 MW hot water Multicyclone dust Shawan 2 823 0.74 3.16 boiler separator 0.35 MW hot water Liangshui 1 260 None 0.37 1.33 boiler 0.7 MW hot water Multicyclone dust Longnan 1 412 0.37 1.58 boiler separator 0.35 MW hot water Luotang River 2 521 None 0.75 2.67 boiler Total 38 25,500 26.40 97.90 MW = megawatt, SO2 = sulfur dioxide, t = metric tons, yr = year. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

D. Noise, Vibrations, and Electromagnetic Radiation

33. During construction, the main potential noise impacts on residential areas will be: (i) noise from maintenance workshops; (ii) blasting in tunnels or quarries; and (iii) noise from vehicles, plant, and earthmoving equipment. Within 200 m of the nearest habitation, construction work such as mechanical compaction will not take place between 22:00 and 06:00 hours. All equipment will be properly maintained to minimize noise. Blasting shall be carried out according to relevant PRC safety standards. Blasting schedules shall be publicly posted in 14 areas where residents will be affected by the noise. Structures that may potentially be affected by blasting vibration will be identified prior to blasting and monitored during blasting.

34. During the operational phase, trains, stations, and marshalling yards will be the main sources of noise. Passenger trains with speeds of up to 200 km per hour cause more noise and vibrations than do slower passenger or freight trains. To identify problem areas where noise levels may exceed regulatory limits, field monitoring has been conducted to establish daytime and nighttime ambient noise levels in residential areas and at sensitive sites, including schools and clinics. By using a calibrated analog model to simulate train noise based on superimposing measured noise levels from similar railway lines, the total predicted noise level has been calculated for each of the selected sites. Ninety-four sensitive noise sites have been identified along the alignment. In locations where modeling indicates that regulatory standards will be exceeded, mitigation measures (normally acoustic barriers, 2–3 m in height, or special insulated windows) will be installed. Total cost for noise mitigation is estimated at CNY41.5 million.

35. The potential impact from vibrations during construction is damage to buildings from heavy earthmoving equipment and blasting. The potential impact during operation is damage to structures from vibrations caused by trains moving along the alignment. During Project design, vibration impact modeling was conducted at 85 identified sensitive sites. The modeling indicated that 30 sites (35.3%) exceeded the relevant vibration standards. 5 Mitigation measures will include (i) blasting only according to relevant PRC safety standards, (ii) publicly disseminating blasting schedules in areas where residents will be affected by the blasting noise and vibrations, and (iii) monitoring identified structures that may be impacted by construction vibration.

36. The potential impact from electromagnetic radiation includes impairment of television reception for residents along the alignment having individually fixed antennas. This results from electromagnetic radiation generated by electricity discharges when the pantograph above the electric locomotive loses contact with the wire. Generally, this causes picture floating, doubling, and intermittent blurring. This can influence an area extending up to 50 m on both sides of the track. It is calculated that 415 households’ television reception will be impacted by the Project. Compensation will be paid to the impacted households sufficient to access cable or satellite television. In order to minimize impact, the overhead catenary system will be well maintained.

E. Hazardous and Other Wastes

37. Solid waste generated during construction will consist of (i) domestic and construction waste from work camps, (ii) hazardous waste from worksites, and (iii) large quantities of spoil from cuts and tunnels. Domestic and construction waste will be regularly collected and deposited in approved disposal sites. There will be no on-site development of temporary landfills. Hazardous wastes will be generated during both the Project’s construction and operation. Potential impacts to the environment from hazardous wastes could result from accidental spills affecting soil, groundwater, and adjacent water bodies. Hazardous waste (e.g., paints and petrochemicals) will be collected and stored on-site in approved hazardous waste storage facilities. Hazardous waste will be collected by licensed hazardous waste transportation companies and disposed to approved hazardous waste disposal facilities. The spoil from the cuts and tunnels will be used where possible for embankment fill. Excess spoil will be placed in designated disposal areas.

38. During operation, domestic and construction waste from stations and maintenance facilities will be deposited on existing approved municipal waste disposal sites. In small towns, the solid wastes generated at the stations will provide a substantial addition to their landfills. The

5 GB10070-88, Environmental Vibration Standards in Urban Areas.

15 estimated quantity of domestic wastes for the average station will be 474 tons annually and the estimated amount of slag (ashes) will be 1,660 tons per year.

F. Flora and Fauna

39. Yuhe and Maozhai Nature Reserves. A number of protected flora and fauna species are recorded in the Yuhe and Maozhai nature reserves. The proposed alignment will predominantly traverse this area in tunnels, with the exception of two bridges (approximately 400 m each). Constructing access roads to the bridge construction sites will be required. Potential impacts to flora and fauna include (i) destruction of vegetation to create access roads to the sites and for construction areas, and (ii) temporary habitat occupation that will disturb fauna movements. Mitigation measures will include (i) surveying all access roads and construction sites to ensure that protected flora will not be impacted; (ii) confining traffic to designated access roads and construction areas; (iii) training construction workers to raise awareness of environmental protection requirements, including penalties associated with firewood collection and poaching; (iv) rehabilitating sites to previous condition; (v) locating all camps outside the nature reserves; and (vii) preparing a detailed management plan designed to limit site-specific impacts.

40. Jialing Wetland Nature Reserve. The proposed alignment will traverse approximately 3 km of the Jialing Wetland experimental zone. Potential impacts during construction will include (i) destruction of wetland flora and fauna, and (ii) disturbance of wetland hydrology. Mitigation measures will include (i) undertaking construction during the dry season when flow through the wetland is minimal, (ii) ensuring construction does not alter wetland hydrology, (iii) training for construction workers on protecting the wetland ecosystem, (iv) limiting construction traffic to selected access roads, (v) construction site rehabilitation to previous condition, (vi) location of all camps and laydown areas outside the wetland, and (vii) preparation of a detailed management plan designed to limit impacts on wetland-specific habitats (e.g., timing construction activities to avoid disturbing movements of migratory birds, if any are present). Impacts during the operational period are anticipated to be minimal, as the railway will be elevated across the wetland and should not impact wetland hydrology.

41. The proposed alignment will traverse a large number of rivers. During bridge construction, there may be some temporary impacts on fluvial biota caused by pile driving that leads to increased sedimentation. There are no known spawning areas where the bridges are proposed to be built, so these impacts are anticipated to be temporary and relatively minor in scope. Use of cofferdams will minimize the amount of sediment from the pier foundations entering the river. Dumping of spoil into the river is forbidden. Pile driving in constructing bridge substructures will also affect fish by increasing noise in the river, but the impact from vibrations decreases rapidly with increasing distance from the source. Crane barges and other vessels involved in bridge construction can also impair water quality by leaking oil. Good vehicle maintenance and monitoring will minimize oil leakage.

G. Cultural, Historical, and Archaeological Sites

42. There are no cultural, historical, or archeological sites identified along the alignment that will be directly affected by the Project. To mitigate against damaging sites unexpectedly encountered during construction, an action plan will be developed and construction workers will be trained to implement it. If sites are identified during construction, construction will be halted to allow implementation of the action plan.

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H. Land Acquisition and Resettlement

43. Because of the considerable number of tunnels and bridges, land acquisition and resettlement impacts are relatively minor in comparison to other rail projects. In addition, alignment planning has attempted to minimize land acquisition and resettlement by avoiding both heavily populated areas and areas with high densities of arable land. An estimated 1,646 ha of land will be permanently acquired, of which 51% is cultivated dry land, 31% paddy land, 0.8% orchard (in total 82.8% farmland), 6.8% woodland, 2.7% wasteland, and 6.4% residential land. About 10.9% of the land is in Chongqing, 45.5% in Gangsu, 0.3% in Shaanxi, and 43.3% in Sichuan. The Project will also temporarily acquire 1,388 ha for construction activities and access. An estimated total of 1,189,240 m2 of structures will be impacted (partially or fully removed), of which 93.7% are residential units and other farm structures; 5.3% are factory buildings, workshops, and other industrial structures; and 1% are school buildings. Based on the Chinese standard for impact assessment, the equivalent of 3,843 households would lose all of their land and agricultural livelihoods and 12,072 households would have their houses demolished. Due to the corridor-type impact of the alignment, however, most land impacts will be partial, resulting in more affected households with lesser impact. However, land holdings along the Lanzhou–Chongqing Railway are small, so impacts of land losses are significant. It is estimated that partial land impacts in the order of 15% along the route and 33% at stations will be experienced, resulting in approximately 112,518 affected people and 29,688 affected households. Land acquisition and resettlement impacts will be reduced by aligning the railway away from the most densely populated areas, and, where possible, avoiding villages, cultivated land, and facilities. These determinations were based on consultations with communities.

I. Public Safety and Health

44. During construction, there will be an increased risk of work crews spreading sexually transmitted diseases such as HIV/AIDS. A strong public education program already exists and will be used to provide information to work crews. A public health officer will regularly inspect work camps and disseminate appropriate information. No railways currently exist along some of the alignment, so residents are unfamiliar with safety issues. A public education campaign will be undertaken to minimize accidents at crossings and other locations. To further ensure public safety, the entire right-of-way will be fenced and numerous pedestrian passageways will be constructed under the raised railway embankment to allow people to cross from one side of the track to the other in populated areas. All road crossings will be grade-separated. An important aspect of safety management during the operational phase is monitoring of emergencies and establishing procedures to carry out rescues during sudden disasters such as floods, fires, high winds, and accidents. Emergency equipment will be stockpiled in stations along the alignment and personnel will be trained to serve on rescue teams.

J. Induced Impacts

45. The Project is anticipated to expand economic activity in a range of industries along the alignment, especially in light manufacturing and mining. Increased industrial activity may worsen a range of environmental impacts, including from water and air pollution. In accordance with PRC regulations, EIAs detailing environmental mitigation measures are required for each of these new facilities. The Project will make transporting bulk commodities such as coal, and possibly lead and zinc, more efficient. Reduced transportation costs and streamlined commodity delivery efficiencies will encourage growth in these areas. The Project will replace some freight and passenger transportation on the existing road networks and along the tributaries of the Yangtze and Yellow rivers.

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46. The Project will facilitate the growth of tourism along the alignment by completing the network of railroads so that tourists can travel to the area from major northern, southern and coastal population centers. Although many facilities for tourists already exist at temples, conservation areas, and national historical monuments, the Project will induce significant growth in this sector. Many of these facilities (e.g., parking areas, souvenir shops, and museums) will be upgraded, and others will be opened. Development at these sites will provide many employment opportunities, not only for guides, security personnel, and maintenance people directly employed by a park or museum, but also for bus drivers, taxi drivers, and personnel in nearby private shops, restaurants, hotels, and other facilities catering to tourists. Enhanced tourism has the risk of overcommercializing existing natural tourist locations.

K. Environmental Benefits

47. The Project has significant benefits for controlling impacts to air quality. Transporting passengers and freight by electrified trains generates significantly less air pollution than does road transport. There are also climate change benefits (i.e., to reduce global warming caused by greenhouse gases), as each 10,000 ton-km of truck traffic generates 9.66 kg of carbon dioxide while the same amount of traffic on electrified railways generates only 0.17 kg of carbon dioxide. The Project also presents significant benefits in energy efficiency. Rail transport is considerably more energy efficient than truck transport, particularly for freight. For freight transport in the PRC, the energy intensity for rail is 0.35 MJ/ton-km, while for truck transport it is 2.10 MJ/ton-km.

VI. ECONOMIC ASSESSMENT

48. The total investment in environmental protection is CNY785 million ($101.55 million), or 1.3% of the overall project investment. Table 10 summarizes the environmental costs, including for external monitoring.

Table 10: Environment Protection Investment Investment Works Environment Protection Measures Unit Estimate Remarks Quantity (CNY‘000) 1. Erosion control Engineering measures m³ 936,228 420,200 Station Landscaping and specific 2. Ecology 31,021 landscaping, old measures in nature reserves tree protection Sound barriers m 13,880 37,759 3. Acoustic Sound insulating windows m² 34,195 13,678 Wastewater treatment and 4. Water 85,910 waste storage CNY500 per 5. Electromagnetic Cable television compensation family 415 207.5 impacted household Cultural relics Field investigations and Survey and 6. 800 protection surveys as needed standby crew Equipment costs Air pollution Emission controls on boilers, 7. 5,000 and dust abatement use of low sulfur coal suppression Environmental Environment Management External monitoring and 8. monitoring and 5,420 Plan, technical equipment control equipment

Minimize Bridge 9. Water quality control 40,000 sediment release construction

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Investment Works Environment Protection Measures Unit Estimate Remarks Quantity (CNY‘000) Tunnel Control karst 10. Water quality control 145,000 construction flows 784,996 Total ($101.55 million) Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

VII. ENVIRONMENTAL MANAGEMENT AND ENVIRONMENTAL MONITORING PLAN

A. Environmental Management

49. The Ministry of Railways (MOR) will be the Executing Agency for the Project and thus have overall responsibility for ensuring that all environmental standards and procedures are followed. The Project Company will be the Implementing Agency (IA). The IA will establish a project implementing unit that will include an environmental management unit (EMU). The EMU will be staffed by at least 2 full-time designated technical staff. Each construction contractor will have a designated environmental representative who will be responsible for coordinating with the EMU on environmental issues.

50. An outline environmental management plan (EMP), based on data included in the EIA, is presented in Appendix 1. MOR will ensure that the translated SEIA (including outline EMP) is included in all construction bidding documents. The EMU will be responsible for preparing comprehensive EMPs for each construction package, based on (i) the outline EMP in the SEIA, (ii) the EIA, and (iii) the detailed design. The EMU will be responsible for ensuring that the contractors comply with provisions of the EMP during both construction and operation as well as for updating the EMP, as required. The SEIA is based on the draft EIA, which is currently under review by the State Environmental Protection Administration. MOR will ensure that any changes required by the environmental agency will be reflected in the Project’s final design. The EMU will be responsible for updating the EMPs if there is a change in alignment.

B. Environmental Monitoring

51. The EMU will prepare a separate, detailed environmental monitoring plan for each of the Project’s construction packages. The environmental monitoring plan will be included in the EMP. The EMU will ensure that the environmental monitoring plan is updated, as required, during project construction and operation. Environmental monitoring will be undertaken by a range of relevant authorities, such as local environmental protection bureaus (EPBs), Forestry Bureau, and Relics Bureau. The EMU will be responsible for coordinating all environmental monitoring activities, including to collate all monitoring results. The EMU will maintain a central database of all environmental monitoring data from each construction package.

52. An external monitoring agency will be contracted to monitor implementation of the environmental monitoring plan. That agency will regularly visit work areas to inspect environmental mitigation measures and collect individual testing reports from the EMU. The EMU will provide the external monitoring agency with access to the central database of environmental monitoring. The agency will submit environmental monitoring reports (including physical data) to MOR and ADB twice annually during construction and annually for 2 years after the completion of construction. The agency will also submit a baseline monitoring report prior to commencement of construction and a project completion report at the end of the

19 monitoring period. A framework of the environmental monitoring plan is provided in Table 11, and an estimated budget for the external monitoring is in Table 12.

Table 11: Environmental Monitoring Framework Impact to Be Monitored Competent Authority Risks Terrestrial flora and fauna Forestry Bureau Impact to flora and fauna Aquatic flora and fauna Agricultural Bureau Impact to flora and fauna Archaeological sites Cultural Bureau Damage to archaeological sites Environmentally protected Forestry Bureau Various areas (Jialing, Maozhai, and Yuehe) Disposal of tunnel spoil Water Resource Bureau Loss of arable land and aesthetics Erosion Water Resource Bureau Loss of topsoil Noise Local EPB Disturbance to sensitive sites Disturbance to residents and damage Vibration Local EPB to buildings Methane levels in tunnels Land and Resources Bureau Health and safety Local EPB (construction) Contamination of soil and Solid waste (including hazardous waste) City Government (operation) groundwater, health and safety Electromagnetic interference Local EPB Interference with television reception Wastewater disposal Local EPB Disease and water pollution EPB = environmental protection bureau. Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway.

Table 12: Estimated Cost of External Monitoring Surveys by Year (CNY’000) Unit Base 2009 2010 2011 2012 Total Item No. Unit Cost Line Monitoring Monitoring Monitoring Monitoring Cost ('000) Survey Survey Survey Survey Survey Task 1: Prepare and Pilot Test Survey Forms Senior Expert 1 Month 20 20 20 Mid-Level Expert 4 Month 15 60 60 Survey Takers 8 Month 10 80 80 Secretary 1 Month 6 6 6 Task 2: Survey of Alignment Senior Expert 4 Month 20 80 80 80 80 80 400 Mid-Level Expert 6 Month 15 90 90 90 90 90 450 Survey Takers 8 Month 10 80 80 80 80 80 400 Secretary 6 Month 6 36 36 36 36 36 180 Task 3: Reporting Senior Expert 2 Month 20 40 40 40 40 40 200 Mid-Level Expert 4 Month 15 60 60 60 60 60 300 Survey Takers 5 Month 10 50 50 50 50 50 250 Secretary 4 Month 6 24 24 24 24 24 120 Other Costs Per Year Travel, Per Diem 1 Lump 300 300 300 300 300 300 1,500 Report Processing 1 Lump 30 30 30 30 30 30 150 Translation 1 Lump 40 40 40 40 40 40 200 Miscellaneous 1 Lump 20 20 20 20 20 20 100 4,416 Total Cost 1,016 850 850 850 850 ($571,000) Source: Compiled by project preparatory technical assistance consultant, April 2007. 20

C. Environmental Monitoring Capacity

53. The organizational strengths and capabilities of the EPB offices along the line are presented in Table 13. It is notable that, in terms of available laboratories and vehicles, the southern end of the line (Sichuan and Chongqing) has higher capacity than in Gansu. In Gansu, the EPB personnel of the districts between the cities like Lanzhou, Dingxi, and Longnan will send water quality samples to the nearest city with a suitable laboratory. Where smaller EPBs lack relevant equipment or expertise, monitoring will be performed by qualified technicians attached to the city or prefecture EPB offices.

Table 13: Local Environment Protection Bureau Capacity Laboratory Analysis Province County Staff Engineer Lab Capacity Lanzhou 177 48 7 Water, air, noise, and soil Chengguan 80 16 0 No Capacity Lanzhou Anning 20 6 0 No Capacity Xigu 54 16 0 No Capacity Yuzhong 25 5 0 No Capacity Dingxi Dingxi 49 19 0 Water, air, noise, and soil Anding District 27 7 0 No Capacity Lingtao 20 4 0 No Capacity Weiyuan 23 3 0 No Capacity Zhang County 8 1 0 No Capacity Minxian 12 2 0 No Capacity Longnan Longnan 43 15 4 Water, air, noise, and soil Tanchang 11 1 0 No Capacity Wudu District 18 2 0 No Capacity Guangyuan Guangyuan 96 18 5 Water, air, noise, and soil Qingchuan 16 4 0 No Capacity Chaotian 10 3 0 No Capacity Shizhong 21 5 0 No Capacity Yuanba 11 2 0 No Capacity Cangxi County 26 7 3 Water, air, and noise Nanchong Nanchong 56 31 4 Water, air, and noise Langzhong 50 14 3 Water, air, and noise Nanbu County 40 10 3 Water, air, and noise Shunqing District 31 4 3 Water, air, and noise Gaoping District 28 5 3 Water, air, and noise Jailing District 23 2 0 No Capacity Guangan 59 14 12 Water, air, noise and soil Wusheng County 20 4 5 Water, air, and noise Downtown 17 2 0 No Capacity Guang'an Yuchi County 30 3 5 Water, air, and noise Huaying City 39 4 6 Water, air, and noise Chongqing Data not available Hechuan District 38 12 10 Water, air, and noise Chongqing Shapingba 52 30 12 Water, air, and noise Biepei District 35 16 10 Water, air, and noise Source: Compiled by Project Preparatory Technical Assistance Consultant, April 2007 .

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VIII. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

A. Pre-EIA Public Meetings

54. A series of environmentally focused public consultation meetings were held with stakeholders, including officials and affected people, between 10 July and 5 August 2006 and prior to completing the draft EIA. These meetings targeted rural areas and towns as well as districts of smaller cities affected by the Project. During the meetings, local officials presented a detailed description of the Project and then questionnaires were issued to the public. Meetings were held and questionnaires were distributed in 11 locations, including An’ning District, Chengguan District, Yuzhong County of Lanzhou City, Weiyuan County, Minxian County of Dingxi City, Tanchang County, Wudu District of Longnan City in Gansu Province; Ningqiang County of Hanzhong City in Shaanxi Province; Guangyuan City and Nanchong City of Sichuan Province; and Hechuan County and Beibei District of Chongqing Municipality. Comments received during these meetings were incorporated into the EIA and Project design. Analysis of the results indicates that:

(i) 33% of respondents ranked land acquisition as a major concern, while 27% were concerned about increased noise levels, and 18% were concerned about vegetation destruction; and

(ii) 97% of the people were familiar with this project, mainly from television and word of mouth, and 95% strongly supported the project.

B. Post-EIA Consultations with Officials and Stakeholders

55. Post-EIA follow up consultations were held during March and April 2007. Meetings were held with various officials dealing with the environmental sector in Chongqing, Dingxi, Guang’an Guangyuan, Lanzhou, Longnan, and Nanchong. In addition, community meetings were held at 10 locations along the alignment (6 in Gansu Province, 4 in Sichuan Province), each including between 20 and 40 local residents. The content of the EIA was discussed, including proposed mitigation measures. The overwhelming response to the Project was positive, although a number of environmental concerns were raised, including (i) to ensure that water supplies are protected from pollution or overextraction, (ii) to ensure that loss of arable land in minimized, and (iii) to minimize littering from trains.

IX. CONCLUSIONS

56. The Project will be an 832 km electrified, double-track, Class I railway linking the regional northwest center of Lanzhou in Gansu Province and the populous manufacturing hub of Chongqing to the south. The estimated total investment for the Project is CNY58.8 billion ($7.6 billion), or CNY73.6 million ($9.52 million) per kilometer (km). The estimated construction period is 5 years. The Project will expand transport alternatives to relatively poor areas along the line, and it will thus play a vital role in alleviating poverty. Potential environmental impacts from the Project arise from (i) spoil disposal, (ii) soil erosion, (iii) degradation of air and surface water quality, (iv) noise pollution, and (v) potential adverse effects on flora and fauna. Mitigation measures have been proposed to minimize anticipated impacts to acceptable levels. The results of the EIA indicate that the adverse environmental impacts of the Project can be reduced to acceptable levels by implementing adequately funded environmental management.

22 OUTLINE ENVIRONMENTAL MANAGEMENT PLAN

Environmental Mitigation Measures Location Responsibility Appendix Impact/Issue Implementation Supervision A. Construction Phase 1. Soil

Disposal from excavated • Earthwork cuts will be used in embankments where possible. Throughout the project Contractor EMU, WRB earthworks • Residual spoil will be placed in storage areas with containment walls. corridor at construction sites (budget Item 1) • Residual spoil will be disposed of according to the erosion prevention plan. Loss of topsoil • Topsoil from all areas to be permanently covered shall be stripped, Throughout the project Contractor EMU WRB stored, and used for revegetation works. corridor, and all borrow and (budget Item 1) • Construction vehicles, machinery, and equipment shall move or be spoil areas stationed in designated areas. Access to adjacent agricultural land will be minimized. Damage to temporarily • All temporarily acquired land will be rehabilitated after completion of Throughout the project Contractor EMU, WRB acquired agricultural land construction. corridor (budget Item 1) • Failure to rehabilitate borrow • All borrow pits shall be rehabilitated after use. All borrow areas Contractor EMU, WRB pits (budget Item 1) Soil erosion and siltation • On embankment slopes, slopes of cuts, etc., measures to mitigate soil Along the construction Contractor EMU, WRB erosion and prevent siltation will include, on a case-by-case basis, corridor and all construction (budget Item 1) planting shrubs and grass; appropriate compaction; placement of geo- and work sites synthetics; and construction of berms, dikes, sediment basins, fiber mats, and slope drains Contamination by hazardous • Oil separators shall be installed at washdown and refueling areas. Throughout the project Contractor EMU, EPB wastes and materials, • Sites to store fuel and hazardous wastes and materials shall have corridor (budget Item 1) including hydrocarbons adequate secondary containment to contain spills. • All spilled materials and contaminated earth will be disposed of according to EPB guidelines. 2. Water Resources Siltation of water bodies • Measures to prevent erosion will be conducted in accordance with the Throughout the project Contractor EMU, EPB erosion prevention plan and the environmental impact assessment, corridor (budget Item 1) including construction of settling ponds. Disposal of septic waste and • Maintenance workshop wastewater will be treated to PRC discharge Maintenance workshops Contractor EMU, EPB wastewater from standards. and construction camps (budget Item 4) maintenance workshops into • Where possible, wastewater will be discharged to municipal treatment waterways systems. • Sewage systems for the construction camps shall be properly designed, built, and operated to prevent pollution of groundwater or adjacent watercourses. Contaminated runoff from • Solid hazardous and other waste shall be appropriately stored to prevent Storage areas for Contractor EMU, EPB poorly stored hazardous contaminated runoff entering adjacent waterways. hazardous materials and (budget Item 4) materials and solid waste solid wastes (hazardous

Environmental Mitigation Measures Location Responsibility Impact/Issue Implementation Supervision and not) 3. Air Quality Generation of dust • Water will be sprayed on construction sites and roads to minimize dust. Throughout project Contractor EMU, EPB • Concrete batching plants and crushing plants will be sited at least 500 corridors, all access roads, (budget Item 1) meters from the nearest habitation and fitted with dust extraction units in sites temporarily acquired, compliance with PRC and local standards. and all borrow areas. Emissions from construction • Emissions will meet national emissions standards. All vehicles, Throughout the project Contractor EMU, EPB vehicles, equipment, and equipment, and machinery used for construction shall be regularly corridor machinery maintained and correctly operated with dust filters or hoods.

4. Noise and Vibrations Noise and vibrations from • Blasting shall be carried out according to relevant PRC safety standards. All blasting sites (cuts, rock Contractor EMU, EPB blasting operations • Blasting schedules shall be publicly disseminated in areas where quarries, tunnels, etc.) (budget Item 3) residents will be impacted by the blasting noise. • Structures that may potentially be affected by blasting vibrations will be identified prior to blasting and monitored during blasting. Appropriate safety measures will be implemented. Noise from vehicles, plant, • Within 200 meters of the nearest habitation, construction work such as Throughout the project Contractor EMU, EPB and earthmoving equipment crushing, concrete mixing and batching, and mechanical compaction will corridor, all access roads, (budget Item 3) be stopped between 22:00 and 06:00 hours. sites temporarily acquired, and all borrow areas 5. Solid Waste and Hazardous Materials Storage and disposal of • Domestic waste (hazardous and not) and construction waste will be Construction sites, Contractor EMU, EPB hazardous and other waste disposed of regularly in approved municipal disposal sites. construction camps, (construction (construction), and hazardous materials • On-site landfills will not be developed. stations, and maintenance period) and IA local municipal • Hazardous waste and materials will be stored on-site in approved facilities workshops (operation government according to relevant standards, including secondary containment. period) (operation) • Hazardous waste will be removed from sites to approved hazardous (budget Item 4) waste disposal facilities by licensed contractors. 6. Impact on Flora Loss of or damage to • All works shall be carried out in such a manner that damage or disruption Entire project site Contractor EMU, Forestry vegetation to vegetation is minimized. Trees or shrubs will be felled only if they (budget Item 2) Bureau impinge directly on the permanent works or necessary temporary works. • Where feasible, a greenbelt will be developed on both sides of the railway. • Trees will be planted at all station and depot areas, having been selected Appendix for adaptability to the local soil and climate. • Along the alignment, additional land will be seeded to grass, and intercepting drainage systems will be constructed to prevent excessive erosion. • Environmental training of construction staff will include training on (i) limitations on and penalties for cutting firewood and poaching, (ii) locations of old and protected trees, and (iii) access restrictions to the 23

24 Environmental Mitigation Measures Location Responsibility Impact/Issue Implementation Supervision

nature reserves. Appendix 7. Impact on Fauna Impact on aquatic ecosystem • Mitigation measures will include appropriate engineering design to Bridge sites Contractor EMU, from bridge construction minimize increases in suspended solids, including minimizing blasting. (budget Item 9) Agricultural Department Loss of habitat • Minimize habitat clearance during construction operations and rehabilitate Entire project site Contractor EMU, Forestry temporarily occupied sites. Bureau 8. Environmentally Sensitive Areas Yuhe, Maozhai and Jialing • Survey of all access roads and construction sites to ensure that protected Nature reserves Contractor EMU, Forestry Nature Reserves flora will not be impacted. (budget Item Bureau, EPB • Confinement of traffic to designated access roads and construction areas. 1,2,9) • Construction will be undertaken during the dry season when flow through the wetland is minimal. • Construction activities will not alter wetland hydrology. • Training for construction workers will be provided on protection of wetland ecosystem. • Construction traffic will be limited to selected access roads. • Construction sites will be rehabilitated to previous condition. • All camps and laydown areas will be located outside the wetland. • A detailed management plan will be prepared to limit impacts on wetland- specific habitats. 9. Historical, Cultural, and Archaeological Previously unidentified sites • Should a historical, cultural, or archaeological site be encountered during Throughout the project Contractor EMU and found during construction construction, an established action plan will be implemented. corridor (budget Item 6) Cultural Bureau 10. Social Impact Accidents due to • No railways exist along most of the alignment, so residents are unfamiliar Throughout the project Contractor PMO unfamiliarity with railways with safety issues associated with railway crossings. A public education corridor campaign will be undertaken to minimize accidents at grade crossings and other locations. All road crossings will be grade-separated to increase public safety. B. Operation Phase Contamination by hazardous • Oil separators shall be installed at washdown and refueling areas. Washdown and refuelling IA EPB waste and materials, • Storage sites for fuel and hazardous wastes and materials shall have areas, waste and materials (budget Item 4) including hydrocarbons adequate secondary containment to contain spills. All spilled materials storage areas and contaminated earth shall be collected and disposed of according to EPB guidelines. Wastewater disposal from • Wastewater will be treated to appropriate PRC discharge standards. Maintenance workshops IA EPB maintenance facilities and • All wastewater will be directed to municipal treatment, where possible. and stations (budget Item 4) stations Emissions from boilers • To reduce air pollution, emission reduction equipment will be installed and Heating and hot water IA EPB low sulfur coal will be utilized. boilers (budget item 7) Noise from maintenance • Noise from maintenance workshops shall strictly conform to PRC and Maintenance workshops IA EPB

Environmental Mitigation Measures Location Responsibility Impact/Issue Implementation Supervision workshops local noise standards. (budget Item 3) Noise from operation of the • Noise control measures will be installed at noise-sensitive points on either At identified noise-sensitive IA EPB railway side of the tracks. sites (budget Item 3) • Sound-absorbing barriers 3 meters in height or sound-insulating windows will be installed in noise-sensitive communities, where appropriate. • Monitoring will be conducted during the operational phase to confirm modeling results. Electromagnetic radiation • Affected residents will be provided compensation to obtaining cable or Residential areas IA EPB impact on television satellite television. (budget Item 5) reception • Overhead catenary system will be well maintained to minimize impact. EMU = environmental management unit, EPB = environmental protection bureau, IA = implementing agency, PRC = People’s Republic of China, WRB = Water Resources Bureau Source: First Survey and Design Institute and Second Survey and Design Institute. 2006. Environmental Impact Assessment, Proposed Lanzhou–Chongqing Railway Appendix Appendix 25