E998 v 4 Public Disclosure Authorized THE LOCAL ROAD IMPROVEMENT PROGRAM IN INNER MONGOLIA FINANCED BY WORLD BANK LOAN

GENHE TO MANGUI SECTION

ENVIRONMENTAL IMPACT ASSESSMENT REPORT

Public Disclosure Authorized

INNER MONGOLIA ENVIRONMENTAL SCIENCES ACADEMY December 2006 Public Disclosure Authorized

THE LOCAL ROAD IMPROVEMENT PROGRAM IN INNER MONGOLIA FINANCED BY WORLD BANK LOAN GENHE TO MANGUI SECTION ENVIRONMENTAL IMPACT ASSESSMENT REPORT

Public Disclosure Authorized

Accepting Unit: Inner Mongolia Environmental Sciences Academy

The Director: Du Junfeng Responsible Person: Lu Qianzhong Senior Engineer Certificate number: A14010012 Compiler: Lu Qianzhong Senior Engineer Certificate number: A14010012 Li Xiaoxia Engineer Certificate number: A14010007 Liu Dongmei Senior Engineer Certificate number: A14010011 Tao Li Senior Engineer Certificate number: A14010004 Zhao Jiaming Senior Engineer Certificate number: B14070186

Check: Du Junfeng

Co-operator: Hulunbeier City Environmental Monitoring Station

The Director: Wu Shuozhu

Environmental Impact Assessment Report

1. General

1.1 Cause of the Task

Communication is an important infrastructure and basic industry of civil economy, as well as basic conditions of improving social development. Expediting infrastructure construction, which is a main measurement of the strategy developing the west part of China, plays a very important role in improving economic development of jumping-off and depressed area, production and consumption environment of countryside and pasturing areas, and living conditions of farmers as well.

The highway possessed by Inner Mongolia is fairly less. The length of highway per million square kilometers is only 1/3 of national average level, even much lower in needy areas. Inner Mongolia “The Local Road Improvement Program” (LRIP) will be constructed in terms with the following standards:

z To improve local economic development of needy areas z To promote local products commerce of needy areas z To solve the problems of education and medical treatment for the local residents of needy areas z To improve communication in port areas

Considering above principles, IMCD and Hulunbeier city selected 12 roads, which needed to be improved. Through screening, six roads are given the priority to be this “The Local Road Improvement Program” (LRIP).

The reconstruction highway from Genhe to Mangui is a subject of the Local Road Improvement Program.

The project is situated in Hulunbeier city of Inner Mongolia Autonomous Region. The existing road belongs to grade IV, being upgraded to grade III with total length of 263.3km.

The project area is a needy city of state level and autonomy region level. Accomplishing the project will be significant to quicken the local economy, improve the production and living environment of inhabitants.

According to the stipulations of the environmental protection administration of construction projects, issued by the State and Inner Mongolia Autonomous Region, and the stipulations of environment impact assessment for the building or developing projects financed by the World Bank, an environmental impact assessment report for the Genhe-Mangui highway need to be carried out. Entrusted by Inner Mongolia Communication Department, Inner Mongolia Environmental Sciences Academy undertook the environmental impact assessment of the project.

In accordance with the opinions of Inner Mongolia Environment Protection Bureau and expertise of World Bank, the professional personnel has written up the environmental impact assessment report for this project.

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1.2 Aims of Working Out the Project

1. Through investigation and assessment of the natural, ecological and social environments of the to- be-built project areas, to analyze and forecast the various impacts and extents possible for the project to bring about to the environments during and after the project construction period.

2. To put forward practical environment protection measures, plans of environment protection and of environment monitoring so as to reduce or eliminate unfavorable effects brought about by the project.

1.3 Basis for Working Out the Report

1. "Management Methods for Construction Project Environment Protection" 2. "Some Opinions on Construction Project Environment Protection" 3. “Management Methods for Traffic Building Project Environment Protection" 4. "Notice concerning Strengthening Management Work of International Financial Organization Credit Project Environmental Impact Assessment." 5. "Inner Mongolia Autonomous Region Environment Protection Rules". 6. "Implementation Detailed Rules of Inner Mongolian Autonomous Region building Project Environment Protection Management Methods" 7. "World Bank Work Guides for Environment Protection" 8. "Guiding Principles 4.01 of World Bank and Attached Articles" 9."Feasibility Research Report of the Project of the Genhe-Mangui highway." 10. "Mandate about the EIA of Genhe-Mangui highway".

1.4 Assessment Scope and Standard

1.4.1 Assessment Scope

1. Atmosphere Environments The areas on both sides of the highway within 200m far away from it.

2. Noise Environments The areas on both sides of the highway within 200m far away from it

3. Ecological Environments Current situation investigation of ecological environments takes 500m limits on both sides of the road as its working scope.

4. Social economy The assessment range is Genhe City, focusing on area nearby along the both of the highway.

5. Surface water environment Upper reaches 200 m and lower reaches 1000m of the new building bridge. 1.4.2 Assessment Standard

On the Basis of the ideas of Hulunbeier city Environment Protection Bureau, the standard for the assessment of this project is:

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1. Atmosphere: The Class B standards of “Environmental Air Quality Standards” GB3085-1996 are carried out, seen in Table 4.2-1.

Table 4.2-1 Atmospheric Standard Values Unit: mg/m3 Item Daily average Hour average TSP 0.30

NO2 0.10 0.15 CO 4.0 10.0

2. Noise: “Environmental Noise Standards of Urban Areas “GB 3096- 93 is carried out (Inhabitants: Class 4, Schools: Class 1). Seen in Table 4.2-2.

Table 4.2-2 Environmental Noise Standards Values Unit: dB(A) Item Day Night

Inhabitants 70 55

Schools 55 45

3. Surface Water: The Grade III of Surface Water Environment Quality ( GB3838-2002 ), as follows table 1.4-3.

Table 1.4-3 Surface Water Environment Quality (GB3838-2002 ) Grade III Pollutant PH BOD5 CODcr Petroleum Products SS Standard Value 69 4 20 0.05 -

1.5 Security Policy of World Bank

According to the regulations of World Bank, public interests should be paid attention in particular during the project’s implementation, which is the purpose of environmental impact assessment. So the assessment agency has checked many issues in accordance with related rules and files of World Bank. The results are seen in table 1.5-1.

Table 1.5-1 Screening table of Security Policy of World Bank No. Content Result 1 Environmental impact assessment The EIA has been done. 2 Natural habitat Natural habitat is not involved in the project. 3 Removement Removement is not involved in the project. 4 Aboriginal Aboriginal is not involved in the project. 5 Cultural relics Cultural relics are not involved in the project via investigation. 6 Riverhead protection area Riverhead protection area is not involved in the project. 7 Disputed area There are no international disputed areas. 8 Dam safety There are no large dams involved in the project.

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9 International water area There is no international water area. 10 Forest The project will occupy 197mu (13.13ha) state-owned forestland permanently, approved by Inner Mongolia Daxinganlin Forestry Administration. 11 Management of worm pharmaceutical Worm pharmaceutical and herbicide are not related to the project.

1.6 Environmental Sensitive Sites

The distribution of population along the constructing road is sparse. There were five points in which the population is more centralized, Jinhe Forestry Farm, Dlaigou Forestry Farm, Jinhe Town, Alongshan Town and Mangui Town. But there are only three points (three towns) now because the Jinhe Forestry Farm and Dlaigou Forestry Farm have been removed.

Jinhe Town has built a municipal cement road, 12 m wide and 1.6 km long. The proposal highway utilized the exising road in this section, not necessary to reconstruct. The highway would join to the municipal road at the 100m far from the entrance of Jinhe Town, and reconstruct along at 150m from the exit.

Alongshan Town has also built a municipal cement road, 9 m wide and 2.0 km long. The proposal highway utilized the exising road in this section, not necessary to reconstruct. The highway would join to the municipal road at the 100m far from the entrance of Alongshan Town, and reconstruct along at 150m from the exit.

The highway will make the round of Mangui Town in the north. There are 10 households distributed within 200m on the right side along the line. The closest distance is 35m from the highway.

Having been investigated on-spot by Inner Mongolia Environmental Sciences Academy, there are no schools and clinics along the highway within 200m away from the route.

According to the route of the highway, “China Biodiversity Investigation” by WWF and “Asia Wetland Index” by IUCN, the project has nothing with any important natural habitats listed in above books.

According to the regulations of “State Culture and Relics protection law”, some related researchers had investigated the area involved the project, no culture relics of national, provincial and municipal (county) levels have been founded within 200m on both sides along the intended highway.

Through the investigation in November 2005 carried out by Inner Mongolia Environmental Science Academy, there are no Natural protection areas of national, provincial and municipal (county) levels in the project as well as valuable habitats.

The main sensitive sites along the road are shown in Table 1.6-1 according to the status of social environment and ecological environment in the project area.

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Table 1.6-1 The Main Sensitive Sites along the Road Protection Comparatively Environmental Chainage Aims Location Factors Jinhe Town has built a municipal cement road, 12 m wide and 1.6 km long. The proposal highway utilized the exising road in this section, not necessary Noise nhe Town K87+300 K88+900 to reconstruct. Air The highway would join to the municipal road at the 100m far from the entrance of Jinhe Town, and reconstruct along at 150m from the exit.

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Alongshan Town has also built a municipal cement road, 9 m wide and 2.0 km long. The proposal highway utilized the exising road in this section, Alongshan K147+900 K149+900 not necessary Town to reconstruct. The highway would join to the municipal road at the 100m far from the entrance of Alongshan Town, and reconstruct along at 150m from the exit.

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The highway will make the round of Mangui Town in the north. There are 10 households distributed angui Town K207+200 K207+900 within 200m on the right side along the line. The closest distance is 35m from the highway. inaiaoluojie Through by K88+400 River bridge Through by alaya River K111+100 Surface Water bridge Through by iuer River K124+700 bridge mmunication K55+050 K224+100 K226+900 Roadside Remove poles mmunication K152+100 Roadside Heighten poles egraph poles K6+800 K7+500 K12+100 K12+800 K45+800 K51+800 K59+300 K125+400 K125+500 K213+800 Roadside Remove egraph poles K10+900 K40+500 K61+400 K116+400 Roadside Heighten

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2. General Description Of Project 2.1 The location of the project

The reconstruction project Genhe-Mangui Highway is located in Genhe City, Hulunbeier City, Inner Mongolia Autonomous Region. The starting point is Genhe City, passing through Jinhe Town, Alongshan Town, and Mangui Town, ending at the joint point with Mohe County of Heilongjinang Province. The total length is 263.3km.

The orientation of the highway is from southwest to northeast.

The location of the highway is seen in map 1, and the route of the highway is seen in map 2.

2.2 The Purpose of the Project

1. Promote forestry development and improve the living standards of local people. The rate of forest covering is 75% in Genhe City. The average area of forest is 8.4ha for per person. The forest distribute in Genhe forest bureau, Deerbuer forest bureau, Jinhe forest bureau, Alongshan forest bureau, Mangui forest bureau and Hanma natural protection area. The total forestland area is 1.81 million ha. The using forest is 1.35 million ha, defending forest is 40 thousand ha and special type forest is 110 thousand ha according to the kind of forest.

The Genhe-Mangui Highway is originally special for the forestry, passing through four forest bureaus above. The local traffic condition will be improved a lot after the rebuilding project, leading to promote forestry development, and great significance for improving the living standard of local people and convenience of transportation.

2. Forest fire defense and forest resource protection

The biggest threat is lightning strike fire for the forest of Genhe City. There have been many accidents of lightning strike fire in the five forest bureaus since 1967, resulting in great loss. In addition, bad the road conditions measure can’t be taken to get ride of fire on time, which caused great loss. To avoid and decrease the same things, the road should be reconstructed soon.

The fires in the five forestry bureaus since 1980 are seeing in the table 2.2-1.

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Table 2.2-1 The fire in Genhe City since 1980

Year Site Damage area mu Remark

June,1980 Jifeng forestry center of Jinhe forestry bureau 1362 lightning strike fire

May,1985 Anshenggou of Genhe forestry bureau 1100 lightning strike fire

June,1985 Galaya of Jinhe forestry bureau 129.4 lightning strike fire

June,1985 Alaqishan of Alongshan forestry bureau 45 lightning strike fire

June,1992 Xiangmakan forestry center of Mangui forestry bureau 360 lightning strike fire

July,1992 Xiangmakan forestry center of Mangui forestry bureau 375 lightning strike fire

June,1997 Alongshan forestry bureau 45 lightning strike fire

June,1997 Erchasancha of Alongshan forestry bureau 15 lightning strike fire

July,1997 Wulijihoudu of Alongshan forestry bureau 30 lightning strike fire

June,1998 Wuliji of Alongshan forestry bureau 15 lightning strike fire

June,1998 Azhong forestry center of Alongshan forestry bureau 15 lightning strike fire

June,1999 The third lateral of Alongshan forestry bureau 10.5 lightning strike fire

The third lateral of Wuni forestry center of Alongshan forest 7.5 lightning strike fire June,1999 bureau

June,2000 Talangkong of Alongshan forestry bureau 6.9 lightning strike fire

June,2000 Nannian main line of Alongshan forestry bureau 5.1 lightning strike fire

July,2000 The ninth lateral of Talangkong of Alongshan forestry bureau 9.2 lightning strike fire

3. Promotion of the of tourism development.

Genhe City lies in the north of Daxinganling Mountain with beautiful landscape. Along the Genhe- Mangui Highway, there are many famous tour sites i.e. Hanma Natural Protection Area, Aokelidui Mountain, Bingxue Ecological Tour Area and the Second Arctic Village Mangui. All the sites are very beautiful. Meanwhile the Genhe-Mangui Highway is joined with Mohe that is famous as the arctic village. The project will provide convenient traffic as well as improve the development of local tourism.

4. Assurance of the implementation of “Natural Protection Forest Engineering”

The Genhe-Mangui Highway is originally special for the forestry, passing through Genhe Forest Bureau, Jinhe Forest Bureau, Alongshan Forest Bureau, and Mangui Forest Bureau. Since implementing “Natural Forest Protection Engineering”, the fall of wood has been reduced from 1.695 million m3 in 2000 to 1.2221 million m3 in 2005, decreasing 28%. The detail is listed in the table 2.2-2.

Table 2.2-2 The fall of wood from 2000 to 2005 along the highway unit: 106 m3 Year 2000 2001 2002 2003 2004 2005 The fall 1.695 1.373 1.317 1.201 1.207 1.222

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The state has limited the fall of wood year by year recently in order to implement the “Natural Protection Forest Engineering”, thus the wood processing enterprises and the local industry have been influenced a lot. The Genhe City develops agriculture and animal husbandry with characteristic of forest area, especially in domesticating wapiti, planting wild vegetation and edible fungus, getting better benefit. Meanwhile develop the wood deepened production and mining exploitation. The highway will provide convenience traffic for transportation as well as the implementation of “Natural Protection Forest Engineering”. After the implementation of “Natural Protection Forest Engineering”, heating of production and living will be made by coal instead of wood used before. The coal comes from Mohe of Heilongjiang Province, while the highway is of facility for transportation of coal.

5. Environment improvement of Genhe City.

The power plant of Genhe City has operated for many years. The daily coal-ash-slag discharge is more than 300 tons, occupying a lot of area and polluting environment around. The treatment of it cost amount of money. At the starting point K0+000 - K50+000, the grass roots of road surface are made from coal-ash-slag and lime stabilization grit, which can make good use a lot of coal-ash-slag, so the environment of coal-ash-slag station will be improved greatly as well as environmental protection of Genhe City.

6. Important passage from northeast of Inner Mongolia to Heilongjiang Province.

The highway is the important passage from northeast of Inner Mongolia to Heilongjiang Province.

Genhe city is joint with Mohe County of Heilongjiang Province. According to the highway plan of Heilongjiang Province, Mohe-Mangui Highway will be constructed within 2006 – 2008, with the length 81km, Grade III, and investment 111 million yuan RMB.

The resource of Hulunbeier City is abundant in surface and underground, so it has the advantages in terra, resource and the potential of development. The economical structure is simple in majority of area in Hulunbeier City except for Hailaer, Yakeshi, Zhalantun. The modern industry has just begun, so Hulunbeier City need accelerate development to rely on the opening and development of northeast economical area. Meanwhile the resources of coal, power, forestry, agriculture and animal husbandry, non-ferrous metal and water are rich and the condition of exploitation is better. Relatively Heilongjiang Province shorter resource than Hulunbeier City but economy is strong. So cooperation between them will be win - win situation. The Genhe-Mangui Highway project can join the Hulunbeier City with Heilongjiang Province together, which must promote the economical development in this region.

2.3 The Content of the Project

2.3.1 Present Condition of Highway

The Genhe-Mangui Highway is the fourth level grit road now. Considering lower grade of the road,

Inner Mongolia Environmental Sciences Academy 10 Environmental Impact Assessment Report bad linetype, and bad wood construction materials and not repaired for many years, the normal operation can’t be guaranteed, even though interrupted in bad weathers. It caused serious ecological damage because some drivers drive down the road for convenience. The original highway can’t match the requirement of present and future traffic.

2.3.2 Reconstruction Standards

The original Genhe-Mangui Highway that is special road of forestry is the grit road grade , and the width of the roadbed is 5m.

The project is to widen and improve the original road. The design speed is 30km/h of the grade, the width of roadbed is 7.5m and the width of road surface is 6.5m.

The highway utilized the existing municipal road 1.6 km in Jinhe Town and 2.0 km in Alongshan Town, so not necessary to reconstruct there.

2.3.3 Main Engineering and Technical Standards

Main Engineering and Technical Standards are seen in Table 2.3-1.

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Table2.3-1 Main Engineering and Technical Standards No. Item Unit Data 1 Total length: km 263.3 2 Earthwork and stone work of roadbed 103m3 1735.46 3 Drainage and protection engineering 103m3 12.07 4 Road surface 103m3 1709.47 5 Big sized bridges m/each 234/2 6 Small and middle sized bridges m/each 1408.5/65 7 Culverts 287 8 Cross with highway 46 9 Cross with railway 8 10 Woodland ha 13.13 11 Temporary used land ha 10.67 12 Remove communication poles 13 13 Heightening communication poles 5 14 Total investing Yuan RMB 433.897 million

2.3.4 Vehicle Volume Forecast

The vehicle volume is predicted in table 2.3-2.

Table 2.3-2 Vehicle Volume Forecast (Vehicle /D)

Year 2005 2008 20010 2015

Vehicle Volume 946 1344 1594 2320

2.3.5 Occupied lands

The project is to widen roadbed and improve road surface in order to raise techinical grade and traffic volume, so the area occupied by the project is small.

The project will occupy 197mu (13.13ha) forestland permanently, which are all state-owned forestland. Inner Mongolia Daxinganlin Forestry Administration has approved the application. The project will occupy 689mu (45.93ha) forestland temporarily, and no cultivated lnad was occupied.

2.3.6 Temporary used land

To choose the temporary land used for taking soil, machinery, materials, construction camp, etc. considering the following:

1. Not to occupy farmland, with less vegetation and wild animals and plants in them, 2. Far away from atmosphere sensitive points, 3. Far away from residents and schools so that decreasing effect to local people’s life.

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After the construction, land restoration will be taken in these places, so no negative impact will take place to the environment.

Temporary occupied land sees the table 2.3-3.

Table 2.3-3 Temporary using land No. Temporary occupied land Occupied area(ha)

K10+878 Prefabricated station 1.0

K54+977 Prefabricated station 1.0

K74+203 Prefabricated station 1.0

K103+266 Prefabricated station 1.0

K116+061 Prefabricated station 1.0

K161+018 Prefabricated station 0.4

K20+850 Mixing station 2.25

K23+537 Mixing station 2.25

K40+900 Mixing station 2.25

K52+100 Mixing station 2.25

K74+450 Mixing station 2.25

K86+500 Mixing station 2.25

K108+000 Mixing station 2.25

K122+00 Mixing station 2.25

K144+000 Mixing station 2.25

K180+740 Mixing station 6.76

K206+450 Mixing station 6.76

K224+750 Mixing station 6.76

Total 45.93

2.3.7 Construction Period of the Project

The construction of Genhe-Mangui Highway will be started in 2006 and finished at the end of 2007. The construction period is two years and the highway will be put into operation in 2008.

All the earth and stone work, culvert and small bridges engineering will be finished, 60% of middle bridges engineering and 50% of Plane intersection engineering in 2006. The investment is 132.24949 million RMB, 30% of total investment. The rest engineering will be finished in 2007 including drainage, road surface and service establishments and so on.

2.3.8 Construction Materials

Construction Materials are seeing in the table 2.3-4.

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Table 2.3-4 Construction materials No. Material Nuit Quantity 1 Log m3 460 2 Lumber m3 543 3 First-class reinforcing steel bar ton 326 4 Second-class reinforcing steel bar ton 587 5 steel ton 306 6 Machining steel ton 87

7 Armor plate sign ton 14

8 Cement ton 106234 9 Asphaltum ton 11581 10 Calces ton 271 11 Grit m3 1669221 12 Parcel stone m3 38919 13 Smash stone m3 108629 14 Block stone m3 27476

Reinforcing steel bar, cement, asphaltum can be bought from Genhe City. The grit is abundant along the line as easy to transport. The reserves of coal-ash-slag are large in Genhe City Power Plant.

2.3.9 Establishment soil borrowing station and material station

The total fillings of roadbed along the line are taking from soil borrowing station to protect environment along the line and decrease the occupied forestland. The soil borrowing stations are sited in original soil borrowing stations or maintenance borrowing stations. Stone stations are that have been setup, which occupied a little forestland in favor of ecological environment protection. The spoiled soil will be treated together to discard in natural valley or soil borrowing stations. After the project, cover humus on these stations and plant trees or grass to restore the vegetation.

The location of soil borrowing sites and material stations is laid out in map 3.1 and map 3.2.

2.3.10 Technical grades

Technical grades of these road segments are shown in Table 2.3-5.

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Table2.3-5 Summary of Road Upgrading Components Existing Highway Upgrading Standard

Length Traffic Surface No. Marker Subgrade Type of Subgrade Surface Type of (km) Grade Volume Width Grade Width (m) Surface Width (m) Width (m) Surface (2003 year) (m)

No Mountai 1 K0+000-K86+000 86 884 5-3.5 - - 7.5 6.5 Asphalt Grade n area III No Mountai 2 K86+000-K146+700 60.7 884 5-3.5 - - 7.5 6.5 Asphalt Grade n area III Mountai 3 K146+700-K204+500 57.8 IV 884 7-5.5 - arenaceous 7.5 6.5 Asphalt n area III Mountai 4 K204+500-K263+300 58.8 IV 884 7 - arenaceous 7.5 6.5 Asphalt n area III

Remarks: Class III: Speed 60-30km/h, average daily traffic: less than 2000, width of roadbed: 8.5-7.5m, width of road surface: 7-6 m. Class IV: Speed 40-20km/h, average daily traffic: less than 200, width of roadbed: 4.5-6.5m, width of road surface: 3.5 m.

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3. Present Environmental Description 3.1 Natural Environment

3.1.1 Geographic Location

The reconstruction project Genhe-Mangui Highway is located in Genhe City, Hulunbeier City, Inner Mongolia Autonomous Region. The starting point is at Genhe Town of Genhe City and the ending point is Mangui Town. The coordinates is between 120°12’ - 122°55’E and 50°22’-52°30’N. 3.1.2 Landform and physiognomy

The project area has a lot of forest. It belongs to low hilly area and the relative height is lower. The slope is grading and long. The slope of massif is 13-30°, and the maximum is 35°. 3.1.3 Climate and Meteorology

The project area belongs to humid forest climate of cold temperate zone with some characters of continental monsoon climate. The feature is cold and humid in long winter. The yearly temperature dispersion and monthly temperature dispersion is big and the temperature changing is distinct every month and season. The change of sun, heating, water and wind is obvious every season. The temperature is increasing quickly at beginning of spring and decreasing quickly as well at the end of autumn, while the temperature in spring is higher than in autumn. It is cold in winter with ice and fog; dry and wind in spring and autumn. The rainfall is mainly in summer, so it is humid and cool in summer with hailstone disaster sometimes. The annual average temperature is -5.3, the annual average rainfall about 450 mm, the maximum annual temperature 30.8, and the minimum annual temperature is -49. The maximum frozen layer of soil is 3 m. 3.1.4 Hydrology

There are a lot of rivers in the region, arranged in a crisscross pattern. The change of hypsography is big and water erosion is strong. There are lots of valleys as well. The resource of surface water is abundant and the distribution of water body is balanced in the region. 3.1.5 Land type and utilization

The total area of Genhe city is 20 000 km2, including woodland, farmland, grassland, residential area, mining area, traffic area and water body. The woodland is 19 200 km2, 95.86% of the total area. The farmland is 22.1 km2, 0.11% of the total area. The grassland is 570.8 km2, 2.86% of the total area. The residential area and mining area is 42.5 km2, 0.21% of the total area. The water area is 86.1 km2, 0.43% of the total area. The non-utilization area is 63.9 km2, 0.32% of the total area. The average area per person is 11.3 ha. 3.1.6 Distribution of Towns along the highway

The starting point of highway lies in Genhe city. The highway passes through Jinhe Town, Alongshan Town and Mangui Town. The population is distributed centrally in certain places, and no residents in other sections of highway, but all forest area along the highway. There are no schools and hospitals within 150 m along the highway.

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3.2 Present Situation of Social and Economic Environment

3.2.1 Present conditions of social and economic

The project is situated in Genhe city. 1. Genhe city

(1) Basic conditions Genhe city is one of the northest cities of Inner Mongolia, lying in the north part of Hulunbeier City. Adjoined to Elunchun autonomous Banner in the east, to Eerguna city in the west, to Yakeshi city in the south and to Mohe County in the north. The total area of Genhe city is 20 000 km2, administering six towns and one county, which are Haolibao Town, Alongshan Town, Deerbuer Town, JinheTown and Mangui Town.

Genhe city is one of the highest latitude cities in China, lying on the west slope of north section of Daxing’anling Mountains.

Genhe city belongs to typical state-owned woodland. It has formed forestry economy depending on state-owned forestry production due to forestry resources development from 1950’s. The forest area is 15 000ha, 1.27% of national forest area, 11.20% of Inner Mongolia forest area and 14.66% of Hulunbeier city’s forest area. The rate of forest covering is 75%. The personal average forest area is 8.4ha. The forest distributes in five Forest Bureaus administration areas of Genhe, Deerbuer, Jinhe, Alongshan, Mangui and Hanma natural conservation area. The woodland area is 1.81million ha, of which the material forest is 1.35million ha, protection forest belt 40 000ha and special forest 110 000ha.

The forest reserves of Genhe city is 152.72million m3, 1.36% of national reserves. The main species are Larix gmeLini, Betula platyphylla suk, Pinus sylvestris L.var.mongolica litv, Populus davidiane pode and poplar. The area of deforestation is 500 000hm2 in five forest bureaus from 1954 to 1995. The reserve of logging is 80million m3 and supply 58.15million m3 to the state. Genhe city is electric power center of the north part of Daxing’anling Mountains. The total capacity reached 74 000kw in 1993. Genhe has one of three power supply systems of Hulunbeier city, supplying power to Wuerqihan in south, Alihan in east and Moerdaoga in west. The electricity network covers four cities and towns.

The population is big in Genhe city. The population of Han nationality was 151 560, Ewenke nationality 390 and other nationalities 19 177 in 2003.

(2) Economic conditions The economy of Genhe city has developed rapidly. The GDP reached 1.623billion RMB in 2003. Genhe city has developed stockbreeding and agriculture actively combined with features of forest area. It is profitable in breeding animals and wild vegetation, so the industrial structure has actively adjusted and the living standard has improved. The income reached 5 995 RMB in towns in 2003, with a growth rate of 10% over the last year.

2. Jinhe Town Jinhe Town lies in Midwest of Genhe city. Genhe city lies in the southeast of Jinhe Town, Niuerhe Town lies in the northeast of Jinhe Town, Deerbuer Town and Haodebao Town lie in the southwest of Jinhe Town and Eerguna city lies in the west of Jinhe Town. The total area of Jinhe Town is 1 974 km2, 9.97% of total Genhe city area. The population of Jinhe Town is 27 253 in 2003.

There are 27 divisions, Jinhe section of Yitie substation, Forestry Power Bureau of Daxing’anling Mountains, Jinhe power supply station, Galaya forestry centre, Dalaigou forestry centre and Jinlin forestry centre in Jinhe Town.

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The natural resource is abundant in Jinhe Town. The trees typies are Larix gmeLini and Betula platyphylla suk. The woodland is 2882.25km2. The rate of forest covering is 72%. The forest reserves is 35 million m3. The wild vegetation is 149 families and 118 genas. The medical vegetation is 113 families and 323 genas. The wild fruits have 10. The wild edible fungoids have various mushrooms. The wild animals have 60. The national rare protection animals types have 20, including red deer, sable. There is a gold mine in Jinhe Town, but the reserves haven’t got to exploration scale.

The wood production industry is main industry. The annual fall is 246 000m3. The annual income is 130 millionRMB and annual profit is 6 million RMB. There is still machine process, wood process, food process, construction material, craftwork art, printing and knitting industries. There are 9 enterprises. The farmland is 41.1ha. The vegetable types are 17 and annual yield is 1.78 million kg. The planting area is 39.9ha in yard in 2003. The plastic shed get to 17 101 m2. The number of farming is 2592. The number of pigs is 1993. The total production value of agriculture and industry get to 175.85 million RMB. The production value of enterprises is 7.87 million RMB, the production value of agriculture is 5.79 million RMB. There is dense beaverboard factory. The factory is testing production now and the forecast yield is 50 000m3.

3. Alongshan Town Alongshan Town lies in Midnorth of Genhe city. Huma County lies in the east of Alongshan Town and Eerguna city lies in the west of Alongshan Town. The population of Alongshan Town is 22 988 in 2003.The total area of Alongshan Town is 2 643 km2, 13.35% of total Genhe city area. The woodland is 311031hm2. The forest reserves are 25 664m3. The resource of animals and vegetation is abundant, including 150 medical vegetation types and 20 wild animal types. The mine has limestone and marble.

There are six enterprises. The main products are woodenware, tabernacle and construction material. The annual yield of matchstick factory is 165t. It is mainly planting vegetable in agriculture. The farmland is 18 ha and planting area is 60hm2, so the annual yield of vegetable is 826t. The number of households that are professional planting and breed aquatics is 233. The total production value of industry gets to 249.64 million RMB and the total production value of agriculture is 975 000RMB.

4. Mangui Town Mangui Town lies in north of Genhe city. The north and esat border is Yilehuli Mountain. Mohe County borders on Mangui Town, Eerguna city lies in the west of Mangui Town and Alongshan Town lies in the south of Mangui Town. The population of Mangui Town is 21 128 in 2003.The total area of Mangui Town is 2 062 km2, 10.1% of total Genhe city area.

There is a part of virgin forest in north of Daxing’anling Mountain in town. The woodland is 2536.77km2 and the forest reserves is 256.64 million m3.

The resource of animals and vegetation is abundant, including 150 wild vegetation types, medical vegetation, edible acinus, edible mushroom and 60 wild animal types. The mine has limestone, granite, manganese mine and rock mine except for two mineral water with selenium.

There are wood production, mining, machine repair, and packinghouse and construction material industries. The main production is woodenware, tabernacle, veneer, joinery, marble and drink. It is mainly planting vegetable in agriculture. The total production value of agriculture and industry get to 147.09 million RMB in 2003. The production value of enterprises is 28.67 million RMB, the production value of agriculture is 6.3millionRMB.

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3.2.2 Present traffic conditions

The highway Genhe-Mangui is accommodation road for woodland to transport wood. Though the railway pass the region, it is hard in winter due to large amount of wood and the conditions of road is bad, so traffic accidents are frequent. The road must be improved. 3.2.3 Economic framework and industry distributing

The forest industries are affected due to the limitation of fall and the implementation of “Natural Protection Forest Project”. Genhe city actively develop stockbreeding in woodland. It is very extrusive in breed aquatics and gains very well economic benefit. It will provide convenient traffic for production transportation after the highway has improved. Meanwhile because the fuel is wood in Mangui Town and Alongshan Town before the implementation of “Natural Protection Forest Project”, but now the fuel is coal, the coal can be transported by the highway from Mohe after the project. It can reduce investment for transportation and provide convenient traffic. Genhe city lies in the north of Daxing’anling Mountain, so there are many famous tour areas along the highway. It will provide convenient traffic for tourist after the highway has improved, meanwhile it can accelerate local tour development.

3.2.4 Living quality

The living quality is low along the highway. The average wage of worker is lower than average level. The saving balance and personal retail total amount of consumable is lower than average level.

3.2.5 Employment

The workers in forest are dominant, so the regional economy is forest industry.

3.2.6 Education, culture and public health

The primary school enrollment rate got to 100 in region in 2000, but the teaching establishment and teaching level is bigger difference than backland. It belongs to medium level in Inner Mongolia.

The culture and living is relative lag though the education has improved.

3.2.7 Tourism

The tourism resource is abundant along the highway.

Genhe city lies in the north of Daxing’anling Mountains, so the scene is very beautiful. There are many famous tour area along the highway, including Hanma natural protection area, Aokelidui Mountain, ice and snow ecological tour area, the second arctic village (Mangui), Mohe County that is joined with the exit of the highway Genhe-Mangui is famous for arctic village.

3.2.8 Cultural relics

The cultural relics station of Genhe city is consigned to investigate the cultural relics along the highway according to “the Cultural Relics Protection Law of the People’s Republic of China”.

An overall survey was once carried out in 1988-1996 for the cultural relics within Hulunberer City. The survey was accomplished by Inner Mongolia Cultural Relics Archaeological Institute,

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Hulunbeier League Cultural Relics Management Station (former Hulunbeier Cultural Relics Management Committee) and local cultural relic institutes at banners and counties.

According to the survey report on cultural relics along the proposed alignment areas, there are no important cultural relics and cemeteries along the road construction area.

3.3 Present ecological environment

3.3.1 Present landscape condition

The highway is improved on basic road, so it will take straight in some sections.

The highway passes the woodland of north of Daxing’anling Mountains, so the landscape is simple along the highway. The landscapes have forest landscape, river, swamp and wetland. The investigation about landscapes component and land utilization is taken according to recent satellite images combined with practical investigation. The landscape investigation adopts classification system of national ecological environment investigation. The landscape types and area see the table 3.3-1. Table 3.3-1 The Landscape Types and Area Region Landscape Types Number Area (ha) Percentage (%)

Forest landscape 17 9929.6 74.8

River 12 180.2 1.4 Both side Wetland landscape Wet meadow and swamp 24 2140.2 16.2 within Town, residential area Town and residential area 16 828.8 6.2 300m and traffic landscape Traffic 12 187.8 1.4

Total 81 13266.6 100

The landscape types are simple in region. There are forest landscape, wetland landscape and town, residential area and traffic landscape. The area of forest, swamp and wetland is 1 225ha, 92.4% of total area. The area of town, residential area and traffic is 1016.6ha, 7.6% of total area. So there are a few people in region and the land utilization is very few. The land resource is abundant.

Satellite images of reconstruction Genhe-Mangui highway project see map 4. Land utility within 300m on both sides of reconstruction Genhe-Mangui highway project see map 5.

3.3.2 Present vegetation condition

1. The features of Vegetation The highway passes the woodland of north of Daxing’anling Mountain that belongs to natural maximum cold and warm taiga area. The main landscape is forest landscape and there are many wetland landscapes along the highway. Vegetation mainly is Larix gmeLini and Betula platyphylla suk. The virgin forest doesn’t be reserved due to continuing cutting and the forest is semi-virgin and reborn forest. There are many wetland vegetation, meadow vegetation and swamp vegetation due to the existing forever frozen earth, so the vegetation types is abundant.

Forest vegetation has Larix gmeLini, Pinus sylvestris L.var.mongolica litv, Betula platyphylla suk, Populus davidiane pode, Picea koraiensis Nakai and Pinus Pumila Regel. The dominant vegetations

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The Rbododenchon dauricnm L.--Larix gmeLini lies in medium of slope and coteau. The structure of arbor layer is simple, normally including Larix gmeLini, Pinus sylvestris L.var.mongolica litv, Betula platyphylla suk. Shrub layer is blooming, mainly Rbododenchon dauricnm L with Alnus fruticosa Rupr. Shrub layer has Vaccinium vitis-idaea L, Piraea sericea Turcz, Rosa acicularis Lindl. Grass vegetation under shrub layer is blooming with Sanguisorba officinalis L, Artemisia tanacetifolia L, Adenophora tetraphylla (Thunb.) Fisch, Pyrola incarnata Fisch ex De, Carex, Maianthemum bifolium (L.) F.W.Schmidt. Lichen layer isn’t blooming.

The grass--Larix gmeLini lies in medium and down of slope. The grass layer under trees is blooming and the shrub is rare. Vegetation mainly is Vaccinium vitis-idaea L., Pyrola incarnata Fisch ex De, Maianthemum bifolium (L.) F.W.Schmidt, Carex, Rubus sachalinensis Level., Deyeuxia turczaninowii (Litw.) Chang.

There are Larix gmeLini and a little tree in valley and swamp. There are many Betula fruticosa pall between trees and grass vegetation is blooming.

There is Pinus Pumila Regel---Larix gmeLini(Rupr) with Juniperus sibirica Burgsd, Sabina chinensis (L.) and Betula ermanii Cham. at the top of mountain. The Shrub layer under tree has Rbododenchon dauricnm L., Deyeuxia angustifolia (Kom.) Chang, Alnus fruticosa Rupr, Dasiphora fruticosa L, Rosa acicularis Lindl, Sorbaria sorbifolia (L)A.Br, Empetrum sibiricum v.vassi, Vaccini vitis-idaea L. The grass layer and lichen layer under tree is overgrowth with covering 80% normally including Maianthemum bifolium (L.) F.W.Schmidt, Carex, Trientalis europaea L, Deyeuxia turczaninowii (Litw.) Chang.

It often forms reborn Betula platyphylla suk with Populus davidiane pode mixing forest after cutting and firing. The grass vegetation under tree is blooming, including wormwood, Fragaria orientalis Lozins and Carex.

Meadow lies in the edge of forest. The shrub, swamp and meadow lie in beach of river and valley with Betula fruticosa pall and Spiraea. The vegetation is abundant with Deyeuxia angustifolia (Kom.) Chang and Carrexappendiculata(Trautv.et.C.A.Mey)kukenth in meadow and swamp.

2. Life style components Life style components of plants in this region is Pinus sylvestris L.var.mongolica litv., Betula platyphylla suk, Populus davidiane pode and Prunus padus L. with shrub and herbage.

3. Plant Resource There are abundant grassland, woodland and wetland resource according to the investigation and information recordation of construction area. The wild high plants in this area are about 500 species, which include about 60 families and 200 genas. The dominant species are Compsitae, Gramineae, Rosaceae and Leguminosae.

There are many medicinal materials in this area, which are Astragalus adsurgens Pall., Bupleurum chinense DC., Ledum palus tre L.var.angustim N.Busch, Vaccinium vitis-idaea L., Gentiana dahurica Fisch, Saposhnikovia divaricata (Turcz.)Schischk., Cimicifuga dahurica (Turcz.)Madim, Paeania

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Lactiflora pall, Liliaceae, Taraxacum leucanthum(Ldb.)Ldb, Trollius chinensis Bunge, Scutellaria baicalensis Georgi, Polygala tenuifolia willd, Sanguisorba officinalis L., Pulsatilla chinensis (Bunge) Regel, Mentha naplocalyx Briq, Polygonum odoratum(Mill.)Druce, Veratrum dahuricum (Turcz), Cirsium Maackii Maxim, Inula Britannica L., Viola and Sophora flavescens.

The vegetations which can be eat are Artemisia selengensis Turcz ex Bess, Sonchus arvensis L., Allium ram sum L., Hemerocallis minor Mill, Allium senescens L. and Pteridium aquilinum (L.) Kuhn.. The wild fruits are Vaccinium vitis-idaea L., Vaccinium uliginosum L., Prunus padus L, Fragaria orientalis Lozinsk, Ribes procumbens Pall., Rubus chamaemorus L. and Rosa davurica Pall..

The main choiceness grazing to feeding are Gramineae, Leguminosae, Compsitae plants, which are Aneurolepidium chinense (Trin.) Kitagawa, Stipa grandis P. Smirn, Carec pedifeyormis C. A..M, Festuca ovina L, Thalictrum minus, Poa annua L., Medicago falcate L., Pocockia ruthenica (L.)P.Y.Fu.et.Y.A.Chen, Lathyrus palustris L. var. pilosus (Cham.) Ledeb, Vicia amoena Fisch., Trifolium lupinaster L., Allium senescens L. and Sanguisorba officinalis L..

The most important woods are Larix gmeLini(Rupr), Pinus sylvestris L.var.mongolica litv., Betula platyphylla suk, Populus davidiane pode and ULmus pumila L..

The ornamentals in this area are Pinus sylvestris L.var.mongolica litv., Pinus Pumila Regel., Rbododenchon dauricnm L., Malus baccata(L)Borlch, Dasiphora fruticosa L., Spiraea, Rosa davurica Pall., Paeania Lactiflora pall, Liliaceae, Trollius chinensis Bunge, Epilobium angustifolium L., Delphinium grandiflorum L. and so on.

There are Pinus sylvestris, L.var.mongolica litv., Vaccinium vitis-idaea L., Paeania Lactiflora pall, Empetrum sibiricum v.vassil and Astragalus adsurgens Pall. in this area, which are protection plants grade 2 of Inner Mongolia.

The list of plants in this area is shown in Table 3.3-2. The vegetation resource will not be damaged badly by this reconstruction. Table 3.3-2 The List of Plants in the Area No. Latin Name Equisetaceae 1 Equisetum arvense L 2 Eguisetum sylvaticum L pteridiaceae 3 pteridium aqulinum (L) kunh Pinaceae 4 Larix gmeLini(Rupr) 5 Pinus sylvestris L.var.mongolica litv. 6 Pinus Pumila Regel.

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Salicaceae 7 Populus davidiane pode 8 Salix pentandra L. Betulaceae 9 Alnus fruticosa Rupr 10 Betula platyphylla suk 11 Betula fruticosa pall. Ulmaceae 12 ULmus pumila L. Ranunculaceae 13 Pulsatilla chinensis (Bunge) Regel 14 Aguilegia yabeana 15 Thalictrum minus 16 Cimicifuga dahurica (Turcz.)Madim 17 Clematis hexapetala pall. 18 Delphinium grandiflorum L. 19 Paeania Lactiflora pall 20 Ranunculus japonicus Thunb 21 Trollius chinensis Bunge Menispermaceae 22 Menispermum dahuricum DC Caryophyllaceae 23 Dianthus chinensis L. 24 Silene janisseensis willd 25 stellaria palustris Ehrh Papaberaceae 26 Chelidonium majus L. 27 paperernudicaule L. Rosaceae 28 Filpendula angustikoba (Turcz.)Maxim 29 Potentilla chinensis Ser 30 Dasiphora fruticosa L. 31 D.davurica Kom 32 Geum aleppicum Tacg 33 Malus baccata(L)Borlch 34 prunus padus L 35 prunus sibiricns L 36 Sanguisorba officinalis L. 37 Rubus sacha limensis leceille 38 Sorbaria sorbifolia (L)A.Br 39 spiraea media sohmide 40 Rosa davurica Pall. 41 spirata salisitolial Leguminosae 42 Astragalus adsurgens Pall. 43 Melilotus suaveolens Ledeb. 44 Lespedeza davurica (laxm) Schindl. 45 Oxytropis myryophylla (pdl)DC 46 Vicia mulaicaulis Ldb 47 Pocockia ruthenica (L.)P.Y.Fu.et.Y.A.Chen 48 Trifolium lupinaster L. 49 Vicia amoena Fisch. 50 Vicia pseudorobus Fisch et L.A.Mey

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Geraniaceae 51 Geranium eristemon Fisch ex DC 52 Geranium sibrium L Polygalaceae 53 Polygala tenuifolia willd Euphorbiaceae 54 Euphorbia esula L 55 Euphorbia fischeriana steud Empetrumceae 56 Empetrum sibiricum v.vassil Violaceae 57 Viola veriegata Fisch Thymelaeaceae 58 Stellea chamaejasme L. Onayraceae 83 Epilobium angustifolium L. Umbelliferae 59 Angelica dahurica (Fisch.)Benth et Hook 60 Bupleurum chinense DC. 61 Saposhnikovia divaricata (Turcz.)Schischk. 62 sium suave walt Pyrolaceae 63 Pyrola incarnata Fisch ex De Ericaceae 64 Rbododenchon dauricnm L. 65 Ledum palus tre L.var.angustim N.Busch 66 Vaccinium vitis-idaea L. Primulaceae 67 Trientalis europaea L. 68 Androsace filiformis Rttz Gentianaceae 69 Gentiana dahurica Fisch 70 Mengantbes trifoliata L. 71 Nymphoides peltata (S.G.Gmel)kuntze Labiatae 72 Agastache rugosa (Fisch.et mey)O.keze 73 Leonurus tataricus L. 74 Scutellaria baicalensis Georgi 75 Mentha naplocalyx Briq 76 Schiconepeta multifidr(L.)Brig 77 Phlomis umberosa Turcz 78 Scutellaria galericulata L. 79 Scutellaria scoreeifolia Fisch ex schrank 80 Stachys baicaleorsis Fisch 81 Thymus serpyllum L Scrophulariaceae 82 Linaria vulgaris mill 83 Pedicularis grandiflora Fiseh 84 Pedicularis striata pall 85 Veronica dahurica stev 86 Veronica strum sibiricerm (L.) Plantaginaceae 87 Plantago asiatica L.

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88 Plantago depressa willoe Rubiaceae 89 Galium verum L. 90 Sambucus wiliamsii Hance 91 Lonicera caeruleaL.var.edulis Regol Valerianaceae 92 patrinia ruptstris Tuss Pipsacaceae 93 Scabiosa comosa Fisch.ex.Roem Campanulaceae 94 Adenophora gmelini (spreny)Fisch 95 Adenophora stenaothina(Ldb)kitag 96 Campanula glomerata L. 97 C.Platycodon grandiflorum(Jacq)A.D Compsitae 98 Filifolium sibiricum 99 Heteropappus altaicus Novopokr. 100 Achillea alpina L. 101 Artemisia annua L. 102 Artemisia pubescens Ldb 103 Artemisia sacrorum Ldb 104 Artemisia rubripts Nakai 105 Artemisia scoparia waldst.et. kit 106 Artemisia selengensis Turcz ex Bess 107 Artemisia sieversiana willd 108 Artemisia tanacetifolia L. 109 Aster sibiricus L. 110 Aster tataricus L. f. 111 Carduus crispus L. 112 Cirsium setosum (willd) M.B 113 Echinops latifolius Tausch 114 Galatella dahurica DC 115 Hieracium umbellatum L. 116 Ineris chinensis (Thunb)Naka 117 Leibnitzia anandria(L.)Turcz 118 leontopodium leontopodioides(willd)Beaw 119 Lignlaria fischeri(Ldb)Turcz 120 Saussurea japonica(Thunb)DC 121 saussurea mongolica(Franch.)Franch 122 Serratula coronata L. 123 Scorzonera albicaulis Bunge 124 Scorzonera austriaca Willd 125 Sonchus arvensis L. 126 Stemmacantha uniflora (L.) Dittrich 127 Taraxacum leucanthum(Ldb.)Ldb 128 Tephroseris flammea(Turcz ex pc)Holub Typhaceae 129 Typha angustifolia L. Sparganiaceae 130 Sparganium stoloniferum Buch-Hamilton Alismataceae 131 Alisma orientale(G.sam)Juz 132 Sagittaria trifolia L.

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Gramineae 133 Stipa baicalensisi 134 Aneurolepidium chinense Kitagawa 135 Agrostis gigantea Roth 136 Deyeuxia langsdorffii(Link)kuuth 137 Elymus dahuricus Turcz ex Griseb 138 Festuca ovina L 139 Phraymites australis(cav.)Trin ex steaelel 140 Calamagrostis epigeios (L.)Roth 141 Calamagrostis lapponica (Wahl.)Hartm. 142 Poa nemoralis L. 143 Setaria viridis(L.)Beauv Cyperaceae 144 Carrexappendiculata(Trautv.et.C.A.Mey)kukenth 145 Scirpus orientalis ohw 146 Scirpus tabernaemontani Grnel 147 Carec pedifeyormis C. A..M Liliaceae 148 Allium ram sum L. 149 Allium senescens L. 150 Hemerocallis minor Mill 151 Lilium pumilum DC 152 Polygonum odoratum(Mill.)Druce 153 Veratrum dahuricum (Turcz) 154 Lilium concolsr salisb var pulchellum(Fisch)kgl 155 Anemarhena anphodeloides Bunge Iridaceae 156 Iris dichwtsma pall 157 Iris tenuifolia Pall. Orchidaceae 158 Cypripedium macranthos sw

3.3.3 The Types of Vegetation

There are some shrub Corylus heterophylla Fisch. ex Bess-lespedeza at the highland with 1.5 m high in average. The preponderant lespedeza is similar to Corylus heterophylla Fisch. ex Bess. There is Quercus mongolica Fisch. at the sunlit slope. Herbaceous plants are Vicia pseudorobus Fisch et L.A.Mey, Sanguisorba officinalis L., Spodiopogon sibiricus Trin., Adenophora tetraphylla (Thunb.) Fisch., Thalictrum minus and so on. There are also some meadow vegetation (Deyeuxia angustifolia (Kom.) Chang) and swamp vegetation (Carex).

3.3.4 Propagation Resource

Abundant forest resource and meadow as well as wetland in project area supply good living environment for wild animals. There are plenty of wild animal with lots of species in this region in history, but due to human activities, now the quantity and species have been decreased, especially some big beast, such as Ursus arctos, Selenarctos thibetanus, Cervus elaphus and Alces alces.

The main mammalia animals in this area are Alces alces, Cervus elaphus, Selenarctos thibetanus, Capreolus capreolus, Canis lupus, Sus scrofa and so on. And the quantities of Mustela sibirica, Mustela altaica, Cricetulus migratorius, Mustela eversmanni are not too small. The preponderant

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There are a few kinds of animals in the wildwood area. Cricetulus migratorius can be seen frequently and Cervus elaphus, Alces alces, Sus scrofa, Capreolus capreolus also can be found in that area.

There are many kinds of animals in the reborn woodland. Alces alces and Cervus elaphus inhabit in large continuous mixed forest; Capreolus capreolus inhabit in the woodland in which there are much grass and a few trees. Sus scrofa and Selenarctos thibetanus are often in the taiga and broad-leaved mixed forest; and there are many Mustela sibirica and Mustela nivalis in this area. There are many birds in the reborn woodland. Most of them are Parus major, Carduelis sinica which are Passeriformes and Bonasa bonasia which should be protected. The amphibian in the woodland are Bufo raddei, frog and so on.

The preponderant water birds at the swamp are Tadorna ferruginea,Anas platyrhynchos, Fulica atra. And the animals in the water are Lutra lutra, Mustela vison.

Though there are many kinds of wild propagation along the rebuilding road, the propagation resource cannot be involved because this is the rebuild construction on existing road.

3.3.5 Types of Soil

The soil in the area includes mainly dark brown soil, brown taiga soil, black land soil, meadow soil and bog soil.

3.4 Conservation Area

3.4.1 Introduction of Natural Protection Area in Genhe City

The total area of Genhe City is 20,000km2, and there are five natural protection areas. The natural protection areas are seeing in the table 3.4-1.

Table 3.4-1 the natural protection areas in Genhe City Time of Distance from Name Level Protection object setup highway (km) Hanma Natural Protection Area national 1996 Forest and wild animals 86 Mangui Natural Protection Area provincial 2001 Forest and wild animals 38 Red Pinaster Natural Protection Area In Siberia county 1989 Forest 31 Chaocha Virgin Forest Natural Protection Area county 2000 Forest 73 Genhe Cold Water Fish Natural Protection Area county 2000 Cold water fish 20

1. Hanma Natural Protection Area

Hanma Natural Protection Area lies in the north of Daxinganling Mountain. The geographical coordinates are east longitude from 122°23 34" to 122°52 46" and north latitude from 51°20 02" to 51°49 48".

The distance is 86 km from Hanma Natural Protection Area to Genhe-Mangui Highway.

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The main tree types are larch, birch, camphor. The wild animals are Cervus elaphus Linnaeus, Alces alces Linnaeus, Monschus moschiferus Linnaeus, Lutra lutra Linnaeus, Martes zibellina Linnaeus, Gulo gulo Linnaeus, Lepus timidus Linnaeus, Tetrao parvirostris Bonaparte, Lyrurus tetrix, Bonasa bonasia.

The establishment of Hanma Natural Protection Area is to maintain connatural visage in Daxinganling Mountain, provide habitat for wild animals, establish base of natural species, explore the virgin forest and provide teaching and scientific research base of forest and environment protection.

2. Mangui Natural Protection Area

Mangui Natural Protection Area lies in northeast of Mangui forestry bureau. The geographical coordinates are east longitude from 121°56 10" to 121°28 25" and north latitude from 52°13 29" to 52°30 52". The width from north to south is 31.5 km, the length from east to west is 36 km and the total area is 64386 ha.

The distance is 38 km from Mangui Natural Protection Area to Genhe-Mangui Highway.

The main protection objectives are forest and wild animals. The main tree is larch, the species of plants are 699 and the species of animals are 38 including 10 species of national protection animals.

3. Red Pinaster Natural Protection Area in Siberia

Red Pinaster Natural Protection Area in Siberia is very famous tour site in Genhe City, located in Yikesama National Forest Park.

The distance is 73.4 km from Red Pinaster Natural Protection Area to Genhe-Mangui Highway. The main protection objectives are forest, mainly larch.

4. Chaocha Virgin Forest Natural Protection Area

Chaocha Virgin Forest Natural Protection Area lies in middle of Genhe forestry bureau. The geographical coordinates are east longitude from 121°24 07" to 121°35 07" and north latitude from 50°50 36" to 50°59 15". The width from north to south is 16.3 km and the length from east to west is 13 km.

The distance is 31 km from Chaocha Virgin Forest Natural Protection Area to Genhe-Mangui Highway.

The main protection objectives are forest and the main tree types are larch, birch, camphor, among with amount of wild vegetation and animals. The length of larch is near one hundred meters in center of natural area.

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5. Cold Water Fish Natural Protection Area

The total area of Cold water fish natural protection area of local level is 120 thousand mu in Genhe River and Jiliuhe River. The west of the protection area is neighboring with Chaocha forestry center, the south is joint with Haolibao forestry center, the east is joint with Kailaqi forestry center and the north is adjoining with Xiayanggeqi forestry center.

The distance is 20 km from the Cold Water Fish Natural Protection Area to Genhe-Mangui Highway.

The main protection objectives are cold water fishes, including Hucho taimen Pallas, Brachy mystax lenok Pallas, Esox reicherti Dyhowshi, Leuciscus waleckii Dyhowskii, Carassius auratus, Cobitis taenia Linnaeus, Misgurnus anguillicaudatus Cantor, Silurus asotus Linnaeus,etc., more than 20 kinds.

3.4.2 The relative location between the highway and the natural protection area

The location of highway and the reservation area is shown map 6.

According to the route of the highway, “China Biodiversity Investigation” by WWF and “Asia Wetland Index” by IUCN, the project has nothing with any important natural habitats listed in above books.

Through the investigation in November 2005 carried out by Inner Mongolia Environmental Science Academy, there are no Natural protection areas of national, provincial and municipal (county) levels in the project as well as valuable habitats.

The natural protection area is not involved in reconstruction Genhe-Mangui Highway, so there is no effect on the natural protection area.

3.5 Habitat

According to the feasibility research of engineering, The project is to widen roadbed and improve road surface on existing roadin order to raise techinical grade and traffic volume.

There is no habitat of wild animals along the road within 200 m. So no habitat of wild animals is not involved in this project. The project will not impact the habitat.

3.6 Status of Noise Environmental Impact

3.6.1 Research of Noise

The area of rebuilding road is woodland and the population is dispersive. The industry in that area is very underdeveloped. So there is no fixed noise pollution source, and the main noise is traffic noise of existing road.

3.6.2 Noise Monitoring

The distribution of population along the constructing road is sparse. There were five points in which the population is more centralized. They were Jinhe Forestry Farm (K50+400 K50+700), Dlaigou

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Forestry Farm (K64+300 K64+700), Jinhe Town (K87+300 K88+900), Alongshan Town (K147+900 K149+900) and Mangui Town (K207+200 K207+900). But there are only three points (three towns) now because the Jinhe Forestry Farm and Dlaigou Forestry Farm have been removed.

The noise environmental quality was monitored in sensitive sites along the road within 200 m. There are 3 towns in which the monitoring points are set up. They are shown in Table 3.6-1.

Table 3.6-1 Monitoring Points No. Monitoring Points Chainage Comparatively Location Environmental character The nearest distance is 100 m from 1 Jinhe Town K87+300 K88+900 the reconstruction highway. 27300 people The nearest distance is 150 m from 2 Alongshan Town K147+900 K149+900 23000 people the reconstruction highway.

The highway made the round in the

north with 10 households 3 Mangui Town K207+200 K207+900 21100 people distributed there. The closest

distance is 35 m from the highway.

The noise impact along the road is not related to schools and the clinics.

It was monitored in the middle ten days of October 2005 for one day in every monitoring point.

The noise monitoring is carried out strictly the relative regulations of “Monitoring Methods of Environmental Noise Standards of Urban Area” (GB/T14623-93).

3.6.3 Monitoring Results and Assessment

The monitoring results of the three points are shown in Table 3.6-2.

The noise monitoring is carried out strictly the standard class VI of “Environmental Noise Standards of Urban Area” (GB3096-93), namely 70dB(A) during day and 55dB(A) at night.

The monitoring results indicate that the monitoring values of the three points in both day and night didn’t exceed the standards of class II, which shows that the noise environment along the road is pretty good.

Table 3.6-2 Monitoring Results Unit: dB(A) No. Monitoring Points Chainage Day (Leq) Night (Leq)

1 Jinhe Town K87+300 K88+900 54.4 43.1

2 Alongshan Town K147+900 K149+900 53.8 42.8

3 Mangui Town K207+200 K207+900 55.9 43.4

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3.7 Status of Air Environmental Impact

3.7.1 Air Monitoring

1. Layout of Monitoring Points 3 sensitive sites were set up to monitor the air environmental quality. (The monitoring points are shown in Table 3.7-1).

Table 3.7-1 Air Monitoring Points No. Monitoring Points Chainage Remark 1 Jinhe Town K87+300 K88+900 Residential Area 2 Alongshan Town K147+900 K149+900 Residential Area 3 Mangui Town K207+200 K207+900 Residential Area

2. Monitoring Period and Frequency It was monitored five days from 15th to 19th in November, 2005. And the wind direction, wind speed, air temperature and air pressure were monitored at the same time.

3. Monitoring Items The monitoring items are TSP, CO and NO2.

4. Monitoring Results The monitoring results are shown from Table 3.7-2 to Table 3.7-4.

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Table 3.7-2 Monitoring Results of CO Unit: mg/m3 Any Hour Daily average Monitoring Points Min Max Over standard Min Max Over standard

Jinhe Town 0.34 1.12 0 0.52 0.84 0

Alongshan Town 0.41 1.62 0 0.68 1.39 0

Mangui Town 0.39 1.58 0 0.61 1.32 0

3 Table 3.7-3 Monitoring Results of NO2 Unit: mg/m Any Hour Daily average Monitoring Points Min Max Over standard Min Max Over standard

Jinhe Town 0.004 0.062 0 0.018 0.049 0

Alongshan Town 0.004 0.054 0 0.016 0.037 0

Mangui Town 0.004 0.059 0 0.015 0.043 0

Table 3.7-4 Monitoring Results of TSP Unit: mg/m3 Daily average Monitoring Points Min Max Over standard rate

Jinhe Town 0.035 0.276 0

Alongshan Town 0.021 0.253 0

Mangui Town 0.043 0.281 0

3.7.2 Assessment of Air Quality

1. Assessment Standard The assessment standards are the standards of class II in air quality standard (GB3095 1996 class II). It is shown in Table 3.7-5. Table 3.7-5 Standard of Air Quality Unit: mg/m3

Pollutants Limited value of any hour Limited value of daily average

NO2 0.24 0.12

TSP — 0.30

CO 10.00 4.00

2. Assessment Conclusion The monitoring results indicate that the values of the three points didn’t exceed the standards and the concentration values are quite low, which shows that the environmental capability of TSP, NO2 and CO along the road is rather big. The air is clean along the road.

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3.8 Status of Surface water Quality

3.8.1 Distribution of Surface water

There are nine bridges that related to rivers in this project, which are shown in Table 3.8-1. Six of them are the existing bridges and only three of them are new. And the monitoring of surface water quality was implemented in these three new bridges.

Table 3.8-1 The Rivers Passed by This Project

No. Chainage Rivers Remark 1 K88+400 Nijinaiaoluojie River Newly built bridge 2 K111+100 Galaya River Newly built bridge 3 K124+700 Niuer River Newly built bridge 4 K147+600 Alongshan River Using the existing bridge, 5 K148+900 Jiliu River Using the existing bridge, 6 K159+900 Jiliu River Using the existing bridge, 7 K205+500 Jiliu River Using the existing bridge, 8 K207+500 Jiliu River Using the existing bridge, 9 K249+750 Aolujiya River Using the existing bridge,

3.8.2 Monitoring Period and Frequency

It was monitored two days from October 12th to 13th in 2005.

3.8.3 Monitoring Items and Analysis Methods

Table3.8-2 Monitoring Items and Analysis Methods Items Analysis Methods Standards PH Glass electrode method GB6920-86 CODcr Potassium dichromate method GB11914-89 Petroleum Infrared spectrophotometer GB/T16488-1996 SS Weighing method

BOD5 Diluted inoculation method

3.8.4 Monitoring Results

The monitoring results of surface water quality are shown in Table 3.8-3

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Table 3.8-3 Monitoring Results Unit: mg/l

Rivers Chainage PH BOD5 CODcr Petroleum SS Nijinaiaoluojie River K88+400 7.7 2.6 14.9 0.012 32 Galaya River K111+100 7.6 2.8 12.5 0.011 28 Niuer River K124+700 8.1 2.3 15.3 0.012 23 “Surface Water Quality Standard” 6 9 4 20 0.05 - (GB3838-2002) Class

The monitoring results indicate that the values of the three points didn’t exceed the standards of class III, which shows that the quality of surface water is good and they are not polluted.

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4. Environmental Impact Assessment and Mitigation Measures 4.1 Social-Economic Impact Assessment and Mitigation Measures

4.1.1 Social Impact Assessment

1. Population

Population of the direct project-effected region is about 152 thousands persons.

Along with the project construction and its being put into service, a certain effect on the population distribution along the Highway route will be brought about. Except for the floating population of people increase following the constructing teams movement for the time being, not much change of population of various townships will be resulted in.

After the Highway built up and put into service, due to the expedient communication, the development of tourism and the appearance of more commercial trades, food-beverage networks and spots, in the vicinity of the region along the Highway route, there will be faster increase of persons from outside, the distribution and density of population will also increase.

2. Removement

(1) The volume of removement The project is to widen roadbed and improve road surface on existing road in order to raise techinical grade and traffic volume, so the engineering of removement is small. The area of houses need to be removed is 1419.8km2, which includes 22 households and 42 people. The detail is seen in talbe 4.1-1

Table 4.1-1 The volume of removement

No. Kinds Unit Value

1 Brick and wood house m2 824

2 Soil and wood house m2 292.08

3 Simple house m2 303.72

4 Total building area m2 1419.8

5 Household 22

6 People 42

(2) Compensation measure

According to make reasonable compensation prices, the special investigation and analysis have been done for these houses, the results were for brick and wood house 266.85 yuan/ m2 and for soil and wood house 145.48 yuan/ m2.

Considering relative national and local laws and regulations, the standards has been determined as following table 4.1-2.

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Table 4.1-2 Compensation Standards No. Kinds Unit Price 1 Brick and wood house Yuan/m2 280 2 Soil and wood house Yuan/m2 150 3 Simple house Yuan/m2 105

The budget of the removement in this project is 2.06 million Yuan.

(3) Environmental impact There are 22 households influenced by the project, but they are all workers of local forest bureaus. They can purchase new houses nearby after obtaining compensation, so there is no adverse effect to them. The living conditions will be improved for most of them.

3. The effect of land acquisition The project is to widen roadbed and improve road surface on existing road, so the area occupied by the project is small. The permanent occupied lands is 13.13 ha, which are all state-owned woodland, not contract with workres, so no direct effect people and no acquicition of lands are involved.

4.Public Facilities

1) Traffic and transport In the combination transport system of the project influenced area, highway traffic takes an important place. As a traffic building item, this project can make best improvement of the existing highway transport circumstances of this region, reducing traffic accidents, raising vehicle running speed and greatly promoting the service level of the highway.

The project completed will make extremely great promoting action on improving investment environment and tourism resource conditions.

2) Disturbance on public facilities The project will remove three communication poles and ten electricity poles; and heighten one communication poles and four electricity poles. The detail is in table 4.1-3.

Table 4.1-3 Remove and Heighten Communication Poles and Electricity Poles

Objectives Marker Remark Communication K55+050K224+100K226+900 poles Remove Communication K152+100 poles Heighten electricity poles K6+800K7+500K12+100K12+800K45+800K51+800K59+300K125+400K125+500K213+800 Remove electricity poles K10+900K40+500K61+400K116+400 Heighten

According to Chinese usual practice, the building units need first to consult with electric power and communication departments, fixing substitution lines for the lines along the route to be removed before the removal of the original line. So this will not bring about effect on using public facilities.

5. Social Security

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1) Social stability The project area is a region of ethnic groups of minority nationalities with Mongolians as the mainstay and people of the Han nationality as the majority. Via over 40 years’ construction, its economy and social appearance have greatly developed and changed, the minority nationalities having huge development in various fields of economy, culture, education, hygiene and so on. The people of various nationalities are getting along with one another in ethnic harmony, harvesting social stability. But the socioeconomic development of the area along the route still lags far behind the developed areas. The causes of such backwardness may be summed up as: the first its bad natural environments, the second the lagging behind of traffic and transport and the third its inaccessible socioeconomic status. The completion of this project will promote the unity and progress all of the various nationalities, offering weighty significance to keeping the social stability.

2) Influence of foreign building workers on local residents The construction period of the project will be 2 years. Apart from local personnel, the construction team needs a great quantity of foreign persons. So the management of construction team must be reinforced so as not to exert effect on the life of local inhabitants.

6. Road Separating Analysis The reconstruction road is without enclosure screening on both sides, besides the roadbed of the road passing through town streets being basically not higher than both sides, doesn’t produce much influence on the natural contacts of the people on both sides of the highway and on their farming or industrial production.

7. Traffic Safety 1) In construction phase In construction period, in order to reduce the traffic accidents near villages and small towns along the route, the crosswalk will be paved at Jinhe Town (K87+300K88+900), Alongshan Town (K147+900K149+900) and Mangui Town (K207+200K207+900), while two crosswalks are there, one at the 1/3 of it, the other at the 2/3.

A fulltime person will be charge of each crosswalk, and some obstruction and sign brands will be set up on both sides of every one. The function of obstruction and sign brands is to remind drivers to slower speeds.

2) In operation phase In some sections of the highway such as Jinhe Town (K87+300K88+900), Alongshan Town (K147+900K149+900) and Mangui Town (K207+200K207+900), the speed is increased due to the highway improvement, so the warning sign should be set up there to avoid accidents.

8. Employment The construction of this project can add the following employment of persons: 1) Building the road can add great quantities of employment of persons. 2) Persons for direct service of that building project. 3) The completion of the project will quicken the development of economy, thus the transport volume will be greatly increased with a great quantity of persons getting employment. 4) Indirect increase of employment resulted from the quickening of regional economic development.

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5) Lots of road building materials will be purchased locally during the construction period so as to promote the development of trades concerned in the area along the Route, thus increasing persons will be benefited from employment.

From the above it may see the building of the project will directly or indirectly increase employment for people.

4.1.2 Economic Impact

1. Regional Socioeconomic Development The car traffic is the main transport form in LRIP areas, playing a leading part in communications. The LRIP is acting as a very important role in the regional economic development and material exchange.

The accomplishment of the project possesses very important effects on accelerating and driving ahead the economic construction of Hulunbeier City, particularly on the economic construction of the area along the highway route.

Building this project will bring about long term and weighty influence on the regional economy.

2. Demand Level Demand level of residents along the route will directly or indirectly increase the employment volume by large quantities, not only benefiting employees but also greatly benefiting the people of this region. Based on the public intention investigation made along the route, most of the investigators hope to implement the project at once, indicating a very high demand level for the project cherished by the people along the route.

3. Incomes and Distribution The areas along the reconstruction roads are the remote border districts with ethnic groups of minority nationalities living in, their economy undeveloped, their income per capita very low, their living standards poor, having rather backward facilities for economic information, communications, etc.

The construction of the reconstruction highways will give significant influence on boosting the commodity circulation of the districts along the route and energetically help the people of the area along the route increase their income, shake off poverty to live in a much better life.

The accelerating development of regional economy facilitated by the construction of this project will make long-run advantageous effect on narrowing the poor-rich gap between border land and inland and raising the overall local living standards.

4.1.3 Cultural Relics and Historical Sites

According to the initial investigation, along the reconstruction project route, there are no cultural relics found in the construction. If any cultural relics found in the construction, the building work must be interrupted with the cultural relics control departments noticed. The building work must not continue until the excavation and arrangement are completed.

In the active coordination of the highways building department and the relics protection department, action in accordance with the national laws for protecting cultural relics, the project construction will not produce effects on the cultural relics concerned along the route.

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4.1.4 Social Environment Mitigation Measures

1. Design phase (1) The lines avoid passing major environmental sensitive sites: In design, the line should avoid the sensitive sites: Jinhe Town (K87+300K88+900), Alongshan Town (K147+900K149+900) and Mangui Town (K207+200K207+900).

(2) Cut off drainage system. The areas passes by the Highway are lots of valleys and channels whose drainage system might be cut off by construction. Designing agency and local personnel should coordinate sufficiently and take proper measures to reconstruction.

2. Construction Phase

(1) To remove and heighten telecom poles, construction agencies should coordinate with relative departments in advance, and then make an alternative plan for the wire before removement.

(2) Construction of Bridge & Culvert z Any waste material resulting from bridge/culvert construction should not be let into the river channel to avoid any impact on the flood discharge capacity or original functions of the river; z Not to destroy any of the river dykes and not to affect the flood discharge capacity; z To not narrow the original river channel.

(3) During the construction, cultural relics protection laws should be energetically popularized. Newly found cultural relics should be informed for protection department concerned to identify, and construction should be stopped until finishing identification.

(4) In dense population areas such as Jinhe Town (K87+300K88+900), Alongshan Town (K147+900K149+900) and Mangui Town (K207+200K207+900), construction period should be arranged as short as possible so as to reduce effects on inhabitants.

(5) Traffic guarantee in construction The construction of Genhe-Mangui Highway will be started in 2006 and finished at the end of 2007. The construction period is two years and the highway will be put into operation in 2008. All the earth and stone work, culvert and small bridges engineering will be finished, 60% of middle bridges engineering and 50% of Plane intersection engineering in 2006. The investment is 132.24949 million RMB, 30% of total investment. The rest engineering will be finished in 2007 including drainage, road surface and service establishments and so on. The project will not establish pavement, while set up temporary bridge in culvert engineering and take half-close construction in roadbed engineering for construction safety and construction process, in order to decrease occupied forestland and protect environmental. The time of roadbed construction is from May to November, 2006. The traffic will be closed in road surface construction. The time of road surface construction is from April to November, 2007. The cars to Jinhe Town can round along the route: Genhe - Moerdaoga - Jinhe and the other towns can get there by railway.

(6) Construction completed, work sites should be cleared up in time.

3. Operation Phase

(1) Traffic safety Separating facilities will be provided at residential sites, hospital and schools where there are frequent human activities, and pedestrian crossings will be provided for the purpose of personal safety; To forbidden overload of vehicles strictly.

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(2) Dangerous goods management Trucks carrying any toxic, harmful and dangerous goods will be accompanied by permits issued by public security and highway administration authorities, and every possible measure will be taken for the avoidance of traffic accidents.

4.2 Ecological Environment impact assessment and Mitigation Measures

4.2.1 Analysis of impacts on Animal and Plant Resources

1. Analysis of impacts on Animal and Plant Resources

(1) In Construction phase Impacts on plant resources in construction stage are mainly the damage of the surface vegetation along the route.

With the field investigation by Inner Mongolia Environmental Sciences Academy, consulting local EPB and information, there are no protection animals and plants species of state and province levels along the route and no important species habitat as well. So there is no negative effect on animals and plants resources along the highway.

(2) In Operation phase When highway is put into operation, afforestation should be taken on both sides of the highway to restore ecological environment.

2. Impact analysis for animals obstruction

The Genhe-Mangui Railway was built in 1960 with the length 178.6km. The Genhe-Mangui Highway is paralleled with the railway for the whole route. The nearest distance between highway and railway is 10 m, the farthest distance is 150m and the average distance is 87.6m. There are 8 pairs of return trains, of which one pair of train for people, one pair of temporary train for people and six pairs of train for goods.

There is little influence for animal obstruction in the project because the highway is paralleled with railway that has been operated more than 40 years.

To decrease the obstruction influence further and be more favorable for animals passing by the highway, the measures are taken as following:

(1).The fundamental for bridges and culverts setup is not to disturb the original channel. The original wood bridges will be rebuilt for they haven’t been repaired for many years. The six big bridges (All will be utilized.), 12 middle bridges (Five of them will be utilized), 49 small bridges and 379 round - pipe culverts are established along the route.

(2). The 30 cover board culverts will be established in high filling of roadbed to reserve activity space of wild animals along the line. The culverts can match the requirement of seasonal drainage and animals passing by the highway.

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4.2.2 Land Use Impact Assessment

In the construction phase, there is some land temporarily used, including taking soil spots, temporary work sheds, houses, stock grounds and so on, which are about 45.93ha, all state-owned forestland.

To choose the temporary land using for taking soil spots, machinery, materials, construction camp, etc. considering the following: 1. Not to occupy farmland, with less vegetation and wild animals and plants in them, 2. Far away from atmosphere sensitive points, 3. Far away from residents and schools so that decreasing effect to local people’s life.

After the construction, land restoration will be taken in these places, so no negative effect will take place to the environment.

Even if the highways construction occupies some land, the value of the land along the highways will increase after constructed and the land use prices as well so as to improve the economy development of whole area.

4.2.3 Soil and Vegetation Impacts Analysis

In the course of the roadbed construction, many cubic meters of earth must be excavated and filled, thus removing huge amounts of fertile surface earth with the subsoil turned up, lowering the nutrient content of the soil, meanwhile damaging the vegetative coverage of the borrowing spots and spoil grounds, and the soil on both sides of the road sections with earthwork of digging and filling also suffering various extents of damage.

Generally, within the 10m scopes on both sides of the road sections, the vegetation suffers more serious damage, the vegetative coverage rate decreasing more than 60% compared with the normal sections, such effects being more serious in sandy area sections. In the area beyond 10m to 50m from the road, the vegetative coverage rate suffers a lighter decrease from lighter damage.

After the completion of the highways, green making work on both sides of the road must be carried out in time, with trees and grass planted. Earth borrowing spots and spoil grounds must be leveled in time with vegetation built and recovered. Such will be favorable for soil vegetation protection and recovery.

4.2.4 Soil Erosion Impact Analysis

The main source of soil erosion being solid discards and earth dreg discards from the highways construction, the volume accounting for about 99% of such soil erosion. Other forms of soil erosion are little, not over 1%.

After the highways project completed, the protecting programs for the embankment, the through cuts and cut slopes are completed at the same time. Via 23 years vegetation growing period of the highway greening programs and other programs for vegetation recovery, the ground surface vegetation recovers, with the soil erosion on both sides of the route basically controlled.

Therefore, after the highways built, so long as the harnessing measures can keep pace with the need, the soil erosion caused by the highway construction will more be lessened.

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4.2.5 Ecological Environmental Mitigation Measures

1. Design phase

(1) In the engineering design, the balance of earthwork and stonework should be reached as far as possible. The amount of soil borrowing shall be as less as possible. And reduce the land occupation area.

(2) To protect landscape along the highway, it is suggested that the soil borrowing yards and soil spoil yards should not be allocated within the fields of vision along the lines and should be allocated on the mountain rear sides, and that soil should be extracted as level as possibly, then the recovery measures should be taken for the vegetation

(3) The protection engineering of the road bases and the drainage engineering of the highway should be rationally designed to prevent soil erosion and water and soil loss.

2. Construction Phase (1)Temporary Acquisition Land To maximize use of wasteland or poor land, and to reduce the occupation of woodland; To properly compensate for any temporary used lands according to the duration of such occupation; Upon completion of construction activities, to clean the land for temporary use and to recover it; To minimize land areas for temporary use.

(2) Soil Recultivation and vegetation restoration Strengthen management during construction phase to decrease destroy of vegetation. Carry out recultivation and restoration of vegetation after construction to acquisition land.

The measures of soil recultivation and vegetation restoration are seen in table 4.2-1. Table 4.2-1 The measures of soil recultivation and vegetation restoration Marker Measure Indication Area (ha) K10+878 Vegetation restoration in prefabricate Scarification, level off, restoration 1.0 K54+977 Vegetation restoration in prefabricate Scarification, level off, restoration 1.0 K74+203 Vegetation restoration in prefabricate Scarification, level off, restoration 1.0 K103+266 Vegetation restoration in prefabricate Scarification, level off, restoration 1.0 K116+061 Vegetation restoration in prefabricate Scarification, level off, restoration 1.0 K161+018 Vegetation restoration in prefabricate Scarification, level off, restoration 0.4 K20+850 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K23+537 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K40+900 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K52+100 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K74+450 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K86+500 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K108+000 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K122+00 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25 K144+000 Vegetation restoration in mixing fields Scarification, level off, restoration 2.25

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K180+740 Vegetation restoration in mixing fields Scarification, level off, restoration 6.76 K206+450 Vegetation restoration in mixing fields Scarification, level off, restoration 6.76 K224+750 Vegetation restoration in mixing fields Scarification, level off, restoration 6.76 Tatal 45.93 (3) Soil spoil and Soil Borrowing measures

To properly arrange longitudinal allocation of subgrade soil work; To borrow soil from highland in case of inadequacy of embankment, but to control the excavation depth; To pave excavation materials in low-lying areas and to borrow soil from highland for facilitating future restoration; Set aside the surface soil temporarily for vegetation restoration after soil borrowing and soil spoil.

(4) The compensation measures of woodlands The total amount of logging trees are 5308, shrub 61.9ha. The compensation of the project needs 114 000 yuan to the owner—Genhe Forest Bureau.

The concrete measure is planting trees of local species along both sides of the highway. The cost is 2.63 million yuan, obtained from the total investment. 3. Operation Phase The routine management work for vegetation recovery along the lines should be undertaken: periodically going on a tour of inspection of vegetation recovery and adapting corresponding remedial measures for the sections with bad recovery situation.

4.2.6 Water and Soil Conservancy

1. Design phase 1) Aiming at the features of the different sections where water and soil loss caused by the highways, the damage to the existing facilities for water and soil conservation shall be as less as possible during the design and construction.

2) Earth borrowing fields and stone quarries shall be set up on wasteland in the design. When fetching sand from riverbeds, the flood carrying safety should not be influenced and the local water administrations should be consulted.

3) In the design of the roadbed, the drainage facilities as well as protective works should be given more attention to and the design of the drainage for pavements should be strengthened to protect the embankment from soil erosion. For the earthwork-excavated section, the drainage design of side ditches should be considered to reduce the water and soil losses.

2. Construction Phase 1) The refuse, earth and stones discarded during the construction shall be filled into the pits nearby and buried up. It is not allowed to discard them in the open at will. The earth and stones should not be heaped up on the upper sloping sides of the cutting or in the filled gullies or valleys so as to avoid severe water and soil loss in case of heavy rains.

2) Measures for water and soil conservation on both side of the highway (1) Grass planting on side slopes of the roadbed The filled embankment is subject to water and soil loss because of loose soil on the side slops. When the fill is low, the side slopes can be directly seeded with plants so that the big root system of the

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Bushes normally are planted in spring and grass seeds sowed well distributed on the slopes before summer. The density of bush planting is one per square meter and the quantity of the grass seeds is 8 to 109 per square meter.

(2) Protective works for the roadbed In order to prevent the side slopes of the roadbed from soil erosion and from being washed, the roadbed shall be protected with laid stones or provided with water retaining walls.

(3) Measures for protection of cuttings They mainly include excavating catch drains on the upper slope of the cutting to decrease the slope runoffs into the excavated slope, in case such runoffs resulting in the erosion of side slopes.

(4) In order to prevent the built-up water on the pavement from carrying away the soil from the roadbed and the primary surface of it, the drainage system shall be built up for the pavement and the roadbed. The drainage ditches should be designed longer so that no water and soil loss would be increased at local place due to the surface soil washout by the drained water.

3. Operation Phase During the service stage of the highway, the works or measures, which have been taken, should be maintained. In sections where soil erosion is caused by build-up of water on the pavement or by improper preventive measures, remedial actions shall be taken immediately. And also timely watering, fertilization and weed eliminating to ensure the proper growth of the plants shall carefully tend the biological measures. The under grown plants shall be reseeded in time and the causes shall be found out.

4.3 Noise Environmental Impact Assessment and Mitigation Measures

4.3.1 Noise Impact in Construction Phase

1. Noise Source Intensity During the construction phase of the Highway, usually used construction work mechanics are power generators, excavators, bulldozers, land levelers, road rollers, paves, cranes and so forth. Analog monitoring result of such main construction Machines is seen in Table 4.3-1.

Table 4.3-1 Main Construction Machines Noise Source Intensity Construction Machine Monitoring Position Noise Level (dB) 1 Power generator 1.0 89.4 2 Road roller 1.0 85.3 3 Land leveler 5.0 90.0 4 Stowage 5.0 89.0 5 Pave 1.0 87.0

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6 Bulldozer 1.0 90.0 7 Excavator 1.0 91.4 8 Crane 1.0 80.1 9 Shovel 1.0 82.1

2. Impact Analysis

The effect of construction mechanical noise on the environment during the construction course is estimated with the following formula adopted: r L = L + 20lg( o ) o r Where in the formula: L— Construction Machines noise source intensity r —Distance from the noise source during LDetermined r —Distance from the noise source to the forecast spot L — Forecast spot noise value

Along with the progressive increase of the relative distance from the construction Machine, its noise level presented progressively decreases. Noise levels at different distances of the main construction Machines are seen in table 4.3-2.

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Table 4.3-2 Noise levels of the main construction Machines

Construction Machine 10m 30m 50m 100m 150m 200m 1 power generator 69.4 59.9 55.4 49.4 45.9 43.4 2 road roller 65.3 55.8 51.3 45.3 41.8 39.3 3 land leveler 84.0 74.4 70.0 64.0 60.5 58.0 4 Stowage 83.0 73.4 69.0 63.0 59.5 57.0 5 Pave 67.0 57.5 53.0 47.0 43.5 41.0 6 bulldozer 70.0 60.5 56.0 50.0 46.5 44.0 7 Excavator 71.4 61.9 57.4 51.4 47.9 45.4 8 Crane 60.1 50.6 46.1 40.1 36.6 34.1 9 Shovel 62.1 52.6 48.1 42.1 38.6 36.1

By the comparison of the estimate with the standard it may be seen, day effecting scopes of various kinds of construction Machines are all within the 50 m. limit, and the noise estimate values outside the 50 m. limit are under 70 dB (A), and that outside the 100 m. limit under 60 dB (A).

At night construction, the Machinery effecting scope is larger. Most construction Machines cannot reach 55 dB (A) until at a distance about 100 m., and those Machines of strong noise intensity as paves, shovel loaders and such only at a distance about 300 m. can their noise reach 55 dB (A).

Construction noise effect is limited in the construction work course. After the completion of the construction, such effect disappears, and construction noise has the features of intermittence and sporadic (such as rammers). If night construction work is inhibited, such construction noise effect on the environment is not serious.

4.3.2 Traffic Noise impact In Operation Phase

Genhe-Mangui highway, the predicted traffic value of 2010 vehicles is 1594 per day and 2320 per day in 2015. Noise prediction was referred to the approaches of “Environmental Impact Assessment Regulation of Highway Construction Projects ” issued by State Communication Ministry.

1. There are 3 residential areas involved in the highway. The highway utilized the existing municipal road in Jinhe Town and Alongshan Town, so not necessary to reconstruct there. In order to reduce the noise effect on the residents in these two towns, the sign and facilities of speed decreasing should be set up at 100m before and after Jinhe Town (K87+300-K88+900) and Alongshan Town (K147+800-K149+800), which would reduce the noise efficiently.

2. The highway will make the round of Mangui Town in the north. There are 10 households distributed and the closest distance is 35m from the highway. The prediction results showed that no noise values exceeded the standards in sensitive points after the highway put into operation due to small traffic volume.

4.3.3 Noise Mitigation Measures

1. Construction Phase

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(1) High-noise equipment shall be stationed 150 m away from sensitive points. If high-noise equipment is less than 50 m away from residential area, night-work (22:00-6:00) is prohibited.

The noise sensitive sites: Jinhe Town (K87+300K88+900), Alongshan Town (K147+900K149+900) and Mangui Town (K207+200K207+900).

(2) The constructors should pay attention to maintenance for the machines and properly operate. The workers should minimize noise of the road building machines.

2. Operation Phase

(1) Strengthen traffic management, and forbidden horn as vehicles passing through sensitive points. The sign and facilities of speed decreasing should be set up at 100m before and after these sensitive points, which would reduce the noise efficiently.

The noise sensitive sites: Jinhe Town (K87+300K88+900) and Alongshan Town (K147+900K149+900).

(2) Strengthen maintenance for the Highway and make the road surface maintained at the best conditions.

4.4 Atmosphere Environmental Impact Assessment and Mitigation Measures

4.4.1 In Construction Phase

During the construction period of the reconstruction Highways, the atmospheric pollution matters come from asphalt smoke and raising dust caused by lime soil mixing and material transportation.

1. The blown dust caused by lime soil mixing During the Highways construction, there are two types of lime soil mixing: road mix and station mix. The road mix is mixing up at the construction site while the foundation construction is proceeding along the new-built Highway. The station mix is mixing up at the station yard according to the Highway construction job specification and then the mixed lime soil will be directly sent to the construction site by vehicles. The environmental influences caused by the two types of mixing up are different. The pollution of road mix moves with the construction sites and it will affect a larger region. The station mix is a concentrated type of mixing up, so its influence of dust raised is relatively concentrated. However, since the mixed lime soil is sent to the construction sites, it will increase the pollution of raised dust. Considering the features of these road sections, we suggest that the road scattered mix be used at the road sections where the density of population is small and the concentrated station mix be used at the road sections near cities or towns. The proper positions should be chosen when the station mix proceeds.

2. The raising dust caused by material transportation The raising dust caused by transportation or building materials is related to the following factors: vehicle speeds, loading, contact area between tires and road, looseness and density of the road surface, and relative temperature, etc. If the vehicles run on a makeshift road, the blown dust will be serious, especially in the dry days of spring or summer. Monitoring results of the blown dust during the Highway construction, on construction conditions are similar, Results shows that the blown dust is rather serious and the region influenced is large. TSP concentration is above 10 mg/m3 until downwind 100 m. So, it is necessary to spray water on the makeshift road.

3.Impacts of asphalt smoke

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Asphalt concrete mixes up at the station and mixing is under seal conditions, so no asphalt smoke occurs.

From the previous analyses, during the construction the influences on atmospheric environment mainly come from the raising dust caused by lime soil mixing and vehicle transport. It is necessary to strengthen the management and arrange the proper mixing place to minimize the dust pollution.

4.4.2 Material Transport Impact Analysis

There are rather many social vehicles along the highways. The transportation of the road building materials may be mainly carried out by means of social commercial transportation.

Trucks transport stone stuff, lime, cement, steels, and timber. The roads for transportation are basically village roads. During the construction of the roadbed, for the longitudinal disposition of the earth, road scrapers, using 8t dump trucks for the long distance conveying of the earth, carry out the short distance conveying. The roads on which the earth-carrying trucks drive are village roads or temporary earth roads.

During the construction of the roadbed, when the earth is transported longitudinally, the dust on the road surface may be raised a lot because the roads are basically village roads or temporary roads. And the environmental problems caused by this should be paid special attention to.

The rather big freight volume of the road building materials may increase the volume of the traffic flow along the transportation line, and in addition, the roads for the transportation are relatively narrow, which may possibly lead to traffic jams even traffic accidents.

In order to control the dust raised up during the transportation of the road building materials and avoid and decrease the traffic jams or traffic accidents, this assessment puts toward the following countermeasure advices:

1. Often sprinkle water on the section of the road used for transporting the earth for the roadbed by dump trucks, and do it at least four times a day in normal conditions; water should also be often sprinkled during the piling construction of the roadbed.

2. Stones and lime-grit mixture should be piled up neatly during loading in order to narrow the wind- blown area and reduce the dust raised up by wind during the transportation. Sprinkling on the surface of the grit is also needed in the transportation in order to reduce the dust raised up during the transportation.

3. Any vehicle carrying toxic, harmful, flammable, explosive and volatile among any other dangerous things should have permissions issued by public security, fire and communications departments.

4.4.3 In Operation Phase

For atmosphere environment in operation phase, the polluting resource is exhaust gas of vehicles with main pollutant of NO2 and CO.

The predicted exhaust gas discharge value will not affect a lot on sensitive spots along the highway in terms of the small traffic volume of 2320 vehicles per day in 2015. The prediction was referred to the approaches of “Environmental Impact Assessment Regulation of Highway Construction Projects ” issued by State Communication Ministry.

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On the other hand, the vehicles pass through the surface of the former sand and stone road, generating fairly strong dust. After the reconstruction, the dust will be reduced due to the improvement of road surface, which will improve the atmosphere environment along the highway.

4.4.4 Air Mitigation Measures

1.Construction Phase (1) In sections with rather low population density, lime- earth mixing will be shatteringly carried out by the road side, while in sections close to cities and towns; the centralized mixing way is used.

(2) Lime-earth mixing fields and bitulith-mixing fields should be located in leeward places 200m away from the sensitive areas of Jinhe Town (K87+300K88+900), Alongshan Town (K147+900K149+900) and Mangui Town (K207+200K207+900)..

(3) Vehicles transporting building materials should be covered and spills should be made as less as possible. The fly ash should be wet transported. The general storehouse and store yards, especially fly ash, should be covered.

(4) On road for transporting building materials and in construction sites, proper watering measures should be taken, especially places near lime-earth mixing stations, the road surface should be promptly cleaned to prevent secondary dust raising.

(5) When vehicles conveying building materials pass through densely inhabited areas or sensitive spots, running speed should be reduced to lessen the influence of dust raising, moreover, in sensitive areas vehicles passing through, rate- limiting signs should be set up.

(6) To centrally mix asphalt concrete in enclosed places, and avoid discharging asphalt smoke.

(7) To locate asphalt concrete batching plants in leeward of residential sites with 200m away.

2. Operation Phase

(1) Considering during the service period in the whole highway line NOx and CO exhausted by the vehicle tail gas will usually not exceed the standard, so strengthening the management and control to make running vehicles on the highway over noise standard would be the main precautions needed.

(2) It is suggested not to build new schools and hospitals within 150 m limits on both sides of the Highway.

4.5 Surface Water Environmental Impact Analysis and Mitigation Measures

Highway construction can be divided into the Construction Phase and Operation Phase. In the construction Phase the water environmental pollution is mainly from sewage discharge of constructors and the SS nearby the construction site of bridges construction. In the Operation Phase, the pollution of the rivers is mainly caused by rain runoff on the highway.

4.5.1 Water Environmental impact in Construction Phase

The following impacts can be produced on river downstream water quality from bridge construction:

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(1) Digging sediment and washing construction materials to construct bridges will make the water turbid. (2) The construction machineries contain oily wastewater that may yield oil pollution of rivers when it is discharged in to the rivers. (3) The sewage and garbage from constructors can be directly discharged into the rivers and pollute the river water if the management is not strengthened. (4) The construction materials such as bitumen, oil and chemicals can pollute the water after being washed by the rainfall if not properly managed.

The effect on water body is in a short term during construction phase. Sufficient management will minimize the effect.

4.5.2 Water Environmental impact in Operation Phase

The rainfall in the region is concentrated from June to August, accounting for 70% of the total annual transpiration. This belongs to high water period with larger water flow. The discharge of initial rainfall into the water body can have some impact on the water quality. The impact should stop as the rain stops therefore belonging to short-term impact.

4.5.3 Water Environmental impact Mitigation Measures

1. Bridges and Culvert Engineering

There are a few rivers along the highways lines to be construction. The construction in the cofferdam method should be adapted to effectively prevent turbid water quality produced by the construction, and construction refuse from falling to the rivers to pollute water bodies.

2. Machine Work

(1) Sewage from construction machines which contains oil should be collected and then treated (collected into waste plastic tanks and then transferred out for treating), and should not be discharged into the water bodies.

(2) The stack sites for the construction materials, such as bitumen, oil materials chemical substances, etc., should be located outside the riverbeds and equipped with canvas for temporarily covering purpose.

3. Construction Camping Grounds

(1) The construction camping sites should not be located beside the water bodies. The domestic sewage produced from the construction camping sites should be centrally treaded, and excrement and urine may be compost-treated and then become a fertilizer for grasslands. It should be absolutely prohibited that they are randomly flooded or discharged into rivers without management.

(2) The sanitation and anti-epidemic work should be enhanced in the construction camping sites during the rain season to prevent disease spreading.

(3) It should be prohibited that the waste stuff and construction materials are discarded and stacked beside water bodies to prevent pollution and block of the water bodies.

(4) Strengthen the management of drinking water safety in construction camp. The chef and workers should take physical examination termly.

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4.6 Analyses for Accident Risks and Mitigation Measures

Genhe-Mangui Highway passes through the plain-gentle-hilly areas, from analyses of geological information, there are low possibilities of mud-rock flow, landslide, land sink which can make serious geological hazard to the Highway.

At the design stage of the Highway, the basic earthquake intensity along the Highway has been checked. For bridge culverts they are earthquake- proof. If any earthquake occurs, these, measures will minimize the influence of earthquake on the Highway.

After the Highway puts into operation, the high car speed may induce traffic accidents. For the vehicles, which transport harmful, poisonous, combustible or explosive cargoes, once an accident occurs, the harmful substances will make a big shock to the environment. Since the risks for danger cargoes are at the sudden traffic accidents, we can take preventive measures through the management means. It is necessary to establish firefighting organs to control any possible accidents in time, with necessary arrangement for specialized persons equipped and have monitoring means provided in order to eliminate and control pollution. For the transportation of danger cargoes, the transport unit should strictly comply with the national or professional norm to operate. For the vehicles, which transport the danger cargoes, it is sure, to have preventive measures and necessary equipment, and those vehicles must have signs of normalization. The specialized persons must be trained and the education on traffic safety for drivers needs to be strengthened. If any traffic accidents of the vehicles, which carry danger cargoes, occur, we will immediately inform the local fire-fighting organs and the department of environment protection. For the potential big pollution failure induced by traffic accidents, we will report step by step. After we take these measures, we think that the risks from transportation of danger cargoes will be lessened.

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Summary Of Environmental Mitigation Measures For Design Phase No. Environmental Issue Mitigation Measures Implementer Supervisor

The lines avoid passing major The lines avoid passing major environmental sensitive sites: Jinhe Town (K87+300K88+900), Alongshan 1 Design Institute Project Office environmental sensitive sites: Town (K148+900K149+800), Mangui Town (K207+200K207+900).

Present draining systems cut across Design Institute, 2 Ought to be rebuilt or reformed in proper way through sufficient consultation with local persons concerned. Project Office or damaged Contractors 1. In the engineering design, the balance of earthwork and stonework should be reached as far as possible. The amount of soil borrowing shall be as less as possible. And reduce the land occupation area. 2. To protect landscape along the highway, it is suggested that the soil borrowing yards and soil spoil yards Ecological Environmental Mitigation should not be allocated within the fields of vision along the lines and should be allocated on the mountain rear Design Institute, 3 Measures sides, and that soil should be extracted as level as possibly, then the recovery measures should be taken for the Contractors vegetation 3. The protection engineering of the road bases and the drainage engineering of the highway should be rationally designed to prevent soil erosion and water and soil loss. 1. Aiming at the features of the different sections where water and soil loss caused by the highways, the damage to the existing facilities for water and soil conservation shall be as less as possible during the design and construction. 2. Earth borrowing fields and stone quarries shall be set up on wasteland in the design. When fetching sand from riverbeds, the flood carrying safety should not be influenced and the local water administrations should 4 Water And Soil Conservancy Design Institute Project Office be consulted. 3. In the design of the roadbed, the drainage facilities as well as protective works should be given more attention to and the design of the drainage for pavements should be strengthened to protect the embankment from soil erosion. For the earthwork-excavated section, the drainage design of side ditches should be considered to reduce the water and soil losses.

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Summary Of Environmental Mitigation Measures For Construction Phase No. Environmental Issue Mitigation Measures Implementer Supervisor Heightening and remove The building units need first to consult with communication departments, fixing substitution lines for the Design Institute, 5 Project Office communication poles lines along the route to be removed before the removal of the original line. Contractors 1.Any waste material resulting from bridge/culvert construction should not be let into the river channel to Construction of Bridge & avoid any impact on the flood discharge capacity or original functions of the river; Design Institute, 6 Project Office Culvert 2.Not to destroy any of the river dykes and not to affect the flood discharge capacity; Contractors 3. To not narrow the original river channel. Underground Cultural 1.To suspend work for the purpose of protecting any discovered cultural relics; Relics to Be Discovered in 2.To report to archaeological departments; 7 Construction 3.To provide cooperation and assistance in archaeological salvation; Contractors Project Office 4. To resume work when archaeological excavation is completed and the archaeological department allows work resumption. 1.To maximize the use of wasteland or poor land, while to minimize the occupation of woodland; 2.To properly compensate for any temporary occupied lands according to the duration of such occupation; 8 Temporarily Used Land Contractors Project Office 3.Upon completion of construction activities, to clean the land for temporary use and to recover it; 4. To minimize land areas for temporary use.

1. To strengthen the management in construction period to reduce the destroy of vegetation. Soil and vegetation 9 2. Soil and vegetation restoration should be done for temporary occupied lands and newly built pavements Contractors Project Office restoration after construction. 1.To properly arrange longitudinal allocation of subgrade soil work; 2.To borrow soil from highland in case of inadequacy of embankment, but to control the excavation depth; Subgrade soil spoil & soil 3.To Pave excavation materials in low-lying areas and to borrow soil from highland for facilitating future Design Institute, 10 Project Office Borrowing restoration; Contractors 4. To put aside the cropped soil temporarily wherever it is necessary to borrow soil from farmland or to place excavation material in farmland, to level and to place back the cropped soil for farmland recovery.

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Summary Of Environmental Mitigation Measures For Construction Phase No. Environmental Issue Mitigation Measures Implementer Supervisor

Design Institute, 11 Woodland restoration Planting on both sides of the highway Genhe-Mangui. Project Office Contractors

1. To bury the dejecta at suitable sites. Domestic Sewage from 12 2. Sewage of constructive camp should be used for afforestration. Contractors Project Office Construction workers 3. To stockpile domestic trash and bury.

Blown Dust due to Lime 1. To centrally mix lime and soil materials; Design Institute, 13 Project Office Soil Mixing 2. To locate lime and soil mixing plants more than 200m leeward of residential sites. Contractors

Blown Dust Arising from 1. To water the surface of the transportation route at least twice in the morning and twice in the afternoon

Building Material (especially in the summer) so as to reduce blown dust; 14 Contractors Project Office Transportation 2. To water and cover the surface of fly ash (or other solid industrial waste) and soil being transported;

3. To cover the surface of cement and lime being transported.

1. Construction material should be stockpiled beyond 200m leeward of any village (or residential site) rather

Construction Material than at windward of any villages; 15 Contractors Project Office Stockpiling 2. To cover the stockpile in case of rainy, snowy and windy days. 3. Both banks of main rivers cannot stack constructive materials.

1. To centrally mix asphalt concrete in enclosed places, and avoid to discharge asphalt smoke. Design Institute, 16 Asphalt Smoke Project Office 2. To locate asphalt concrete batching plants in leeward of residential sites with 200m away. Contractors

1. High-noise equipment shall be stationed 150 m away from sensitive points. If high-noise equipment is less than 50 m away from residential area, night-work (22:00-6:00) is prohibited. 17 Construction Noise Contractors Project Office 2. The constructors should pay attention to maintenance for the machines and properly operate. The workers should minimize noise of the road building machines.

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Summary Of Environmental Mitigation Measures For Construction Phase No. Environmental Issue Mitigation Measures Implementer supervisor

There are a few rivers along the highways lines to be construction. The construction in the cofferdam method Bridge and Culvert 18 should be adapted to effectively prevent turbid water quality produced by the construction, and construction Contractors Project Office Engineering refuse from falling to the rivers to pollute water bodies.

1. Sewage from construction machines which contains oil should be collected and then treated (collected into

waste plastic tanks and then transferred out for treating), and should not be discharged into the water bodies. 19 Machine Work Contractors Project Office 2. The stack sites for the construction materials, such as bitumen, oil materials chemical substances, etc.,

should be located outside the riverbeds and equipped with canvas for temporarily covering purpose.

1. The construction camping sites should not be located beside the water bodies. The domestic sewage

produced from the construction camping sites should be centrally treaded, and excrement and urine may be

compost-treated and then become a fertilizer for grasslands. It should be absolutely prohibited that they are

randomly flooded or discharged into rivers without management.

Construction Camping 2. The sanitation and anti-epidemic work should be enhanced in the construction camping sites during the rain 20 Contractors Project Office Grounds season to prevent disease spreading.

3. It should be prohibited that the waste stuff and construction materials are discarded and stacked beside water bodies to prevent pollution and block of the water bodies. 4. Strengthen the management of drinking water safety in construction camp. The chef and workers should take physical examination termly.

To adopt water-soil conservancy measures are roadside slope protection, cut- slope protection, Highway Design Institute, 21 Water-Soil Erosion shelterbelts making, land restoration and water-soil conservancy measures for both side slope surfaces of the Project Office Contractors Highway.

22 Afforestation Genhe-Mangui Highway planting on both sides. Contractors Project Office

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Summary Of Environmental Mitigation Measures For Operation Phase No. Environmental Issue Mitigation Measures Implementer supervisor

1. Separating facilities will be provided at residential sites, hospital and schools where there are frequent County Highway County transport, public

23 Traffic Safety human activities, and pedestrian crossings will be provided for the purpose of personal safety; Administration and traffic security and environment

2. To forbidden overload of vehicles strictly. police authorities protection authorities

Trucks carrying any toxic, harmful and dangerous matters will be accompanied by permits issued by County Highway County transport, public Dangerous goods 24 public security and highway administration authorities, and every possible measure will be taken for the Administration and traffic security and environment management avoidance of traffic accidents. police authorities protection authorities 1. Strengthen traffic management, and forbidden horn as vehicles passing through sensitive points. The sign and facilities of speed decreasing should be set up at 100m before and after these sensitive points, County transport, public which would reduce the noise efficiently, at sensitive sitesJinhe Town (K87+300K88+900), 25 Traffic Noise Alongshan Town (K148+900K149+800), Mangui Town (K207+200K207+900); Contractors security and environment 2. Strengthen maintenance for the Highway and make the road surface maintained at the best conditions. protection authorities

1. Exhaust discharge monitoring will be strengthened, and any vehicle failing the applicable national County Highway County transport, public standard will not be allowed on the road; 26 Vehicle Exhaust Administration and traffic security and environment 2. It is inadvisable for any new residential site, school, hospital and any other sensitive site to be built in police authorities protection authorities the range of 200 on both sides;

The routine management work for vegetation recovery along the lines should be undertaken: County Highway County environment 27 Eco-environment periodically going on a tour of inspection of vegetation recovery and adapting corresponding remedial Administration authorities protection authorities measures for the sections with bad recovery situation.

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5. The Analysis of Alternative Scheme 5.1 The Analysis of Route Alternative Scheme

5.1.1Introduction of Route Scheme

The route is from southwest to northeast. The main reference points are Jinhe Town, Alongshan Town and Mangui Town. It isn’t possible to choose another route because it is limited by local landform and hydrological conditions, etc. It provides two routing schemes according to the advices of many departments in combination with practical conditions.

The first routing scheme is to build a new route near the original route, straightening the curve. The original one can be as construction pavement and non-automobile cars.

The second routing scheme is straightening the curve on the basis of original route, when necessary

5.1.2 Comparative Analysis of Scheme

The comparative results of the two schemes are seeing in the table 5.1-1.

The first scheme is one kilometer shorter than the second one and the linetype of the first scheme is fairly smooth. The original road is used as construction pavement and non-automobile vehicles, so the disturbance due to construction is little. But the earth and stone work is huge and the occupied area of forestland is large, destroying the growth of vegetation, so it is disadvantageous to ecological balance and environmental protection. Assessment indicator of GDP is rather lower and the investment is very large in the first scheme.

The second routing scheme is straightening the curve on the basis of original route, when necessary and the linetype of the second scheme is smooth, too. The earth and stone work is small and the occupied area of forestland in the second scheme is smaller than that in the first one, so it is beneficial for ecological environmental protection with good social benefits. The estimation of total cost is 433.8974 million RMB, 23.1714 million RMB less than the first scheme.

Above all, the second scheme is better than the first one on the aspects of forest protection and economy. So the second scheme is nominated.

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Table 5.1-1 the comparative results of the two schemes

NO. Indicator Unit First scheme Second scheme

1 Length Km 262.3 263.3

2 Earth and stone work of roadbed 103m3 2302.3 1735.46

3 Drainage and protection engineering 103m3 12.072 12.072

4 Road surface 103m2 1702.12 1709.47

5 Big bridge m/one 234/2 234/2

6 Middle and small bridge m/one 1408.5/65 1408.5/65

7 Culvert 287 287

8 Plane intersection with highway 46 46

9 Plane intersection with railway 8 8

10 Forestland Mu 1180 197

11 Temporary occupied land Mu 689 689

12 Buildings removement m2 0 0

Removed power and telecommunication 13 13 13 equipments

14 Run-up telecommunication equipments 5 5

15 Estimatement total cost 103RMB 457,068 433,897

16 Average cost per kilometer 103RMB 1,736 1,648

5.1.3 The Conclusion of Comparative Scheme

According to the results of above analysis, the second scheme is better than the first one on the aspects of forest protection and economy. So the second scheme is nominated.

The second scheme is adapted in the Environmental Impact Assessment Report.

5.2 The Environmental Impact Assessment before and after the project

The Genhe-Mangui Highway is the fourth level grit road now. Considering lower grade of the road, bad linetype, and bad wood construction materials and not repaired for many years, the normal operation can’t be guaranteed, even though interrupted in bad weathers. It caused serious ecological damage because some drivers drive down the road for convenience.

After the rebuilding project, due to the improvement of the traffic condition, the road can be operated normally so as to avoid the damage to the ecological environments by vehicles, which is beneficial for the local economical development and the environmental protection along the line.

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6. Public Participation 6.1 Scope and Ways of Public Participation

In October and November 2005, after screening environmental factors and finishing draft EIA Inner Mongolia Environmental Science Academy has done social investigation and public participation twice.

On October 10-14, 2005, after environmental screening, the EA group held public consultation meetings in Genhe town, Jinhe town, Alongshan town and Mangui town, with 14, 10, 12 and 13 persons respectively. Most of them are local people.

On November 15-20, 2004, after draft EIA, the EA group held public consultation meetings again in Genhe town, Jinhe town, Alongshan town and Mangui town, with 12, 11, 14 and 13 persons respectively. Most of them are also local people.

Besides local people, the participations of consultation meetings were from the Council representatives, local governors and NOGs along the alignment and we also consulted the following departments: agriculture, forestry, water conservancy and communications about environmental protection.

6.2 Publicizing and Information Disclosure

In October and November 2005, the EIA team involving 5 persons publicized basic circumstances of the project along the route with such contents as: 1) The reconstruction highway location; 2) Possible environmental impact; 3) Possible influence from highway construction; 4) proposed adopted environment mitigation measures, etc. The publicizing was carried out by two methods as door-by-door introduction and material sending. All the participants gave out their opinions actively, which shows a positive attitude to the highway constructions.

In the first ten days of November 2005, on the basis of the initial draft of the EA, we had face-to- face investigations with 39 persons at impacted areas. All the contents publicized and realized contain the following: 1) Adverse impacts of the highway; 2) EP measures to be taken; 3) public views on our measures. They all paid great attention to the project construction because they are closely related to their own interests.

In addition, an advertisement for EIA information disclosure was put on the Hulunbeier Daily (a local newspaper) on November 16, 2005, in order to let affected groups, local NGOs and individuals know the public consultations and information disclosure. At the same time, the advertisement publicized the phone number for information consultation and address of showing the EA report.

The information of public investigation meeting was issued on November 16, but no one was present in the meeting on November 20, which means the public didn’t oppose the construction.

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6.3 Questionnaire Findings and Analysis

The form of public participation is sending questionnaires. 200 questionnaires were sent to residents, mass groups and the staff of some units along the highway in November 2005, and collected 197 back, the rate of feedback is 98.5%. The statistics of these people are seen in following table 6.3-1

Table 6.3-1 The statistics of the representative Age Knowledge background Nationality

Item Over Elementary Junior High Junior 18-35 36-60 Han Mongolia other 61 school school school college people 65 124 8 5 103 53 29 177 13 7

Rate % 32.99 62.94 4.07 2.54 52.28 26.90 14.72 89.85 6.60 3.55

The statistics show that the representative match with the practical situation along the highway. They are typical group in such area.

The results of public participation is as following table6.3-2.

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Table 6.3-2 Results of questionnaire

No. Questions Answers People Rate (%

Agree 189 95.9

1 Do you agree to construct the project? Not agree 0 0.0

Don’t know 5 2.5

Agree 186 94.4

2 Do you agree the scheme of the route? Not agree 0 0.0

Don’t know 11 5.6

The role of the project in the local Beneficial 186 94.4

3 economy development Adverse 0 0.0

Don’t know 10 5.1

Beneficial 185 93.9 Project construction for raising your 4 Adverse 0 0.0 living standard Don’t know 8 4.1

Yes 61 31.0 Do you know the policy of highway 5 A little 59 29.9 construction and compensation? No 69 35.0

Noise 81 41.1

6 What influence is biggest to you tail gas of vehicles 64 32.5

Dust 41 20.8

Accept 149 75.6 Can you accept the environmental 7 Not accept 0 0.0 impact in construction period Doesn’t matter 43 21.8

Afforestration 177 89.8 Which measure do you suggest 8 Noise barrier 0 0.0 decrease the effect to the environment? Far from villages 24 12.2

With 197 questionnaires feedback, 95.9% of those supported this project, and no one is opposite. 94.4% of those agreed with the layout of the route, and no one is opposite as well. 93.9% of those considered the project will improve their living quality, and almost all of them thought the project will promote the local economic development. 6.4 Summary of Public Participation

The suggestion is summarized as following:

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1. Reduce the temporary occupation area in construction period, and compensate reasonable for such occupation if necessary.

2. Strengthen environmental protection management in constructive phase: reduce the areas of vegetation destroy; control the vehicles to avoid destroying woodland; taking restoration measures of vegetation at borrowing sites and discarding sites.

3. The ecological environment along the line is fairly good, so the protection for the entironment is very important in the construction of the project.

The design of the project will take into account seriously these suggestions. When the public knew the environment protection measures taken in the project, they had no opposite opinions for the project.

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7. Environmental Management Plan and Monitoring Plan 7.1 Environmental Management Plan

Environmental protection management agencies, personnel and environmental management networks for construction and operation phase of the project are illustrated in Figure 7-1.

Inner Mongolia Communications Department

The LRIP Construction Office

Genhe to Mangui Highway Project Office, 2 persons

Figure 7-1 Environmental management, agencies and personnel network

In construction phase, the LRIP Construction Office under Inner Mongolia Communications Department (IMCD) will be administrated environmental management. Environmental Protection Agencies for each highway have already been set up with a staff of 2 persons.

The environmental terms of reference of these agencies includes: z To develop environmental work plans and to be in charge of implementation surveillance and routine management of environmental measures exercised in construction activities of highways; z To distribute environmental monitoring assignments devoted to construction and operation periods of highways; z To investigate and deal with any traffic pollution events occurring on highways; z To undertake environmental management of highways; z To deal with public charges and accept the surveillance of local environmental protection agencies.

During construction period, a Project Management Office for Genhe-Mangui will be set up with fulltime personnel to manage routine environmental work and supervise the accomplishment of each environmental protection measures. After the LRIP building up, Highway Project Office will be changed into Highway Management Office with original Environmental Protection Agencies and personnel, which administrate environmental protection work for each section of the highway in operation period.

Suggest each contractor to appoint a full time person engaged in environmental protection.

7.2 Environmental Monitoring Program

Environmental monitoring plan is seen Table 7.2-1, Table 7.2-2 and Table 7.2-3

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Table7.2-1 Environmental Monitoring Plan (Social and Ecological)

Environmental Item Major Technical Demand Institutions Sponsor Element

Traffic 1. Content: To investigate the traffic situations in mainly sections Local Traffic

situations of highways Project Office Bureau C o

n 2. Frequency : random. s

Social t r u

c Cleaning up 1. Content: after construction, to check environmental restoration Local t i Environments o n the work of work sites completely environmental Project Office sites 2. Monitoring time: after construction protection

bureau

1. Construction Phaseto check environmental mitigation Project Office, Local

measures implemented Local environmental Soil and 2. after construction : environmental protection Vegetation 1) Content:Investigation of vegetative restoration monitoring bureau Restoration 2Monitoring Elementsland restoration rate, coverage rate station

3Frequency within 3 years after construction, 2/year.

1. Construction Phase: to check each afforestation engineering Project Office, Local

Ecological 2. Construction completed: construction environmental

Environment Afforestation 1) Content: growth situations units protection

2)Monitoring Elements: survival rate, amount of growth bureau

3) Frequency: within 3 years after planted, 2/ year

Water-Soil 1.Construction Phase: to check the Water-soil conservancy Project Office Local

conservancy measures environmental

2. After construction : Water-soil conservancy effect protection

bureau

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Table 7.2-2 Environmental Monitoring Plan ( Noise ) Sampling Phase Monitoring Location Items Frequency Duration Institutions Sponsor time

C Jinhe Town o n

s Project t (K87+300K88+900), r u c

t Alongshan Town Monitoring Office i o Noise 1/month 1 day 2/d n (K148+900K149+800), Stations P h a

s Mangui Town e (K207+200K207+900) E

Jinhe Town n O E v i a p r c e o (K87+300K88+900), n Provincial h r n i a g m i t n h i o e Roads & Alongshan Town t Monitoring d t n n i a m t 2Year 1d P a y l e h (K148+900K149+800), Stations Highways a N a n s o d e

Mangui Town i Bureau s e (K207+200K207+900)

Table 7.2-3 Environmental Monitoring Plan (Air quality)

Phase Monitoring Location Items Frequency Duration Sampling time Institutions Sponsor

Jinhe Town C o n

s (K87+300K88+900), t r u c

t Alongshan Town Monitoring Project i o

n TSP 1/month 1 day Construction

P (K148+900K149+800), Stations Office h a s e Mangui Town

(K207+200K207+900)

Jinhe Town M ( P H T i r O n o o E i w n g p v J 7:00 n o i h e (K87+300K88+900), i a v t n r w o n t i a c i r r u a t i m o i a i a n y o NO 10:00 n r 2 l

Alongshan Town e g s n y m s R B

5 days S P & e a o t u n h a a

CO y 14:00 r

(K148+900K149+800), t a J d t e e a i u s s o a a l e l u r n y & s Mangui Town ) 18:00 (K207+200K207+900)

7.3 Report System for Monitoring

Diagram is shown in the following block.

Inner Mongolia Bureau IMCD of Enviroment Protection The World Bank

Project office for LRIP Local Bureau of Enviroment Protection

Local Environment Station of Inner Mongolia Environmental Sciences AcademyMonitoring 65 and Measurement

Environmental Impact Assessment Report

The local stations of environment protection will submit their reports after finishing monitoring and measurement each time and report to the higher-ups step by step.

Every February, Inner Mongolia Communications Department provides the Annual Environment Monitoring Report to World Bank.

7.4 Environmental Cost Estimate

Environmental facilities investment estimation is seen as table 7.4-1.

Table 7.4-1 Estimation Table of Environmental Facilities Investment No Mitigation Measures Cost 103 yuan Source of funding

1 Water and soil conservation measures 5266 (20×103 Yuan /km×263.3km)

Vegetation restoration for temporary 2 1148 (25×103 Yuan /ha×45.93ha) occupied land From the total investment of the Restore the vegetation at soil borrowing 3 1875 (25×103 Yuan /ha×75ha) project sites, soil spoil sites and material stations

4 Afforestation 2633 (10×103 Yuan /km×263.3km)

5 The removement 2059

From the total investment of the 750 (15/ Yearconstruction phase 2 6 Cost of Monitoring project in the construction period, year Operation Phase 3 year ) while as the cost in operation stage.

400 (including domestic and From engineering cost of the 7 Cost of Training international training) project.

8 Total 14131

The total investment is 433.9million yuan, of which the cost of environmental protection measures is 14.13 million yuan, 3.26% of the total investment.

To ensure implementation of those environmental facilities, we suggest: 1. At the bid of the project, mitigation measures should be contained in the content of bid document. 2. Specify the content of mitigation measures in the contract.

7.5 Personnel Training

1. The full-time environmental protection administrators should be organized by the Traffic Department under The government of Inner Mongolia Autonomous Region to receive centralized training. This training is mainly held in our country, selecting a province or city with well-developed traffic for learning its advanced knowledge and experiences in the respect of environmental protection for the highway construction and management. After passing the training, they will be

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2. The part-time environment protection administrators during the construction course will receive the centralized training organized by the Inner Mongolia Highway Bureau. They major in the management and supervision of the environment protection during the construction.

3. Before construction, project office will organize to train part-time engaged in environmental protection.

4. Before construction, all workers will be trained for environmental protection by project office.

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8. Assessment Conclusion 1. The Highway Improvement Program will improve local transportation conditions, bringing considerable social and economic benefits for these areas, also playing important roles in promoting development of the local resources, making the overall economy in these areas rapidly develop, enhancing the unity among the nationalities in the minority area and making the society stable, increasing income for the people living in the poor areas along the highway and reducing poverty, as well as developing local tourism.

2. According to the initial investigation, along the reconstruction project route, there are no cultural relics found in the construction. If any cultural relics found in the construction, the building work must be interrupted with the cultural relics control departments noticed. The building work must not continue until the excavation and arrangement are completed. The project construction will not produce effects on the cultural relics concerned along the route.

3. The project is to widen and improve the original road, only occupying a little area of state forestland. As to the issue of acquisition land, special agency and personnel was set up to arrange in terms of according implementation plan, but such work is not heavy.

4. The occupied land is little, so the highway doesn’t influence the local land utilization. By the operation of the highway, the utilization value of land will increase when the highway is finished.

5. The original highway that is paralleled with railway has been operated many years and the ecological environment is hypo-trees along the road. Due to human activities in many years, the species of plants and animals are familiar and no rare species along the road. The project will not influence the wild plant s and animals along the line.

6. Natural protection area of natural, provincial and municipal levels isn’t involved in the project as well as wetland and habitat. So the project will not influence such places.

7. The vegetation destroyed by construction and the ground surface destroyed by borrowing soil and spoiling soil will lead to water and soil erosion in construction period. Taking the measures of environmental protection will be beneficial for water and soil conversation along the line. It will improve ecological environment along the highway after afforestration and vegetation recovery.

8. The present noise environment is quite well along the highway. There aren’t out of standards in monitoring points according to the monitoring results.

9. Some measures will be taken to reduce the noise impact for near residents because the noise from machine is very great in construction period. In operation period, there aren’t out of standards in sensitive points due to less traffic volume.

10. The present atmosphere environment is fairly good along the highway. Monitoring results indicate all concentration values well very small, not exceeding the standards. The capacity of environment of TSP, NO2, CO is great.

11. The dust caused by construction will affect the areas near the construction sites along the highway. Some measures will be taken to reduce the dust impact in construction period. In operation period, the concentration values of pollutants by vehicles’ taigas aren’t out of standard at sensitive points of both sides of the highway. So the environmental impact is little.

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12. The environment protection measures that are brought forward in environment impact assessment report should be implemented in design period, construction period and operation period. Disadvantageous effect will be eliminated after the measures will be implemented.

13. The people related to the project are positive to the construction of the project. Almost all of them support the project, no people opposing the project.

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TABLE OF CONTENTS 1. GENERAL------1 1.2 AIMS OF WORKING OUT THE PROJECT ------2

1.3 BASIS FOR WORKING OUT THE REPORT ------2

1.4 ASSESSMENT SCOPE AND STANDARD ------2 1.4.1 Assessment Scope ------2 1.4.2 Assessment Standard------2

1.5 SECURITY POLICY OF WORLD BANK ------3

1.6 ENVIRONMENTAL SENSITIVE SITES------4 2. GENERAL DESCRIPTION OF PROJECT------8 2.1 THE LOCATION OF THE PROJECT------8

2.2 THE PURPOSE OF THE PROJECT------8

2.3 THE CONTENT OF THE PROJECT ------10 2.3.1 Present Condition of Highway------10 2.3.2 Reconstruction Standards------11 2.3.3 Main Engineering and Technical Standards ------11 2.3.4 Vehicle Volume Forecast------12 2.3.5 Occupied lands------12 2.3.6 Temporary used land------12 2.3.7 Construction Period of the Project ------13 2.3.8 Construction Materials------13 2.3.9 Establishment soil borrowing station and material station------14 2.3.10 Technical grades ------14 3. PRESENT ENVIRONMENTAL DESCRIPTION ------16 3.1 NATURAL ENVIRONMENT------16 3.1.1 Geographic Location ------16 3.1.2 Landform and physiognomy ------16 3.1.3 Climate and Meteorology ------16 3.1.4 Hydrology ------16 3.1.5 Land type and utilization ------16 3.1.6 Distribution of Towns along the highway------16

3.2 PRESENT SITUATION OF SOCIAL AND ECONOMIC ENVIRONMENT------17 3.2.1 Present conditions of social and economic------17 3.2.2 Present traffic conditions ------19 3.2.3 Economic framework and industry distributing------19 3.2.4 Living quality ------19 3.2.5 Employment ------19

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3.2.6 Education, culture and public health------19 3.2.7 Tourism ------19 3.2.8 Cultural relics ------19

3.3 PRESENT ECOLOGICAL ENVIRONMENT ------20 3.3.1 Present landscape condition------20 3.3.2 Present vegetation condition ------20 3.3.3 The Types of Vegetation ------26 3.3.4 Propagation Resource ------26 3.3.5 Types of Soil ------27

3.4 CONSERVATION AREA------27 3.4.1 Introduction of Natural Protection Area in Genhe City ------27 3.4.2 The relative location between the highway and the natural protection area------29

3.5 HABITAT------29

3.6 STATUS OF NOISE ENVIRONMENTAL IMPACT ------29 3.6.1 Research of Noise ------29 3.6.2 Noise Monitoring ------29 3.6.3 Monitoring Results and Assessment ------30

3.7 STATUS OF AIR ENVIRONMENTAL IMPACT ------31 3.7.1 Air Monitoring ------31 3.7.2 Assessment of Air Quality ------32

3.8 STATUS OF SURFACE WATER QUALITY ------33 3.8.1 Distribution of Surface water ------33 3.8.2 Monitoring Period and Frequency------33 3.8.3 Monitoring Items and Analysis Methods------33 3.8.4 Monitoring Results ------33 4. ENVIRONMENTAL IMPACT ASSESSMENT AND MITIGATION MEASURES------35 4.1 SOCIAL-ECONOMIC IMPACT ASSESSMENT AND MITIGATION MEASURES------35 4.1.1 Social Impact Assessment------35 4.1.2 Economic Impact ------38 4.1.3 Cultural Relics and Historical Sites ------38 4.1.4 Social Environment Mitigation Measures------39

4.2 ECOLOGICAL ENVIRONMENT IMPACT ASSESSMENT AND MITIGATION MEASURES ------40 4.2.1 Analysis of impacts on Animal and Plant Resources------40 4.2.2 Land Use Impact Assessment------41 4.2.3 Soil and Vegetation Impacts Analysis ------41 4.2.4 Soil Erosion Impact Analysis ------41 4.2.5 Ecological Environmental Mitigation Measures ------42

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4.2.6 Water and Soil Conservancy------43

4.3 NOISE ENVIRONMENTAL IMPACT ASSESSMENT AND MITIGATION MEASURES------44 4.3.1 Noise Impact in Construction Phase ------44 4.3.2 Traffic Noise impact In Operation Phase ------46 4.3.3 Noise Mitigation Measures------46

4.4 ATMOSPHERE ENVIRONMENTAL IMPACT ASSESSMENT AND MITIGATION MEASURES ------47 4.4.1 In Construction Phase------47 4.4.2 Material Transport Impact Analysis ------48 4.4.3 In Operation Phase ------48 4.4.4 Air Mitigation Measures------49

4.5 SURFACE WATER ENVIRONMENTAL IMPACT ANALYSIS AND MITIGATION MEASURES------49 4.5.1 Water Environmental impact in Construction Phase ------49 4.5.2 Water Environmental impact in Operation Phase------50 4.5.3 Water Environmental impact Mitigation Measures------50

4.6 ANALYSES FOR ACCIDENT RISKS AND MITIGATION MEASURES ------51 5. THE ANALYSIS OF ALTERNATIVE SCHEME ------57 5.1 THE ANALYSIS OF ROUTE ALTERNATIVE SCHEME ------57 5.1.1Introduction of Route Scheme------57 5.1.2 Comparative Analysis of Scheme ------57 5.1.3 The Conclusion of Comparative Scheme ------58

5.2 THE ENVIRONMENTAL IMPACT ASSESSMENT BEFORE AND AFTER THE PROJECT ------58 6. PUBLIC PARTICIPATION------59 6.1 SCOPE AND WAYS OF PUBLIC PARTICIPATION ------59

6.2 PUBLICIZING AND INFORMATION DISCLOSURE ------59

6.3 QUESTIONNAIRE FINDINGS AND ANALYSIS ------60

6.4 SUMMARY OF PUBLIC PARTICIPATION ------61 7. ENVIRONMENTAL MANAGEMENT PLAN AND MONITORING PLAN------63 7.1 ENVIRONMENTAL MANAGEMENT PLAN ------63

7.2 ENVIRONMENTAL MONITORING PROGRAM ------63

7.3 REPORT SYSTEM FOR MONITORING ------65

7.4 ENVIRONMENTAL COST ESTIMATE ------66

7.5 PERSONNEL TRAINING------66 8. ASSESSMENT CONCLUSION ------68

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