SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT
CHANGCHUN-HARBIN EXPRESSWAY PROJECT
IN THE
THE PEOPLE’S REPUBLIC OF CHINA
July 1998 CURRENCY EQUIVALENTS (as of 20 April 1998)
Currency Unit — Yuan (Y) Y1.00 = $0.1208 $1.00 = Y8.3
ABBREVIATIONS
CO — Carbon Monoxide COD — Chemical Oxygen Demand EA — Executing Agency EIA — Environmental Impact Assessment EOC — Edge of Carriageway GDP — Gross Domestic Product HPCD — Heilongjiang Provincial Communications Department HHEC — Heilongjiang Hashuang Expressway Corporation HRI — Heilongjiang Scientific Research Institute for Environmental Protection JPCD — Jilin Provincial Communications Department JPEC — Jilin Provincial Expressway Corporation LARP — Land Acquisition and Resettlement Plan MOC — Ministry of Communications NH — National Highway NNU — Northeast Normal University, Changchun NOX — Nitrogen Oxides PRC — People’s Republic of China SEIA — Summary Environmental Impact Assessment SEPA — State Environmental Protection Administration SOEs — State-Owned Enterprises TSP — Total Suspended Particulate
WEIGHTS AND MEASURES oC — degree Celsius dB(A) — decibel A (audible decibel) mte — medium truck equivalent mu — land area unit (1 mu = 666m2 ; 15.01 mu = 1 hectare) sec — second
NOTES
In this Report, the symbol ”$” refers to the US dollar. CONTENTS
Page
MAPS ii
I. INTRODUCTION 1 II. DESCRIPTION OF THE PROJECT 1 III. DESCRIPTION OF THE ENVIRONMENT 2
A. Physical Environment 2 B. Ecological Environment 5 C. Socioeconomic Environment 6
IV. SOCIOECONOMIC IMPACTS 8
A. Resettlement 8 B. Air Quality 10 C. Noise 11 D. Topography, Geology and Soils 12 E. Groundwater 14 F. Surface Water 14 G. Flora and Fauna 16 H. Risk Analysis 17
V. ALTERNATIVES 17 VI. BENEFIT-COST ANALYSIS 18 VII. INSTITUTIONAL ARRANGEMENTS AND ENVIRONMENTAL MONITORING 18 VIII. PUBLIC INVOLVEMENT 19 IX. CONCLUSIONS 19
APPENDIXES 21 I. INTRODUCTION
1. This summary environmental impact assessment (SEIA) has been prepared for the proposed Changchun-Harbin Expressway Project in the People’s Republic of China (PRC). EIA reports were prepared separately for the Heilongjiang and Jilin Province components by the Heilongjiang Scientific Research Institute for Environmental Protection (HRI) and the Northeast Normal University (NNU) in Changchun, and were approved by the State Environmental Protection Administration (SEPA) on 4 June 1998 and 11 June 1998, respectively. This SEIA contains the findings and recommendations of both EIAs and is also based on (i) discussions with the principal authors of the EIA reports, (ii) field visits along both sections of the proposed expressway, and (iii) discussions with environment sector agencies1 in Changchun and Harbin.
2. The EIA reports were prepared using methodologies consistent with relevant guidelines set out by SEPA and the Ministry of Communications (MOC). This is a widely accepted practice in environmental assessment for projects partially funded by international financial institutions such as the Bank.
II. DESCRIPTION OF THE PROJECT
3. At present, the main roadway linking the southern provinces of the PRC with Jilin and Heilongjiang is the National Highway (NH) 102. Given the broad mix of traffic, varying vehicle speeds, and many intersections, congestion is high, and delays occur frequently, significantly reducing the efficiency of interprovincial road transportation. The proposed Project, divided into two administrative components, consists of a 263-kilometer (km), four-lane, divided, restricted access toll road, with 14 interchanges and 3 large bridges. The portion through Heilongjiang will be 102 km including a ring road section around Harbin, and the Jilin portion will be 161 km including two ring road sections at Changchun. In general, the road will be a raised alignment from 3.2 to 3.5 meters (m) above grade, with a 28 m wide roadbed at the subgrade level, a 50 m wide cleared construction area, and a 400 m wide impact zone.2 The estimated average daily traffic volume3 in 2002, the year the section in Heilongjiang Province is scheduled to be opened, will reach 7,300 medium truck equivalents (mtes) per day; for the section in Jilin Province the estimated daily volumes in 2003, the inaugural year, will be 9,500 mtes per day.
4. The current implementation schedule calls for the section in Heilongjiang Province to be built between 1999 and 2002 and the section in Jilin Province to be constructed between 1999 and 2002. The Project cost is estimated at about $929 million equivalent (Heilongjiang: $398 million equivalent, Jilin: $531 million equivalent). It is estimated that 12,500 to 15,000 person-years of labor will be required annually for the construction of Heilongjiang and Jilin road sections, respectively. This means that more than 25,000 people could be working on the Project at any one time. Given this schedule, forecast years for air quality and noise predictions were established as 2002, 2010, and 2020 for both provinces.
1 Agencies in Heilongjiang and Jilin were the provincial environmental protection bureaus and the provincial communications departments.
2 Cleared construction area refers to the area 25 m on either side of the alignment centerline; the impact zone refers to the area 200 m on either side of the alignment centerline, where effects of the project are assessed. Water effects extend for 500 m downstream.
3 The average annual daily traffic volume was calculated for medium truck equivalents (mtes), i.e., small trucks, rather than cars, given that the former is the major vehicle type using the road. 2
5. The Heilongjiang Hashuang Express Corporation (HHEC), which was established on 23 March 1998 as a limited liability company wholly owned by Heilongjiang Province through the Heilongjiang Provincial Communications Department (HPCD), will be the Executing Agency (EA) responsible for both the construction and operation of the Heilongjiang section of the Project expressway: the Hashuang Expressway.
6. The Jilin Provincial Expressway Corporation (JPEC), a limited liability company wholly owned by Jilin Provincial Communications Department (JPCD), will be the EA responsible for both the construction and operation of the Chang Lin Expressway: the Jilin section of the Project expressway. JPEC is headed by a general manager who is also one of the vice-directors of JPCD. The construction of the expressway will be organized by JPEC’s construction management office, while operation will be undertaken by JPEC’s Expressway Administration Office, which also reports to JPCD. JPEC is already responsible for operation and management of three existing expressways in the province, including the Bank-assisted Changchun-Siping Expressway. Each expressway is operated as a separate profit center within the Expressway Administration Office of JPEC.
III. DESCRIPTION OF THE ENVIRONMENT
A. Physical Environment
1. Meteorology
7. Heilongjiang and Jilin provinces have similar climates, with Heilongjiang being slightly (1-2 degrees Celsius [oC]) cooler all year round, particularly during the fall and spring. Reflecting the conditions of a northern temperate continental climatic zone, the Project area has up to six months of freezing or below freezing temperatures and snowfall ranging from 16-25 centimeters (cm). Other than during the short monsoon summers (June-August), when rainfall is as high as 190 millimeters per month, the area is dry and windy (4-9 m/second) with predominant weather coming from the south-southwest and southwest. The ground is frozen from November through March, to an average depth of 1.8 m. Given these meteorological conditions, planning for intensive high-volume storm runoff will be crucial to avoid erosion and related problems.
2. Topography, Geology, and Soil
8. The Project area in both provinces passes through the Eastern Songnen (Songliao) Plain, a gently rolling area covered in thick fertile loamy soils, with elevations above sea level from 150 to 200 m. The proposed expressway corridor has a gently rolling topography, with slopes of no more than 5 percent, aside from the river valleys, where erosive forces have carved out steep valley walls (e.g., the south shore of the Lalin River). Large alluvial deposits are scattered throughout the area, reflecting an earlier wetter climate and the fact that the watersheds of three large rivers are found within this area. Soils are 5-33 cm thick, and in the more fertile agricultural areas they are 40-60 cm deep; they are the continuation of the fine Loessal Plain material. The high humic content in soils makes them susceptible to water and wind-induced erosion. In both provinces, soil loss has been estimated to be about 8 tons/hectare (t/ha), considered acceptable in the region.
9. The area's many low hill formations, nearly all under cultivation, are the primary source of the road fill material. Under the thick topsoil layer, they contain mud; fine and coarse sand extends from 1-20 m below the surface. The rivers that the proposed expressway will 3
cross have left large alluvial deposits, highly susceptible to erosive forces, such as rain and wind, acting on any exposed and unprotected slopes.
3. Surfacewater
10. Surface waters in the expressway corridor are all within the Songhua River watershed. It is one of the northeast PRC's largest rivers and drains toward northeast through Russia, into the northern Sea of Japan. The Ashi, Yunlian, Lalin, 2nd Songhua, and Yinma are all tributaries of the Songhua. The selected alignment will cross five rivers, all with year-round flows. Ambient water quality data for these rivers are shown in Table 1.
Table 1: Average Water Quality Conditions During the 1997 Summera Province River Name pH Oil Lead COD [milligram/liter (mg/L) (mg/L) (mg/L)] H Ashi (Class IV) 7.47 0.03 0.002 19.50 H Yunlian (Class IV) 8.00 0.03 0.002 19.25 H Lalin (Class III) 7.20 0.03 0.10 14.50 J 2nd Songhua (Class III) 7.35 0.66 0.13b 21.85 J Yinma (Class III) 7.85 0.14 not measured 7.90 CIass III/IV Standardc 6.5 - 8.5 0.05/1.0 0.05/0.1 15.0/20.0 COD = chemical oxygen demand, H = Heilongjiang, J = Jilin, L = liter, mg = milligram a Collected at stations 500 meters downstream of the river crossings of the proposed expressway. b Based on a 5-year average, obtained from the Jilin provincial monitoring centers. c Based on China’s regulation GB 3838 - 88 - Surface Water Quality Standards. Source: PPK Environment of Infrastructure Pty. Ltd., 1988.
11. In Heilongjiang Province, all rivers are class III (for municipal drinking water with treatment) or IV (water that can be used for industrial purposes), indicating a severe state of degradation. Chemical oxygen demand (COD) levels exceeded the PRC's standard for class IV in the Lalin River, but were just below the standard in the Yunlian and Ashi rivers, both class IV waters. Oil and lead levels were well below the class II standards in the Yunlian and Ashi, but were twice the standard in the Lalin.
12. In Jilin, both the 2nd Songhua and the Yinma River are class III waters. COD, oil, and lead levels in these waters exceeded the accepted levels. For the Yinma River, COD levels at the time of sampling did not exceed the standard. Based on an average of five years of data, lead levels in the waters exceeded class IV standards. These data suggest that both rivers may very well have degraded to class IV conditions. While these findings suggest that the rivers are already of such poor quality that the Project will not make them significantly worse, construction might in fact improve local conditions by controlling local erosion and directing field-fertilizer runoff into the rivers.
4. Air Quality
13. In Heilongjiang Province, air quality conditions were for the most part very good with nearly all values from 11 stations falling within PRC ambient air quality standards for the 4
sampling area.1 Total suspended particulate (TSP) levels were exceeded at four locations during the short sampling period. Lead levels exceeded the standard only at Quinlao Tun station. The overall low contamination levels are reflected in the fact that the area is primarily rural and open agricultural land, with few roads where mechanized vehicles can travel.
14. In Jilin Province, the stations were evenly distributed along the entire proposed alignment, whereas for Heilongjiang 8 of the 11 stations were located along the Harbin bypass portion of the new alignment. TSP values ranged from 0.168 to 0.396 milligrams/cubic meter (mg/m3) (the ambient air standard is 0.30 mg/m3), with Anlongxingzhun Station’s levels exceeding these values by almost 30 percent. Lead levels in the air were not measured in Jilin Province, but conditions there are probably similar to Heilongjiang Province, namely: levels 63 to 85 percent below the acceptable maximums.
5. Noise
15. Aside from the areas in urban Harbin and Changchun (certain sections around the ring road), the alignment passes through productive farmland planted with corn, sorghum, and some vegetables. Ambient noise is quite low; therefore, expressway noise could be highly intrusive.
16. In Heilongjiang seven sampling stations, located at sensitive features such as schools and commercial enterprises, were used to monitor noise. Five of these stations were within the first 30 km of the road. Daytime noise levels at 30-120 m from the edge of the carriageway (EOC) at all stations were 40-68 decibel A (dB[A]) in the daytime to 24-55 dB(A) at night. Only the Sugar Institute station had a dB(A) value minimally exceeding the 60 dB(A) standard for commercial/residential areas. Nonmechanized rural areas normally have the level of 38-43 dB(A), making the Project area noisy in relative terms, but well below noise levels permitted in rural residential and farming areas (55 dB[A] during the day and 45 dB[A] at night) that cause human discomfort or health problems.2
17. Along the section in Jilin Province, 34 noise-sensitive sites were identified, and ranged from villages within 70 m of the EOC to schools within 100 m of the EOC. It was also determined that more than 27,900 people live and work within the 400 m wide noise impact zone. Six noise-sampling stations were established between km 2 and km 139. Mishazi station was located near NH 102 and the Hada railway line crossing, and represented "with traffic" roadside noise conditions. Lowest daytime levels of 29.4 dB(A) were recorded at the Zhaoyantun school located 150 m from the right-of-way. Overall average daytime values for the other sites was 45-50 dB(A) and at night ranged from 29 to 34 dB(A), all well within the PRC's limits for sensitive and residential sites. These data suggest that, with the exception of the Mishazi site, noise levels along the proposed alignment are low, or at least within the PRC standard for rural areas.
B. Ecological Environment
1. Flora and Fauna
18. Both provinces have very high population densities and intensive agriculture; hence, much of the natural flora and fauna for the entire length of the corridor has already been
1 SEPA, 1996. “Ambient Air Quality Standards, GB3095-96”. 2 SEPA, 1993. “Noise Standard for Urban Areas, GB3096-93”. 5 severely altered from wild lands to productive agricultural tracts. There is no sensitive habitat anywhere along the corridor. Common birds in the region are the swallow, magpie, various sparrows, and the Asian crow.
19. In Heilongjiang Province, aside from the area around the Lalin River bridge, the section has no sites with sensitive flora or fauna due to the intensive farming in Heilongjiang, and the practice of capturing and eating all wildlife including small songbirds. Few natural vegetation areas exist in the river floodplain. These have all but been removed through shoreline sand mining. As in the section in Jilin Province, the wildlife is restricted to a few small mammals such as rabbits, Mongolian hares and voles, a few reptiles and amphibians (herptiles), and migrating birds that visit the river basins. While none were actually enumerated, local farmers confirmed their presence. It is safe to say that they are all stressed populations. The tree shelterbelts in Heilongjiang abound and form the principal means for the regeneration of the natural ecosystem of the province; as such they must be treated with great sensitivity by the Project contractors.
20. In Jilin Province, all tree plantations (shelterbelts and roadside plantations) should be protected wherever possible, particularly plantations where the trees are healthy and mature with a life expectancy of another 30-50 years. These plantations will serve as ecological regeneration areas providing a habitat for the few birds, mammals, and herptiles remaining and/or passing through the province. Plantations consisting of mostly poplar, larch willow, and Korean pine, plus some understory shrub growth, crisscross the proposed alignment. Each one is 10-20 m wide and many km long, and during the construction need to be mapped and protected as much as possible. Aside from these, there are no sensitive features until the Songhua River, where a number of backwater areas may serve as habitat for migrating water birds, including the nationally protected swan goose. These areas, are primarily along the upstream shore areas on the northern side of the river, need to be protected from unnecessary draining or filling. At the Lalin River crossing, similar sites exist and should be protected.
2. Fisheries and Aquatic Biology
21. The rivers crossed by the proposed expressway are generally degraded. River bottoms and shorelines are continuously being mined for sand and aggregate materials, preventing the establishment of any sort of benthic or invertebrate fauna. Algae do flourish, due to the heavy use of artificial fertilizers in this predominantly corn-growing area, which results in highly enriched runoff (from deforested slopes) into the rivers. Fish habitat has been affected by the mining operations. The few fish that remain—mostly catfish and minnows—run a constant gauntlet of gill nets, wires, and traps at any location where a remote chance for fish habitat might exist.
C. Socioeconomic Environment
1. Social Profile of the Area
22. In Heilongjiang Province, the proposed expressway commences at Harbin and passes through the Shuancheng administrative area (similar to a county). The alignment crosses the Lalin River to enter Jilin Province. The alignment then passes through Fuwu County and Dehui City and then into Changchun City. 6
23. At both ends of the proposed expressway, there are large industrial cities undergoing enormous change at a rapid pace. Harbin, with its population of more than 5 million, has a gross domestic product (GDP) per capita of about Y13,000. Changchun is a city of 2.4 million people with a GDP per capita of Y12,400 per annum (1996). The core of economic life in these cities has historically been State-owned enterprises (SOEs) in the heavy industry sector. Industrial restructuring is underway to facilitate further growth of the successful SOEs and preparation to let poor-performing SOEs close if they are unable to adopt survival strategies. Pressure on the loss-incurring SOEs and the commercial opportunities under economic reform have launched a massive social change from cities of non-socially mobile workers in the State sector to cities with rapidly growing family-based private enterprises, many of which are operating in the service sector. Disposable income for portions of the city populations is rising dramatically with a resulting increase in the disparity of incomes.
24. The three rural counties or administrative areas transacted by the proposed expressway are among the better-off parts of Heilongjiang and Jilin provinces. Shuangcheng administrative area has the 5th highest GDP per capita in Heilongjiang Province. In terms of GDP per capita, Dehui City (Y4,617 per capita) and Fuyu County (Y3,334 per capita) rank the highest, respectively, within Jilin Province. They are not classified as “poverty counties”,1 although there are scattered throughout the communities a small number (less than 3 percent) of households classified as poverty households under provincial criteria. The rural corridor surrounding the expressway in both Heilongjiang and Jilin provinces is characterized by the presence of a large city that serves as an economic and social center for relatively rich communities farming the fertile river plains. Indicators in Table 2 provide a key profile of the socioeconomic condition in these two cities.
Table 2: Key Economic Indicators of Harbin and Changchun (1997) Indicator Units of Measure Values (rates are per year) Harbin Changchun Consumer Goods – Retail yuan x 104 2,950,123 713,536 Provincial Average Income yuan / person 4,657 3,209 Income per Farmer yuan / person 2,478 1,841 No. Enterprises number in province 3,641 3,022 Industrial Output yuan x 104 7,176,086 4,757,848 Agricultural Output yuan x 104 2,513,710 1,729,213 Universities and Colleges number 24 27 Technical Schools number 109 189 Middle Schools number 109 421 Primary Schools number 3,062 1,915 Literacy Rate percent >78 >78 Source: PPK Environment and Infrastructure Pty. Ltd., 1998.
25. All village communities in the rural corridor have tractor-track or better access to the rural road network giving them motorized access to markets, and allowing traders in agricultural products to reach the farm gate. Nonetheless, there remains considerable use of animal drawn carts to move produce from farms to the nearest markets. Travel along these village roads can be rough and slow, particularly during the harvest months that follow the
1 In the PRC, “poverty counties” are so designated for having per capita annual income below the standard set by the Central Government, from which they receive financial assistance for poverty reduction measures. 7
summer and early autumn rains. There are well over 200 such roads and tracks that intersect the proposed alignment and could be eliminated as a travel route.1
2. Existing Land Use and Crops
26. The dominant land use for the entire length of the road corridor (encompassing the alignment and a 400 m wide impact zone totaling 61,417 mu2 of land) is agriculture. This is interspersed with rural residential and village uses as well as shelterbelt forest plantations. For Heilongjiang, the breakdown among main land uses is: agriculture (including all cultivated land) 74.6 percent, forested (shelterbelt) lands 3.5 percent, land occupied by buildings or villages at 15.3 percent, and other uses 6.6 percent. For Jilin (where the impact corridor comprises 84,589 mu) the distribution of land use among the three major types is quite similar to Heilongjiang. The breakdown is: agriculture 80.3 percent, forests 4.3 percent, village/residential land 10.6 percent, and other uses 4.8 percent. The forest land is not true forest, but rather a plantation forest, regularly harvested and treated as another crop. These impact zones are larger than the actual land taken. In both provinces, borrow areas and their access roads will be sited in cultivated but marginal agricultural lands.
27. Cash crops grown in the Harbin-Changchun corridor are corn, rice, soybeans, millet, sugar beets, tobacco, melon, sesame seeds, peanuts, and sunflowers. Fruit including apples, crab apples, apricots, grapes, pears, pear-apples, and plums provide important incomes, as does greenhouse gardening where many vegetables such as cucumbers and peas are grown. Corn and rice-growing land is being converted for fruit and vegetable gardening, which yields much greater return.
3. Mineral Resources
28. In Heilongjiang, major mineral resources consist of coal, granite, silica, and possibly natural gas. The province’s Daqing oil fields, west of Harbin, have a production rate more than 5,000 x 104 t per year. Jilin’s mineral resources are essentially the same as Heilongjiang’s except for oil. Along the uninhabited river valley shorelines there are also large reserves of peat. Given that most mineral resources are transported by rail, their location and relative abundance have no bearing on this Project.
4. Gender Issues
29. Both men and women are actively involved in the northeastern farming system, although men undertake more of the mechanized tasks and off-farm employment. This has resulted in women taking on increasing responsibility for farm production activities, but not necessarily marketing and management. In this respect, northeastern women are somewhat less represented in local government. However, models of extremely active individuals who have established successful agribusinesses exist.
1 For this reason farm access underpasses are planned approximately every 640 m along the road, or as required, based on existing travel patterns between Changchun and Harbin.
2 Land area unit (1 mu = 666m2 ; 15.01 mu = 1 hectare). 8
30. Illiteracy in the economically active population has basically been eradicated in both provinces, and the Women’s Federation has an active program for extending production technologies and accrediting women as “Ecological Green Card Holders”. Many of these production activities are focused on high-value crops, small livestock and aquaculture, agro- processing, and associated marketing.
IV. SOCIOECONOMIC IMPACTS
A. Resettlement
1. Land Acquisition and Resettlement
31. The Heilongjiang Highway Survey and Design Institute prepared a Land Acquisition and Resettlement Plan (LARP), based on the preliminary technical design. Construction includes 102 km of a four-lane expressway between the provincial capital of Harbin and the Lalin River, including the Harbin ring road section. Associated works include six interchanges, two service areas, two large bridges, and 29 km of link road. The expressway requires 678 ha of land permanently and 254 ha of land temporarily. This will affect an estimated 2,250 people along the alignment, mainly in rural areas. Some of these people will also lose other assets such as houses (150 people in 34 houses) and other structures, young crops, and fruit trees. Where there is a significant land loss in their village, some people will be transferred into nonagricultural work. The people affected reside in a number of counties in Harbin and Shuangcheng cities. The agency responsible for the land acquisition and resettlement is the HHEC’s headquarters, which has branches in Harbin and Shuangcheng.
32. The Jilin Highway Survey and Design Institute also prepared a LARP, based on the preliminary technical design, for its section of the expressway, including: 143 km of expressway, eight interchanges, three service areas, and 36 km of link roads. This requires 1,209 ha of land permanently and 144 ha of land temporarily for construction purposes. Most of this land is agricultural (dry land and rice land). Construction will affect permanently an estimated 4,978 people along the alignment, mainly in rural areas. Some of these people will also lose other assets such as houses (576 people in 128 houses) and other structures, young crops, and fruit trees. An estimated 572 people will be transferred into nonagricultural work if there is a significant land loss in their village.
33. Changchun City Highway Planning Survey and Design Institute prepared a LARP for the expressway links, based on the preliminary technical design. There are two sections: the Ya Zhi Zhang–Feng Jia Tun A link of 5.45 km and the Ya Zhi Zhang–Xing Long San B link of 12.04 km. They will require 184 ha of land permanently and 8 ha of land temporarily. Permanent land acquisition will affect an estimated 880 people, some 117 of whom will lose housing. Land acquisition and resettlement will be discharged through JPEC.
34. In this Project resettlement will occur within the same area, thus minimizing social disruption of neighborhood support networks and familiarity. However, land acquisition in settlements where per capita land holding is already small will result in interim or long-term loss of income unless the value of production can be increased on a per unit basis. This will likely require a shift to higher value crops such as vegetables, mushrooms, and fruits in addition to improved marketing.
35. The capacity for affected individuals to derive socioeconomic benefits from resettlement depends on appropriate levels of consultation, timely management, and a just 9 compensation and delivery system. For example, it may be possible for expressway operation authorities and local communities to agree to joint management, or at least equal opportunity, for participation in expressway activities, such as provision of local construction labor and equipment, work to rehabilitate the borrow sites, and jobs in maintenance and operation of the expressway and its road-side services.
36. Road construction and operation will restrict the movement of vehicles and people within or around settlements through which the road passes (more than 200 such linkages will be cut off). To this end, more than 180 underpasses of appropriate dimensions including those for pedestrians will be constructed to allow easy transit for people, vehicles, and agricultural machinery along the whole corridor. The exact location of these underpasses should be based on thorough discussions and signed agreement with village and/or township leaders. In addition, there will be more than 70 overpasses, all accessible to farm traffic.
37. The expressway will split some farmers' fields into parcels on either side of the road. Locations with farmland reserves will be able to reallocate land within the village, but areas with insufficient spare land will need to readjust the structure of total holdings through negotiated exchange of plots among the individual farmers concerned. Again, it will be essential to increase value-added production activities so as to overcome the income losses resulting from the decrease of farmland.
2. Transportation Impacts
38. Many of the outcomes of having an operational expressway will be positive or neutral to the population living along the rural corridor. The facilitation of long-distance traffic and the speed with which perishables can be moved around the country because of the expressway will increase the demand for agricultural products from farmers and processed and semiprocessed products from agribusiness. The numbers of traders in the marketing channels will increase, and the major produce wholesale markets will grow in activity, spawning more service industry outlets in the immediate vicinity of the expressway.
B. Air Quality
1. Construction Period
39. Emissions during construction stem from (i) dust caused by aggregate preparation, concrete mixing, transport of borrow material; (ii) odor emissions from the asphalt plant(s); and (iii) internal combustion engine emissions from truck traffic and heavy equipment operation at the construction site and on the roads to and from the borrow areas. Dust plumes from aggregate plants, concrete plants, and truck traffic will usually be confined to a radius of 400 m from the source. To minimize such environmental impacts, the following remedial measures will be taken:
(i) siting of asphalt plants more than 400 m downwind from the nearest settlement; 10
(ii) installation of dust-suppression equipment on the aggregate and concrete plants, and daily watering of construction roads (depending on weather conditions) to confine the spread of dust to no more than 5 m on either side of the road; and
(iii) proper maintenance of diesel equipment, based on a published maintenance schedule and curtailment of unnecessary idling.
2. Operational Period
40. For the section in Heilongjiang Province, air quality levels estimated for carbon monoxide (CO) and nitrogen oxides (NOX) along the expressway were predicted for the years 2000, 2010, and 2020 at 11 stations. It is predicted that CO levels will be below the PRC ambient air quality standard for distances more than 10 m from the EOC, but that NOX levels will somewhat exceed the standard along the expressway.
41. In Jilin Province, air emissions were predicted at 34 sensitive sites identified by the NNU team. CO and NOX were predicted at ten distances (at 10 m intervals) from the EOC for the years 2002, 2010, and 2020. For the 2020 forecast traffic volumes, CO levels were predicted to be within the PRC's permitted limits for distances more than 10 m from the EOC. For NOX, it is predicted that daily average level will be within the air quality standard. However, in 2020 NOX level is expected to exceed the standard to some extent along the alignment due to the increase of traffic volumes.
42. Four mitigative measures can significantly reduce future emissions levels along the expressway. The most immediate avoidance measure is to prevent cultivation of certain crops near the roads. Within 200 m of either side of the road centerline, the land will not be used for leafy crop agriculture but rather for fuel wood, fiber, and plants that will not concentrate pollutants to unsafe levels. Plant species to consider could be sunflowers, cotton, and trees such as mulberry, hazelnut, and walnut. NNU and HRI will be consulted to assist with the development of planting plans that could be designed to include erection of a visual barrier and, eventually, a wind and noise attenuation structure. A second mitigative measure would be the introduction of unleaded fuel as soon as possible. The installation of catalytic converters on petrol-burning vehicles and establishment of a verifiable fleet maintenance program would round out the mitigation program. The PRC is now introducing unleaded fuel in Beijing on a test basis, and shortly in other cities and provinces. With the conversion in fuels will come the catalytic converters. Fleet maintenance, however, should be required of the large fleet owners. In some provinces, e.g., Liaoning, this has been achieved by emissions monitoring at toll stations.
C. Noise
1. Construction Period
43. Noise impacts during construction can be severe and result from construction activities particularly from the operation of heavy machinery. Machinery commonly used in the PRC includes excavators, bulldozers, graders, stabilizers, and rollers. Noise intensity from these activities ranges from 80 to 100 dB(A) within 5 m of the source. Noise levels during construction will, during the day, exceed 70 dB(A) at a distance of 50-100 m from the source and 55 dB(A) at a distance of 200 m during the night.
44. Special noise generators used during this Project will include pile driving barges, concrete mixing plants, stone crushing and screening plants, and materials storage and 11
warehouses (Noise from the latter two sources generally comes from the moving of materials, heavy equipment, electronic sounds, etc.). There will be literally thousands of truckloads of fill materials transported to and from the construction sites. Given the proposed 24-hour work schedule, during the relatively short construction season any roads passing through or near villages will experience continuous noise in the 70-80 dB(A) range. Mitigative measures proposed are as follows:
(i) To reduce night noise, work hours within a 1 km radius of any settlement area will be restricted to 7:00 to 21:00.
(ii) Special noise generators, such as mobile crushing and mixing facilities, will be located at least 2 km from the nearest community or service area, e.g., restaurants, hotels, or tourist sites.
(iii) All construction equipment will have well-maintained muffler systems.
2. Operational Period
45. The noise prediction model specified by the Government was used to forecast noise levels generated by this Project during the operation period. Two national noise thresholds are used for the assessment of significant noise impacts along the expressway. For general areas, 70 dB(A) at daytime and 55 dB(A) at night are applied, while 60 dB(A) at daytime and 50 dB(A) at night for noise-sensitive facilities such as schools and hospitals.
46. In the Heilongjiang EIA, a modeling exercise was conducted in accordance with the national guideline. It was predicted that by 2010 noise levels of more than 70 dB(A) would be found 30 m from the EOC during the daytime. For the nighttime, by 2020, 60 dB(A) is expected to be exceeded at 60 m. Only two schools were identified as sensitive facilities, and would be affected by traffic noise.
47. In Jilin Province, given that much of the noise impact zone is rural farming land (a relatively quiet area), projected nighttime noise levels exceeded recommended levels for all three prediction years. Within 30 m of the EOC, daytime noise levels were estimated to be 64- 69 dB(A); at 120 m values dropped by 4-5 dB(A) in the day and 2-3 dB(A) at night. However, at 120 m noise limits were exceeded at a number of the sensitive sites. The 2002 projections for Cheziayoufang with population of 300 and Beitaolaizao with population of 250 suggested that the limit would be exceeded by 4 dB(A) on average. The 2010 projection indicated that the Heping school, with a student body of 1300, would be 1.4 dB(A) above the permitted level. For all five representative noise measurements sites (10-150 m from the EOC), the 2020 projections indicated serious excess, particularly at night, of 3-8 dB(A). By extrapolating these findings to the other 29 sensitive sites, by 2010, 35 percent will have exceeded acceptable daytime and 85 percent nighttime standards. By 2020, all sites both during the day and night will exceed the acceptable standards, with noise levels over the limit by as much as 4-7 dB(A).
48. Based on findings in Heilongjiang and Jilin, the mitigative measure proposed are as follows:
(i) Prevent building of dwellings of any kind from within a 50 m distance from either side of the EOC. 12
(ii) Offer families in the noise danger zone the option of either relocating or having noise barriers constructed as is being proposed for Heilongjiang. There, 150 m of 3.5 m high barrier walls are proposed at km 4 (school area) from Harbin and at km 19.8 for the year 2010.
(iii) As soon as possible after the construction has stopped, plant a variety of tree and shrub species in a 15 m wide band along the expressway so that by 2010, a fully developed tree/shrub barrier is growing.
D. Topography, Geology, and Soils
1. Construction Period
a. Borrow Pits
49. Borrow areas will be established along the entire length of the corridor from Changchun to Harbin, since much of the road will be elevated 3.2-3.5 m above grade. Given the relatively flat terrain in Heilongjiang, an estimated 11.43 million m3 of borrow material1 will need to be taken from about 25 sites. For Jilin Province, it is estimated that about 9.38 million m3 of borrow material would be taken from 11 sites. Large cuts are planned in the hilly areas between the Lalin and the Yinma rivers, providing large quantities of fill. In terms of land use in these areas, it is almost all classified as low productivity agricultural, often hilly, terrain. By law, proponents/contractors are not permitted, unless there is no other choice, to use anything but low productivity or “waste” land, for borrow sites. In terms of land occupied by borrow sites, it will be 68.8 ha for Jilin and 300 ha for Heilongjiang; the difference is that in Jilin the depth of excavation will be 2-4 times deeper than is planned in Heilongjiang.2 Access roads will also have to be constructed, whether to rail loading areas or to the construction sites, equaling about 150 km for Jilin province and 125 km for Heilongjiang Province. After use, both the borrow site and the roads will have to be decommissioned. The following mitigative measures for the planning, operating, and closing of these sites will be implemented:
(i) consult with the community in which the borrow site is to be located six months before start-up and solicit their advice on best site location, access road location, and topsoil storage site;
(ii) invite the local village to be contracted to rehabilitate the borrow areas in their community;
(iii) extract material in a safe (using benching) and nonpolluting manner, i.e. control dust and noise, at the sites and along the access roads; and
(iv) perform spot checks to confirm that rehabilitation measures such as reapplication of topsoil and crop plantings are carried out as specified under
1 It is assumed that estimates provided in the EIAs were for volumes needed to be disturbed, i.e., including the topsoil that is not taken from the site. Thus the actual transported volumes would be about 10 percent less than the totals.
2 These estimates do not include access roads that, assuming an average width of 3.5 m and length of 10 km, would take up a further 3.5 ha each, of which about 30 percent already exists, leaving 2.45 ha per road, yet to be excavated. 13
PRC mine waste management laws and as agreed to in any contract with the village unit(s).
b. Soil Erosion
50. Given that the rich humic soil of both provinces is their major natural resource, its loss must be prevented. In Heilongjiang, all road sections within the hilly zone of the alignment, i.e. with more than 10-degree gradients (estimated to be about 37 km), are sensitive to erosion; therefore all construction operations need to take proper mitigative steps. Once construction begins, the rate of erosion (and soil loss) in the construction zone will increase more than seven times from the average 8 t/ha/year, but will be confined to the road and borrow areas plus their access routes.
51. For Jilin, a similar situation is likely, except that the area along the alignment that has more than 10-degree gradient is almost twice the length, and there will be very deep cuts through 200-300 m high hills north of the Yinma River.
52. Preventing or minimizing erosion and soil loss is a simple matter of sound construction practices, and to that end, the following steps will be carried out by the EA in each province.
(i) Prior to the initiation of any work, the EAs will define on a map the sections of the road corridor that traverse areas where the gradient is more than 10 degrees and mark this area as erosion sensitive.
(ii) For these areas, including any borrow sites and access roads, a strict plan of revegetation and soil stabilization should be prepared, stressing that soil stabilization must be done within 2-4 days after the construction is finished in any subarea, or when construction ceases for the season. Rehabilitation plans including description of plantings and exact type and timing of work should be prepared by the technical departments of the respective EA, and be available for Bank audit.
(iii) The task of rehabilitation should be contracted to local villages, with guidance and monitoring provided by the EAs, and audit functions should be undertaken by the provincial environmental protection bureaus.
2. Operation Period
53. During the operation of the expressways, no significant impacts are predicted other than those resulting from the deterioration of mitigative measures, such as plantings and revegetation schemes, due to simple neglect. Soil erosion leaving barren areas could also have long-term negative impacts.
E. Groundwater
54. Groundwater resources should be affected minimally, provided that engineering design teams use the services of a competent hydrogeologist who can identify the near-surface groundwater zones. Groundwater, is 5-15 m below the surface. In all areas of deep cuts near villages, particularly those located to the west of any cuts, reduction in well water flow rates could be experienced. The following mitigative measures are proposed: 14
(i) During the detailed design stage, groundwater levels for cuts more than 6 m deep should be marked. In any areas where the construction activity will likely interfere with deep wells, any villages within a 200 m radius of the cut should be notified and provided with compensation such as well upgrading, etc.
(ii) Well water flows in these communities should be monitored for not less than one year after the cuts have been made and new or upgraded water supplies installed.
F. Surface Water
1. Construction Period
55. The proposed roadway from Changchun to Harbin will require about 208 water crossings along the section in Jilin Province and 75 along the section in Heilongjiang Province. There will be 15 medium-sized bridges and 35 small bridges plus over 175 culverts. The bridges will require diversions, construction equipment in the river beds, and the transport and use of construction materials in and over the water surface.
56. A workforce amounting to over 18,000 person-years in Jilin and 15,000 in Heilongjiang are expected to work full time on the Project for four years period on the section in Jilin Province and for 3.5 years on the section in Heilongjiang Province, and will produce from 480,000 to 520,000 liters of sewage per day per province.1
57. Natural drainage of the area will be significantly modified by the road and access roads that will act as long earthen dams, channeling runoff to the pedestrian underpasses and the rivers. Wherever possible the drainage (generally from east to west) across the roadway, into the Songhua river) should not be hampered to the point of permanently altering flooding patterns or background soil moisture levels.
58. To minimize the impacts on surface water, the following measures will be taken:
(i) Bridgework in riverbeds will be confined to the period from mid-August to October, the time of year with the lowest flow conditions. The smaller rivers will be completely dry during this period. In the wet period (June-August), bridgework will be confined to bridge superstructure or abutment work; but if absolutely essential, dewatering at work sites will be performed.
(ii) All diversions will be planned and executed so as to avoid erosion, and they must be removed and the river rehabilitated as quickly as possible after the work is complete.
(iii) All toxic, hazardous, and harmful construction materials (caustic and acidic substances, petroleum products, heavy metals, etc.) will be handled in such a way as to prevent them from entering the water system. They should be stored away from watercourses and provided with soak pits to contain accidental spills.
1 These figures are based on a per person production rate of 40 liters/day/person (extremely conservative values in relation to other regions of the world) and a work force of 12,000 - 13,000 people at any one time. 15
(iv) All toilet facilities will be pit toilets that are serviced and maintained, including removal and processing of sewage according to a defined schedule. At sites where more than 20 people are working continuously, more effective sewage management, such as biogas digesters, should be installed for the production of fuel for cooking, heating, and lighting.
(v) Construction area drainage to water bodies will be controlled through the preparation of settling basin or vegetated runoff areas, allowing the contaminated water to be slowed or detained, and the sediment and other non- water-soluble components to be filtered out as the water percolates into the surrounding soils.
(vi) Dredged waste materials and drilling muds must be disposed of on shore, not within the river’s high waterline area.
(vii) To maintain adequate surface and subsurface draining, drainage installations (culverts, bridges, and underpasses) should be frequent (minimum every 400 m) and be based on hydrological engineering studies completed as part of the Project.
2. Operation Period
59. Operational period impacts will likely be limited to direct roadway surface drainage into watercourses, improper maintenance of erosion protection works, inadequate management of solid and liquid waste for the permanent offices along the expressway, improper sewage management during the construction period, and inadequate accidental spill management. The following mitigative measures are proposed:
(i) Roadway runoff should not be directed into watercourses but allowed to flow over grassed or pervious areas in order to permit the settling out of fine materials, the detention of oily water, and the reduction in volume and rate of flow. This can be achieved through the construction of detention basins/depressions, and should be planned as part of the earthworks design.
(ii) Erosion protection works, such as grassed or stabilized slopes, will need regular maintenance and inspection, particularly during the first year in operation, to be sure that the erosion protection measures are functioning (e.g., plants are still alive and adequately watered).
(iii) Waste and sewage at permanent expressway offices should be managed. The installation of biogas digesters and/or other equally effective treatment systems as well as solid waste management through a contract with local services for pickup, reuse, and recycling processing is recommended.
G. Flora and Fauna
60. Natural flora and fauna within the two provinces has been reduced over time to a few pockets located far from the road alignment. Nevertheless, there are many shelterbelt tree stands that provide pleasing breaks from the expanse of agricultural fields, and have the makings for the reestablishment of natural wildlife and plant communities, provided they are not aggressively harvested. Within the river floodplains, particularly at the Lalin River crossing (less so at the Songhua River crossing, due to extensive sand mining operations), there are some 16
wetlands allegedly visited by small numbers of migratory waterfowl during the spring and fall migration periods1. Construction activities should not destroy these wetlands, and construction workers should be instructed that no hunting or trapping is to take place in or near them. Most of the natural fauna, aside from rodents, small mammals, and birds has long ago been eliminated. Nevertheless, every effort should be made to not accelerate further the steady decline in available habitat.
61. Since the soils in this area are erodible, stabilization with plant material, as soon as possible after work ceases, will be necessary. The use of fast-growing local grasses, shrubs, hedges, and trees is recommended, in order to build a multilevel habitat. About 16,000 trees (mature, young, and flowering) as well as 25 ha of wooded lands will be lost due to the Project within the construction area 200 m on either side of the expressway. Most of these woods are owned by individuals, who will be compensated according to the LARP.
62. In addition to the compensation described in the LARP, replanting of trees along the right-of-way will be increased by at least 3-4 times the number of trees removed, since the survival of tree plantings in the wild is at best one in every four. Trees not only provide fiber, fuel, and food but also give shade and act as barriers against noise and erosion. Trees are key elements in creating natural habitat. An estimated 245,000 trees will need to be planted along the expressway section in Heilongjiang Province and another 340,000 in Jilin.
H. Risk Analysis
63. Along the NH 102, hazardous and toxic goods transport involves mainly petroleum products, explosives, corrosive chemicals, and such items as paint. Generally the largest quantities are shipped by freight rail. Hazardous and toxic goods transport in Jilin and Heilongjiang provinces, accounts for less than 6 percent of the total traffic flow on NH 102. Accidents occur equally from speeding or reckless driving, and to a lesser extent, from overloading and vehicle breakdown. Although records are very difficult to obtain, the general impression is that 7-10 accidents involving hazardous materials occur every year on the road between Changchun and Harbin. Of those, probably 1-2 involve unconfined spills and serious contamination. Projecting forward to the 2020 traffic volumes, twice the existing number of spills would be expected. The two key mitigative measures to prevent accidents and to contain spills are to:
(i) prepare a simple spills contingency plan for the expressway system, defining the actions to be taken in the event of a spill identifying whom to contact, what the chain of command is, and which the clean up procedure to use depending on the type of spill; and
(ii) provide clear labeling on all shipments, inform/train drivers in proper handling, and base remuneration on the safe delivery of materials rather than on the shortest delivery time.
V. ALTERNATIVES
1 Illegal poachers take a heavy toll on these migrating birds, thus their numbers are extremely low and declining. However, this information is not verified. 17
64. For the section in Heilongjiang Province four alignments were examined, and for Jilin three alternative routes were examined. As shown in Appendix 1, all possible alignments were assessed and compared on the basis of their cost; transportation efficiency; and biophysical, social, and economic impacts on the community. In terms of impacts on the natural environment, the alternatives within each province were approximately equal, since the area is almost all corn fields and shelterbelt forest areas, plus a number of water crossings. The major difference was in terms of resettlement numbers and ha of land required. The alignment alternative for Heilongjiang was selected because it is expected to meet the functional requirements of the expressway section of both provinces, attract traffic in wider areas, and facilitate economic development of both Harbin and Shuangcheng cities. The alignment was planned to avoid cultivated lands and to require elimination of the lowest percentage of industrial enterprises. A similar selection process was completed for the Jilin alignments.
VI. BENEFIT-COST ANALYSIS
65. The total Project cost is estimated at $929 million equivalent. The costs for environmental mitigation measures in both provinces are shown in Appendix 2. The total cost for mitigation measures is Y460 million, and its ratio to the total Project cost is 6.0 percent.
66. The results of the economic analysis show an acceptable economic internal rate of return: 19.5 percent for the Project as a whole, 15.1 percent for Heilongjiang, and 23.0 percent for Jilin. The financial internal rate of return is estimated at 5.8 percent for the Heilongjiang section and 8.9 percent for Jilin, respectively, under the condition that the period of analysis covers the construction of about four years and 20 years of operation.
VII. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MONITORING
67. Environmental management for this Project will be carried out at the national level by SEPA and the environmental protection office of MOC. In Heilongjiang, responsibilities will be shared by
(i) Environmental Protection Office, HPCD; (ii) Environmental Protection Bureau, Heilongjiang Province; (iii) Environmental Provincial Bureau, Harbin City; (iv) HHEC; and (v) various design institutes, EIA consultants, and contractors.
In Jilin Province, environmental management will be handled by
(i) Environmental Protection Office, JPCD; (ii) Environmental Protection Bureau, Jilin Province; (iii) environmental provincial bureaus of local governments; (iv) JPEC; and (v) various design institutes, EIA consultants, and contractors.
68. The environmental responsibilities of agencies are defined for various stages of the Project in Table 3: 18
Table 3: Environmental Responsibilities Project Stage Responsible Agencies/ Responsibilities Organizations Design Design Institute incorporation of mitigation measures into engineering stage Design HHEC (Heilongjiang) review and approval of environmental mitigation and protection JPEC (Jilin) measures Tendering Contractors include environmental management programs in the bids Construction Contractors supervise implementation of environmental mitigation and protection measures Construction HHEC (Heilongjiang) Environmental monitoring and periodic environmental inspection JPEC (Jilin) Operation HHEC (Heilongjiang) Environmental management and environmental monitoring JPEC (Jilin) HHEC = Heilongjiang Hashuang Expressway Corporation, JPEC = Jilin Provincial Expressway Corporation Source: Bank’s Fact-finding Mission, 1998.
69. In Heilongjiang Province, environmental monitoring programs will be conducted by HHEC during both construction and operation stages with support from the Harbin municipal monitoring center stations. In Jilin Province, environmental monitoring programs will be carried out by JPEC with support from the provincial monitoring center stations. These monitoring stations have enough staff and experience for environmental monitoring.
70. In-country and out-of-country training programs are proposed for relevant environmental staff. Out-of-country training will involve 4 person-months for Heilongjiang Province and 4 person-months for Jilin Province, respectively.
71. The proposed environmental monitoring program is presented in Appendix 3. The environmental monitoring results from construction and operation stages will be submitted to the Environment Office of MOC. HHEC and JPEC will review the monitoring results, and if necessary, will decide on further mitigation actions during the construction and operation stages. Copies of all monitoring results will be sent to environmental offices of the counties and cities involved the provincial environmental protection bureaus, and the Bank. These agencies/institutions may also recommend environmental mitigation actions.
VIII. PUBLIC INVOLVEMENT
72. Public opinion surveys were conducted from April to May 1997 in Heilongjiang and from June to July 1997 in Jilin. Heilongjiang received 495 responses, and Jilin received 50. The majority of respondents were in favor of the Project and wanted it completed as soon as possible. The overall interest in the road among farmers was minimal. On most of the other questions, the two provinces differed significantly. For example to the question about what would be the major impact from the highway on people along that alignment, 57 percent of Jilin respondents indicated access restrictions. Compared with only 5 percent of those in Heilongjiang, where 80 percent selected noise as the main impact. The survey did not appear to ask any open-ended questions or to look for real input from the local residents, even though in the write-up for Heilongjiang, the authors recorded that there were suggestions provided on revegetation, water course protection, and noise management.
73. The Project is widely publicized by local mass media, particularly in newspaper, in both provinces. 19
IX. CONCLUSIONS
74. Based on the EIAs and other additional reviews, possible negative effects of the proposed expressway between Changchun and Harbin will be minimized and/or reduced to an acceptable level if prescribed mitigative and monitoring actions are carried out. There will be some residual effects, but they will be easily offset by the long-term economic gains for the provinces and the region. The complete revegetation of the roadway right-of-way, including major tree replanting, will help to stabilize the construction zone soon after the work ceases. The new expressway will reduce congestion on the existing NH 102 and at the same time reduce air pollution, noise, and accidents in the corridor.
75. The entire expressway should have a positive economic impact on the road corridor between Changchun and Harbin, providing quicker access to large markets and a convenient, congestion-free travel route for many. The alignments selected will have the least negative impact on both the natural and social environment. Increased noise and air pollution along the expressway as traffic volumes build will be offset by appropriate noise attenuation measures, vegetation belts, and improvements in engine technology and the introduction of unleaded fuel.
76. Air and water quality, noise levels, and soil stability will be monitored to ensure that environmental impacts are within acceptable limits during both construction and operation stages. During construction, water quality will be protected through the use of settling ponds and diversion channels specified in the contract documents. Long-term protection will be provided through replanting and the use of engineered erosion protection on steeper slopes. 20
Appendix 1
KEY CHARACTERISTICS OF ROAD ALIGNMENT OPTIONS Factors Section in Heilongjiang Province Section in Jilin Provincea Units I-East II-East III-East IV-West East West I West II (selected) (selected) Total Length km 99.16 102.26 102.4 109.2 147.63 146.92 142.94 Total Estimated Cost Y x 106 3,007.24 3,216.67 3,239.82 3,404.79 38,608.2 36,469.1 35,857.9 (Engineering) No. of Villages to be no. 12 12 12 19 33 26 24 affected No. of Households to no. 28 28 28 28 346 124 128 be Displaced No. of Project Affected no. 140 140 140 140 1730 620 640 Persons (@5 persons/ household) Water Crossings; name - Ashi - Ashi - Ashi - Ashi - 2nd - 2nd - 2nd Permanent and - Yunliang - Yunliang - Yunliang - Yunliang Songhua Songhua Songhua Seasonal(s) - Lalin - Lalin - Lalin - Lalin - Yinma - Yinma - Yinma - Mushi Total Water Crossings no. 73 (60) 75 (62) 75 (62) 83 (65) 258 (191) 212 (72) 208 (164) (culverts) Sensitive Features name almost 1 School almost 12 Villages Songhua R. Songhua R. Songhua R. Affected – Name same as same as Cross 6 cross 3 cross 2 II-East II-East schoolsb schools schools Sensitive Feature mb or 5,500 5,500 5,500 5,500 Schools: Schools: None Removed name E-No.13c Xingshunb No.24b Changshanb Jiminshanb Major Interchanges no. 5 6 6 6 7 8 8 Major Railway no. 3 3 3 3 1 0 0 Crossings – Names Construction Work person- 48,476 48,476 48,476 48,476 45,417 Force year/ 4 (3 years) years
person- 15,139 15,139 15,139 15,139 13,503 12,408 12,119 year/ year Earthworks mc x 106 88.26 89.82 91.95 96.37 212.31 201.82 195.70 Land Takend mu 10,548.3 10,672.6 11,089.2 11,631.5 19,053 17,645 17,223 (temporarily used) (1,544) (1,654) (1,546) (1,749) (2,138) (2,199) (2,132) Pedestrian no. 67 67 67 72 124 112 111 Underpasses Interchanges no. 5 6 6 6 7 8 8 Overpassesb no. 13 15 15 18 32 54 53 Underpassesb no. 23 21 23 26 31 25 24 Zone of Influence mixed 426 m corridor width 426 m corridor width Average height of fill m 3.2 - 3.5 3.2 - 3.5 Width of subgrade m 26 26 Note: Project also examined option of rebuilding the existing Beijing-Harbin highway section - with 2nd Class highway (p. 85 of Heilongjiang Feasibility Study). a For Jilin Province, choice of alignment refers to main alignment only. b For details on schools dismantled and needed mitigation measures in Jilin, see Table 6-5 in Feasibility Study. c For details on location and schemes, see Table 5-7-2 of Heilongjiang Feasibility Study. d For details on Jilin, see Table 6-2 in Jilin Feasibility Report, 1997. Source: PPK Environmental Infrastructure Pty. Ltd., 1998.
Appendix 2 21
Appendix 2
COST FOR ENVIRONMENTAL MITIGATION MEASURES (Y thousand)
Item Heilongjian Jilin Total g
A. Direct Investment 1. Planting and Landscaping 10,103 8,785 18,888 2. Recovery of Plantation of Borrow Pits 1,000 7,302 8,302 3. Noise Prevention Walls 62 220 282 4. Sewage Treatment Facilities 1,400 1,400 2,800 a. During Construction at Camps and 300 300 600 Worksites b. For Permanent Facilities during 1,100 1,100 2,200 Operation 5. Sprinkler Wagon 300 600 900 6. Monitoring Expense (Construction Period) 250 300 550 7. Personnel Training 200 280 480 Sub-total (A) 13,315 18,887 32,202
B. Indirect Investment 1. Engineering Work for Slope Protection 85,009 33,947 118,956 2. Drainage 11,954 22,995 34,949 3. Auxiliary Roads 13,054 19,581 32,635 4. Pedestrian Channels 48,719 192,600 241,319 Sub-total (B) 158,736 269,123 427,859 Total 172,051 288,010 460,061 Source: Bank’s Fact-finding Mission, 1998.
(Reference in text: page 18, para. 65) 22
Appendix 3
PROPOSED MONITORING PROGRAM Monitored Item Monitoring Details Timing Executing Reporting Unit Equipment A. Road Construction Period (2000–2003) 1. Construction Measure construction noise at varying Measure once Provincial Quarterly Noise distances from sources and near every two weeks monitoring monitoring reports sensitive structures (schools) centers to EAs 2. Air Quality Measure in the area around sources and Same as above Same as Same as above a prescribed receptors at various above distances 3. Water Quality Collect samples at specific points for Same as above Same as Same as above certain prescribed testing above 4. Erosion Inspect whether erosion control Inspect sites using Same as Same as above Protection measures are in place and functioning compliance above as specified monitoring schedule 5. Sewage Inspect functioning sewage treatment Same as above Same as Same as above Treatment systems as safe disposal of waste above materials according to contract 6. Dust Inspect if schedule for dust suppression Same as above Same as Same as above Suppression is maintained and is effective also for above specific dust point sources (e.g., batch plant) B. Operational Period (2001-2020) 1. Noise Monitoring at schools, hospitals and Two times each Provincial Prepare annual villages year monitoring monitoring centers and reports, copy the PCDs PEPBs, municipal, county, and village heads 2. Air Same as above Two times each Same as Same as above year (summer and above winter) 3. Soils, Crops Lead content of soils from 30 to 400 m One time each Same as Same as above from road centerline year in 1998, above 2004, 2010, 2020 4. Water Quality Sample water above and below two One time in dry Same as Same as above large bridges and once in wet above season each year during construction and two operating years 5. Erosion Confirm compliance with the EIA Two times per Same as Annual monitoring commitments year above reports 6. Sewage and Same as above Same as above Same as Same as above Water above EA = Executing Agency, EIA = Environmental Impact Assessment, m = meter, PCD = Provincial Communication Department, PEPB = Provincial Environmental Protection Bureau Source: PPK Environment and Infrastructure Pty. Ltd., 1998
(Reference in text: page 19, para. 71)