Guizhou Gui'an New District New Urbanization Smart Transport

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Initial Environmental Examination (Draft)

Project Number: 51366-001

March 2019

PRC: Guizhou Gui’an New District New Urbanization Smart Transport System Development Project

Main Report

Prepared by the Government of Gui’an New District for the Asian Development Bank (ADB)

CURRENCY EQUIVALENTS (as of January 2019)

Currency unit – yuan (CNY) CNY1.00 = $0.147 $1.00 = CNY 6.79

ABBREVIATIONS

ADB – Asian Development Bank AQG – Air Quality Guideline AVAS – Acoustic Vehicle Alerting System BEDGA – Bureau of Economic Development of Gui’an New District BOD5 – 5-Day Biochemical Oxygen Demand C&D – Construction and Demolition CNY – Chinese Yuan CO – Carbon Monoxide COD – Chemical Oxygen Demand CPS – Country Partnership Strategy CRVA – Climate Risk and Vulnerability Assessment EA – Executing Agency EHS – Environment, Health and Safety EIA – Environmental Impact Assessment EIR – Environmental Impact Report EIRF – Environmental Impact Registration Form EIT – Environmental Impact Table EMoP – Environmental Monitoring Plan EMP – Environmental Management Plan EMS – Environmental Monitoring Station EPB – Environmental Protection Bureau EPD – Environmental Protection Department EPL – Environmental Protection Law EV – Electric Vehicle FSR – Feasibility Study Report GDAD – Gui'an Direct Administrative District GDP – Gross Domestic Product GEPB – Gui’an New District Environmental Protection Bureau GGAND – Government of Gui’an New District GHG – Greenhouse Gas GNDMC – Gui’an New District Management Committee GRM – Grievance Redress Mechanism HC – Hydrocarbon IA – Implementing Agency ICV – Intelligent Connected Vehicle ICVSDZ – Intelligent Connected Vehicle System Demonstration Zone IEE – Initial Environmental Examination ITS – Intelligent Transport System IMn – Permanganate Index IPCC – International Panel On Climate Change MEE – Ministry of Ecology and Environment MoC – Ministry of Construction NH3-N – Ammonia Nitrogen NO2 – Nitrogen Dioxide NOX – Nitrogen Oxides

O&G – Oil and Grease OSPF – Office of the Special Project Facilitator PAH – Poly-Aromatic Hydrocarbon PAM – Project Administration Manual PCU – Passenger Car Equivalent PIU – Project Implementation Unit PM – Particulate Matter PM10 – Particulate Matter with diameter ≤ 10 micrometers PM2.5 – Particulate Matter with diameter ≤ 2.5 micrometers PME – Powered Mechanical Equipment PMO – Project Management Office PMO EHSO – Project Management Office Environment, Health and Safety Officer PRC – People’s Republic of China RP – Resettlement Plan SO2 – Sulfur Dioxide SPS – Safeguard Policy Statement SS – Suspended Solids STI – Sustainable Transport Initiative TN – Total Nitrogen TP – Total Phosphorus TSP – Total Suspended Particulates VOC – Volatile Organic Compound WHO – World Health Organization

WEIGHTS AND MEASURES oC – degree centigrade μ – micron cm – centimeter h – hour ha – hectare km – kilometer km/h – kilometer per hour km2 – square kilometer m – meter m2 – square meter m3 – cubic meter m/s – meter per second m3/d – cubic meter per day m3/s – cubic meter per second mg/l – milligram per liter mg/m3 – milligram per cubic meter mm – millimeter s – second t – metric ton y – year

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

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “terms of use” section of this website.

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

CONTENTS

EXECUTIVE SUMMARY XI A. Introduction xi B. Project Description xi C. Project Benefits xii D. Project Impacts and Mitigation Measures xii E. Environmental Management Plan xiii F. Information Disclosure, Consultation and Participation xiv G. Key EMP Implementation Responsibilities xiv H. Risks and Assurances xiv I. Conclusion xv I. INTRODUCTION 1 II. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 4 A. Applicable ADB Policies, Regulations and Requirements 4 B. ADB Assistance to PRC 5 C. PRC Public Transport Policies 5 D. PRC Environmental Legal Framework 6 E. Intelligent Connected Vehicles (ICV) 9 F. PRC Environmental Impact Assessment Framework and Procedures 9 G. Project Domestic Environmental Assessment 10 H. Environmental Standards 11 I. International Agreements 19 III. DESCRIPTION OF THE PROJECT 20 A. The Project 20 B. Rational 20 C. Impact, Outcome and Outputs 23 D. Detailed Project Description 24 E. Associated Facilities 49 F. Budget and Time Schedule 49 G. Implementation Arrangements 50 IV. DESCRIPTION OF THE ENVIRONMENT 52 A. Location 52 B. Physical Resources 53 C. Ecology and Sensitive Resources 67 D. Socioeconomic Conditions 76 V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 82 A. Project Zone of Influence 82 B. Anticipated Impacts Associated with Project Location, Detailed Design and Pre-Construction Phase 83 C. Anticipated Construction Phase Impacts and Mitigation Measures 84 D. Anticipated Operation Phase Impacts and Mitigation Measures 95 E. Cumulative, Indirect and Induced Impacts 118 F. Climate Risk 119 G. Associated Facilities 120 H. Positive Impacts and Environmental Benefits 122 VI. ANALYSIS OF ALTERNATIVES 126 A. No-Project Alternative 126 B. Bus Station Locations 126 C. Bus Types 126

D. Road Alignments and Types 128 E. Pavement Options 129 F. Bridge Options 129 VII. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION 131 A. PRC and ADB Requirements for Disclosure and Public Consultation 131 B. Information Disclosure during Project Preparation 131 C. Consultation and Participation during Project Preparation 132 D. ICVSDZ Consultation 138 E. Future Plans for Public Participation 138 VIII. GRIEVANCE REDRESS MECHANISM 140 A. Introduction 140 B. ADB Requirements 140 C. Current GRM Practices in the PRC 140 D. Project GRM 140 IX. CONCLUSIONS 142 A. Expected Project Benefits 142 B. Adverse Impacts and Mitigation Measures 142 C. Risks and Assurances 143 D. Overall Conclusion 148 APPENDICES 149 Appendix A: Project Environmental Management Plan (EMP) Appendix B: Domestic Environmental Assessment Approval Appendix C: Bus Station Plans Appendix D: Bus Station Facilities Appendix E: Bus Station Site Descriptions Appendix F: Charging Station Site Descriptions Appendix G: Charging Station Plans Appendix H: Project Emissions Calculations Appendix I: Climate Risk Vulnerability Assessment Appendix J: Stakeholder Communication Strategy Appendix K: Intelligent Connected Vehicle System Demonstration Zone (ICVSDZ) Component

List of Tables

Table 1: Applicable PRC environmental laws, regulations and decrees...... 7 Table 2: PRC EIA Guidelines...... 8 Table 3: Applicable PRC environmental standards...... 11 Table 4: Comparison of PRC ambient Air Quality Standards (GB3095-2012) and WHO ambient air quality guidelines...... 13 Table 5: Emission Standards of Cooking Fumes (GB18483-2001)...... 14 Table 6: Level II Limits, Table 1, Emission Standards for Odor Pollutants (GB14554-93) ...... 14 Table 7: PRC Environmental Quality Standards for Noise (GB3096-2008)...... 14 Table 8: PRC Noise Emission Standard for Construction Site Boundary (GB12523- 2011) and relevant international guidelines...... 15 Table 9: PRC Surface Water Ambient Quality Standard (GB3838-2002)...... 15 Table 10: Groundwater standard (Class III, GB/T14848-93 Quality Standard for Ground Water)...... 16 Table 11: PRC Standards for discharging wastewater from construction sites (GB8978– 1996)...... 17

Table 12: Soil Quality Standard GB15618-1995...... 17 Table 13: Environmental standards and guidelines applicable to the project...... 18 Table 14: Applicable international agreements with the PRC as a signatory...... 19 Table 15: Bus stations to be established in the GDAD...... 28 Table 16: Technical data of BEB fleet, GDAD...... 30 Table 17: Description and location of proposed charging stations...... 32 Table 18: Supporting road network, urban core area, GDAD...... 37 Table 19: Supporting road network work intersection types, GDAD...... 39 Table 20: Supporting road network materials composition by component...... 41 Table 21: Supporting road network works, GDAD...... 41 Table 22: Predicted annual daily average daily traffic flows (vehicles/day), supporting road network works, GDAD, at short-term, mid-term and long-term horizons...... 43 Table 23: Predicted traffic composition by vehicle type (%), supporting road network works, GDAD, at short-term, mid-term and long-term horizons...... 44 Table 24: Predicted hourly daytime (6:00 to 22:00) and nighttime (22:00 to 6:00) traffic flows (vehicles/hour), supporting road network works, GDAD, at short-term, mid-term and long-term horizons...... 44 Table 25: Project estimated cost...... 50 Table 26: Project financing plan...... 50 Table 27: Land development planning In the GDAD, 2013-2030...... 56 Table 28: Ambient air quality monitoring results, GDAD, June 2018...... 61 Table 29: Compliance of ambient air quality monitoring results with applicable standards...... 61 Table 30: Water quality monitoring data, W1 - Qingyutang cross-section of Maxian River...... 62 Table 31: Water quality monitoring data, W2 - Qiaobian cross-section of Maxian River...... 62 Table 32: Water quality monitoring data, W3 - Kaisa cross-section of Machang River. 63 Table 33: Water quality monitoring data, W4 - Kaizhang Reservoir cross-section of Gan River...... 63 Table 34: Water quality monitoring data, W5 - Gui’an Yungu channel of Gan River. .... 64 Table 35: Water quality monitoring data, W6 - Chetian Village cross-section of Chetian River...... 64 Table 36: Water quality monitoring data, W7 - Siya Cross-section of Siya River...... 65 Table 37: Daytime ambient noise monitoring data, GDAD, June 2018...... 66 Table 38: Current and planned urban greenspace, GDAD...... 67 Table 39: Sensitive receptors near bus stations, and applicable standards...... 70 Table 40: Sensitive receptors near supporting roads, and applicable standards...... 73 Table 41: Sensitive receptors near charging stations, and applicable standards...... 74 Table 42: Other sensitive receptors...... 75 Table 43: Project districts and townships...... 77 Table 44: Comparison of GDP (in CNY) in the Guiyang City to Guizhou Province and China...... 77 Table 45: Comparison of per capita disposable income in 2017...... 78 Table 46: Existing public transport lines in the GDAD...... 79 Table 47: Vehicle related fugitive dust generation and relationship to vehicle speed and road cleanliness. Unit: kg/vehicle km...... 86 Table 48: Water spraying and dust suppression at construction site test results...... 86 Table 49: Road works construction machinery noise intensity at full load/power, no noise shields...... 87 Table 50: Road construction machinery noise intensity at full load/power at different distances from source, no noise shields...... 88 Table 51: Road construction machinery noise levels compliance with relevant standard, no noise shields...... 88 Table 52: Predicted bus station construction machinery noise intensity at full load/

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power at different distances from source, no noise shields...... 89 Table 53: Predicted bus station construction machinery noise intensity at sensitive sites and compliance with relevant standard (assumes 2.5 m construction boundary wall and noise barriers)...... 89 Table 54: Predicted charging station construction machinery noise intensity at sensitive sites and compliance with relevant standard (assumes 2.5 m construction boundary wall and noise barriers)...... 92 Table 55: Pollutant concentration in road runoff...... 95 Table 56: Bus station on-site wastewater treatment facilities...... 96 Table 57: Vehicle emission factors used in air quality modelling...... 98 Table 58: Predicted NO2 pollution intensities on project roads...... 98 Table 59: Predicted worst case 1-hour NO2 concentrations on all project roads compared to PRC Standard and WHO AQG...... 100 Table 60: Predicted worst case 1-hour NO2 concentrations at sensitive receptors near or adjacent to project roads compared to PRC Standard and WHO AQG... 100 Table 61: Predicted worst case 24-hour NO2 concentrations on all project roads compared to PRC Standard...... 102 Table 62: Predicted worst case 24-hour NO2 concentrations at sensitive receptors near or adjacent to project roads compared to PRC Standard...... 102 Table 63: Predicted average annual NO2 concentrations on all project roads compared to PRC Standard...... 104 Table 64: Predicted average annual NO2 concentrations at sensitive receptors near or adjacent to project roads compared to PRC Standard...... 104 Table 65: Predicted bus station noise source levels, dB (A)...... 106 Table 66: Predicted impact of bus station noise sources at various distances, dB (A)...... 106 Table 67: Predicted maximum noise emissions, 7.5 m from vehicles, on project supporting roads, GDAD, for short-term, mid-term and long-term horizons during operation (unit: dB)...... 108 Table 68: Supporting roads predicted worst case future traffic noise (dB) under three time horizons. Yellow shading designates a predicted exceedance of the Level IVa standard, blue shading designates a predicted exceedance of the Level II standard, Environmental Quality Standard for Noise (GB 3096 - 2008)...... 110 Table 69: Supporting roads predicted future traffic noise (dB(A)) at sensitive receptors, under three time horizons. Predicted noise levels are in compliance with PRC standards, but there are some predicted exceedances of WHO AQGs (highlighted in yellow)...... 115 Table 70: Charging station predicted noise sources, (dB(A))...... 115 Table 71: Predicted noise impacts during operation, (dB(A))...... 116 Table 72: Associated facility road project approvals (for project supporting roads). ... 121 Table 73: Associated facility road EIA approvals (for project supporting roads)...... 121 Table 74: Associated facility road EIA approvals (for bus stations)...... 123 Table 75: Associated facilities for under road municipal infrastructure...... 125 Table 76: Parameters for bus type comparison environmental calculations...... 127 Table 77: GHG and air quality Impact of electric buses versus for Gui’an...... 128 Table 78: Bridge design options. Option 1 was selected on preliminary basis...... 130 Table 79: Summary of public consultation and participation meetings, GDAD...... 132 Table 80: Issues raised during public consultation and project proponent responses. 138

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List of Figures

Figure 1: Guizhou Gui’an New District New Urbanization Smart Transport System Development Project...... 2 Figure 2: ITS roadside detection and monitoring equipment...... 25 Figure 3: Location of ITS Big Data Services Center, GDAD...... 26 Figure 4: Location of Bus Stations, GDAD...... 29 Figure 5: Battery powered electric bus produced by BYD, Hanzhou PRC...... 31 Figure 6: Example of existing charging station near the High Technology Industrial Park in the GDAD...... 33 Figure 7: Two-nozzle bus charger at existing charging station near the High Technology Industrial Park in the GDAD...... 33 Figure 8: Control building, existing charging station near the High Technology Industrial Park in the GDAD...... 34 Figure 9: Electrical control equipment, existing charging station near the High Technology Industrial Park in the GDAD...... 34 Figure 10: Example of parking lot charger, GDAD...... 35 Figure 11: Supporting road network and planned future land use, core area, GDAD. .. 35 Figure 12: Supporting road network and current land use, core area, GDAD...... 36 Figure 13: Cross-section diagram, main roads...... 38 Figure 14: Cross-section diagram, sub-main road...... 38 Figure 15: Cross-section diagram, branch roads...... 39 Figure 16: Underground pipeline layout, main roads. Submain and branch roads will utilize a similar underground pipeline layout...... 42 Figure 17: Changfeng Road Longhu Bridge, which will utilize a diagonal-span cable stay arch design (preliminary design)...... 43 Figure 18: ICVSDZ 1-3-13 model, with a data center which collects and analyses data retrieved from three platforms for thirteen applications...... 46 Figure 19: Gui’an New Area High-End Equipment Industry Park and indicative testing roads for ICVs...... 47 Figure 20: Overall project implementation chart...... 50 Figure 21: GDAD in relation to Gui’an New District and Guiyang, the capital of Guizhou...... 52 Figure 22: GDAD topography...... 53 Figure 23: GDAD elevation profile from west (left) to east (right)...... 54 Figure 24: GDAD elevation profile from north (left) to south (right)...... 54 Figure 25: GDAD landuse plan for 2020 planning horizon...... 55 Figure 26: Climatograph, Guiyang City...... 57 Figure 27: Wind rose, Guiyang Longdongbao Airport...... 57 Figure 28: Water resources in the GDAD...... 58 Figure 29: Current water resources in the core area of the GDAD with elevations. Green dots indicate control gates...... 59 Figure 30: Drinking water source protection zones in the GDAD...... 60 Figure 31: Location of GEPB air quality monitoring stations in the GDAD...... 60 Figure 32: Location of GEPB water quality monitoring points in the GDAD...... 61 Figure 33: Location of GEPB sound quality monitoring points in the GDAD...... 66 Figure 34: Planned urban development area (highlighted in red) within the GDAD. .... 68 Figure 35: Aerial and ground images from project road 12-H4...... 69 Figure 36: Aerial images showing degree of development and vegetation clearance in area of project roads 7-H11, 10-Z4, and 1-#5 (right)...... 70 Figure 37: Aerial images showing Tonji Hospital boundary in relation to #5 Road ...... 74 Figure 38: Road network, GDAD...... 79 Figure 39: Existing bus routes in the GDAD...... 81 Figure 40: Project zone of influence...... 82 Figure 41: Map of spoil disposal sites in the GDAD...... 85

Figure 42: Contour map of predicted worst case 1-hour NO2 concentrations on project roads...... 101 Figure 43: Contour map of predicted worst case 24-hour NO2 concentrations on project roads...... 103 Figure 44: Contour map of predicted annual NO2 concentrations on project roads.... 105 Figure 45: Supporting roads predicted future traffic noise (dB), 2020 time horizon, daytime...... 112 Figure 46: Supporting roads predicted future traffic noise (dB), 2020 time horizon, nighttime...... 112 Figure 47: Supporting roads predicted future traffic noise (dB), 2026 time horizon, daytime...... 113 Figure 48: Supporting roads predicted future traffic noise (dB), 2026 time horizon, nighttime...... 113 Figure 49: Supporting roads predicted future traffic noise (dB), 2034 time horizon, daytime...... 114 Figure 50: Supporting roads predicted future traffic noise (dB), 2034 time horizon, nighttime...... 114 Figure 51: GHG emissions of LNG buses and BEBs...... 127 Figure 52: Reductions in grid factor in China over time...... 128 Figure 53: Changfeng Road Longhu Bridge, diagonal-span cable-stay arch design option...... 129 Figure 54: Changfeng Road Longhu Bridge, steel tube arch design option...... 129 Figure 55: Changfeng Road Longhu Bridge, intertwined twin-wave arch design option...... 130 Figure 56: Locations of public consultation and participation meetings, GDAD...... 132 Figure 57: BEGDA letter to local governments requesting public consultation meetings...... 133 Figure 58: Public consultation meetings, September 27th to 31st, 2018...... 134 Figure 59: Translation of the public consultation questionnaire...... 135 Figure 60: Example of completed public consultation questionnaire...... 137

EXECUTIVE SUMMARY

A. Introduction i. This is the Initial Environmental Examination (IEE) report for report for the proposed Guizhou Gui’an New District New Urbanization Smart Transport System Development Project (the project) in Guizhou Province in the People’s Republic of China (PRC). The Gui'an New District has a total area of 1,750 km2, though the focus of the project is the Gui’an Direct Administrative District (GDAD), which is under the authority of the Gui’an New District Management Committee (GNDMC) and has an area of 470 km2.

ii. ADB’s environmental safeguard requirements are specified in the Safeguard Policy Statement (SPS, 2009). The project has been screened and classified by ADB as Environment Category B, requiring the preparation of an IEE (this report) including an environmental management plan (EMP). The EMP is presented in Appendix A.

iii. This report has been prepared based on a domestic Feasibility Study Report (FSR); a domestic environmental impact table (EIT) report; additional baseline data collection and analyses undertaken by the domestic EIT consultant under the direction of an ADB PPTA team; site visits and analyses conducted by the PPTA team; ADB review mission discussions and agreements with relevant government agencies; and, consultations with affected persons and stakeholders.

B. Project Description

iv. The proposed project will assist the GNDMC in developing innovative solutions for green transport infrastructure and mitigating potential traffic congestion and other related negative environmental impacts by providing high-technology clean-energy, intelligent transport systems.

v. The project will be implemented through three outputs:

(i) Output 1: Intelligent transport system designed and installed. A comprehensive intelligent transport system (ITS) will be developed to provide an integrated solution to address traffic management, safety and infrastructure capacity issues. The ITS will cover all aspect of the transport system, including private and commercial vehicles, public transport, non-motorized transport (bicycles and pedestrians), parking, and other services.

(ii) Output 2: Sustainable transport infrastructure built. Bus stations with multimodal connectivity, smart parking lots and supporting urban roads will be developed. This infrastructure will work together with ITS elements to optimize infrastructure and overall urban mobility. New zero-emission buses will be purchased to increase the bus route coverage in the GDAD and reduce emissions from public transport services. In addition, electric charging stations for both private and public vehicles will be installed throughout the area. Information about the status of buses and charging stations will be readily available to operators and users as part of the ITS. In addition, an Intelligent Connected Vehicle System Demonstration Zone (ICVSDZ) for research and development of Intelligent Connected Vehicle (ICVs) and associated technologies will be established, including a data center platform, the application of information technologies in transport infrastructure within a designated testing zone: a controlled industrial park and 2.5 km of adjacent public open-roads. The ICVSDZ component will be further developed during detailed design.

(iii) Output 3: Smart transport capacity strengthened. Capacity strengthening activities will be provided to ensure relevant and up-to-date ITS and clean transport technology is available at design, implementation, and operation phases. Project management consulting services, including environmental technical support, will be provided. vi. The project is estimated to cost $495.47 million, of which ADB has been requested to finance $200 million from its ordinary capital resources. The GGAND will finance the remaining $295.47 million equivalent. The construction period will be 3.5 to 4 years from 2019 to 2023. The project is expected to begin full operation in 2024, and will have a 30 year life span.

C. Project Benefits vii. The project will benefit 1.4 million residents of the GDAD by 2030, including both public transport users and non users. Users will benefit from the improved transit service provide by the zero-emission bus stations and buses. Residents who are non-users will also benefit from access to car charging stations, reduced traffic congestion, improved road access safety, and reduced air pollution.

D. Project Impacts and Mitigation Measures viii. The project zone of influence is defined as:

i) 200 m zones around the boundary of the bus stations with respect to noise impacts, and 500 m zones with respect to air pollution impacts; ii) 200 m zones perpendicular to either side of the roads with respect to noise impacts, and 500 m zones with respect to air pollution impacts; and iii) 50 m zones around charging stations (if not within project bus stations) and associated substations. iv) 50 m zone around the ICVSDZ testing area. ix. Siting and Land Acquisition. The project will acquire 698.57 mu (46.57 ha) of land. The project has been classified as resettlement category B and a Resettlement Plan (RP) with time-bound actions has been prepared under a separate process, supported by a due diligence review by ADB social safeguard specialists. The PMO will appoint a dedicated Safeguards officer to handle all safeguard aspects. The PMO team will be supported by the PMC in the implementation of the RP. An external monitoring agency will be hired to monitor the RP implementation. x. Construction Phase. Potential negative construction phase environmental impacts are short-term and localized, and are associated with fugitive dust, construction noise, wastewater, solid waste, disruption of traffic, and risks to worker health and safety. These will be effectively mitigated through good construction and health and safety practices, including construction soil and spoil management; dust controls including site watering and the use of ready-mix concrete; noise controls including limiting times when noisy activities can occur, selecting low noise equipment and scheduling materials delivery to avoid densely populated or sensitive areas; water quality protection measures including managing site runoff and provision of worker sanitary facilities; good solid and hazardous waste management practices; and good health, safety and emergency response procedures. Construction will not affect any parks, protected areas or rare or threatened flora or fauna species.

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xi. Operation Phase. Potential negative operation phase impacts include runoff from roads and stations which may pollute surface waters; wastewater produced at the stations; emissions from vehicles on the project roads; noise from stations, buses and cars; hazardous materials from bus service areas; end-of-life buses and batteries that require replacement; and potential safety risks from ICV testing. These impacts will be effectively mitigated through good design, including, for example, road-side bio-retention facilities to treat storm water runoff, and noise control measures incorporated into bus station design; good waste and health and safety management practices including effective recycling of busses and bus batteries; and good ICV testing and safety plans and practices.

xii. Climate Change. A Climate Risk and Vulnerability Assessment (CRVA) was undertaken for the project (Appendix I). Compared to the historical baseline, the annual average maximum temperature is projected to increase by 1.48 °C and 2.01 °C, respectively, in the near-term future to 2050 under the low and high scenarios, and by 2.88 °C to 5.02 °C, respectively, in the long-term future to 2100. Annual average minimum temperature is projected to increase by 1.35 °C and 1.72 °C under the low and high scenarios, respectively, in the near-term future to 2050, and by 2.47 °C and 4.60 °C in the long-term future to 2100. xiii. Annual average precipitation is projected to increase by 2.1% in the near-term future to 2050 and decrease by 6.5% in the long-term future to 2100 under the low scenario. Under the high scenario, it is projected to increase by 5.8% in the near future to 2050 and increase by 7.4% in the long-term future to 2100, respectively. These projected results indicate that the annual precipitation in Gui’an is likely to be roughly steady in the future under the low scenario, but will increase by 5.8 to 7.4% under the high scenario. xiv. The highest risk that climate change likely poses to the project areas in Gui’an is higher flood peak flows because of increased intensity of storm events. The CRVA recommended climate change adaptation measures to augment the design peak runoff inflow and flood of relevant drainage. To be conservative, the CRVA recommended that the intensity of design storms be augmented by 10% in designing road systems and sizing drainage pipes/channels that are associated with the transport infrastructure works in this project for climate change adaptation. This recommendation has been incorporated into all project design decisions that require estimated magnitude of design (rainfall, flood) events. In addition, the potential effects of increased storm peak flows due to climate change will also be considered in siting the locations of important facilities and water-proofing project components including electrical equipment.

E. Environmental Management Plan xv. A comprehensive EMP was developed to ensure: (i) implementation of identified mitigation and management measures to avoid, reduce, mitigate, and compensate for anticipated adverse environment impacts; (ii) implementation of monitoring and reporting; and (iii) project compliance with the PRC’s relevant environmental laws, standards and regulations and ADB’s SPS. Organizational responsibilities and budgets are clearly identified for execution, monitoring and reporting. xvi. The EMP includes a project-level grievance redress mechanism (GRM), established to receive and facilitate resolution of complaints about the project during the preconstruction, construction and operation phases. The GRM includes procedures for receiving grievances, documenting key information, and evaluating and responding to the complainants in a reasonable time period.

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F. Information Disclosure, Consultation and Participation xvii. The domestic EIT (in Chinese) is available on request at the PMO, and was disclosed on the Construction Project EIA Publicity System of Guizhou Province website (http://202.98.194.159:6661/wwgs/index.jsp). xviii. Four public consultation and participation meetings were conducted during project preparation at sites spread across the GDAD, selected so as to maximize coverage of project activities. A total of 118 representatives from the affected areas attended the meetings, and a questionnaire was distributed. The results show that 100% of participants anticipate that the project will have a positive effect on the local economy, and 98% indicated that they support the project (94%) or find it acceptable (4%). xix. As the ICVSDZ component will be further developed during detailed design, only preliminary stakeholder consultations have been undertaken, including meetings with the Gui’an New Area Police Department, the Planning and Construction Bureau, the Land Resource Bureau, the Economic Development Bureau, and representatives of the Gui’an New Area High-End Equipment Industry Park. Representatives from the industrial park Investment Department, Development Department, Operations Department and Legal Department also participated. xx. Meaningful consultation will continue throughout detailed design, construction and operation phases, including information disclosure by the project proponent, posting of project information on community notice boards, and ICVSDZ public consultations.

G. Key EMP Implementation Responsibilities xxi. The GGAND will be the EA, but will be represented by the Bureau of Economic Development of Gui’an New District (BEDGA). A project management office (PMO) has been established under the EA to manage the project implementation on a daily basis, and will act as the implementing agency (IA). xxii. Three project implementation units (PIUs) will be established under the guidance of the PMO in (i) Construction Investment Company, (ii) Culture and Tourism Investment Company, and (iii) Industrial Investment Company. The three PIUs will assist the PMO in the implementation of supporting roads, bus hubs and buses, and charging stations, respectively. These companies are Gui’an state-owned enterprises and have technical experience in project implementation, operation and maintenance. The PMO will be in-charge of all other project components and subcomponents, including ITS, bus terminal and depot construction, ICVSDZ and capacity development.

H. Risks and Assurances xxiii. The project has few unusual technical risks and conventional engineering designs with proven reliability and performance will be adopted. From an environment safeguards perspective, the main risk relates to the failure of the PMO, PIUs and operational units to monitor environmental impacts and implement the EMP during the construction and operation phases. There are also potential safety risks associated with autonomous ICV testing. These risks will be mitigated by (i) providing training in environmental management and ICV safety; (ii) appointing qualified project implementation consultants including an Independent ICV Expert Team; (iii) following appropriate project implementation monitoring and mitigation arrangements; (iv) ADB conducting regular project reviews; and (v) project assurances covenanted in the loan and project agreements with ADB.

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I. Conclusion xxiv. The project IEE has: (i) identified potential negative environment impacts and established mitigation measures; (ii) assessed public support from the project beneficiaries and affected people; (iii) established a project GRM; and (iv) prepared a project EMP, including environmental management and supervision structure, environmental mitigation and monitoring plans, and capacity building and training. xxv. It is concluded that the project will not result in adverse environmental impacts that are irreversible, diverse, or unprecedented. Any minimal adverse environmental impacts associated with the project will be prevented, reduced, or minimized through the implementation of the project EMP.

I. INTRODUCTION

1. This is the Initial Environmental Examination (IEE) report for the proposed Guizhou Gui’an New District New Urbanization Smart Transport System Development Project (the project) in Guizhou Province in the People’s Republic of China (PRC) (Figure 1). The Gui'an New District has a total area of 1,750 km2, though the focus of the project is the Gui’an Direct Administrative District (GDAD), which is under the authority of the Gui’an New District Management Committee (GNDMC) and has an area of 470 km2.

2. The proposed project will assist the GDAD in developing innovative solutions for green transport infrastructure and mitigating potential traffic congestion and other related negative environmental impacts by providing high-technology clean-energy intelligent transport systems.1

3. The project will be implemented through three outputs:

(ii) Output 2: Sustainable transport infrastructure built. Bus stations with multimodal connectivity, smart parking lots and supporting urban roads will be developed. This infrastructure will work together with ITS elements to optimize infrastructure and overall urban mobility. New zero-emission buses will be purchased to increase the bus route coverage in the GDAD and reduce emissions from public transport services. In addition, electric charging stations for both private and public vehicles will be installed throughout the area. Information about the status of buses and charging stations will be readily available to operators and users as part of the ITS. In addition, an Intelligent Connected Vehicle System Demonstration Zone (ICVSDZ) for research and development of ICV and associated technologies will be established, including a data center platform, the application of information technologies in transport infrastructure, and closed-road testing of three ICVs in a fenced and access- controlled industrial park and 2.5 kilometers (km) of adjacent public open-roads.

4. The project will benefit 1.4 million residents of the GDAD by 2030, including both public transport users and non users. Users will benefit from the improved transit service provide by the zero-emission bus stations and buses. Residents who are non-users will also benefit from access to car charging stations, reduced traffic congestion, improved road safety, and reduced air pollution.

1 The project is included in the People's Republic of China: Country Operations Business Plan (2017–2019).

Figure 1: Guizhou Gui’an New District New Urbanization Smart Transport System Development Project.

Source: ADB, 2019.

5. The project is estimated to cost $495.47 million. The construction period will be 3.5 to 4 years from 2019 to 2023. The Government of Gui’an New District (GGAND) will be the EA, but will be represented by the Bureau of Economic Development of Gui’an New District (BEDGA). A project management office (PMO) has established to manage the project implementation on a daily basis, and will act as the implementing agency (IA).

6. ADB’s environmental safeguard requirements are specified in the Safeguard Policy Statement (SPS, 2009). The project has been screened and classified by ADB as Environment Category B, requiring the preparation of an IEE (this report) including an environmental management plan (EMP). The EMP is presented in Appendix A.

7. This report has been prepared based on domestic Feasibility Study Reports (FSRs) (approval expected in March 2019);2 a technical due diligence review of the FSR undertaken by ADB PPTA technical specialists;3 an approved domestic environmental impact table (EIT) report;4 additional baseline data collection and analyses undertaken by the domestic EIT consultant under the direction of the PPTA team; site visits and analyses conducted by the PPTA team; ADB review mission discussions and agreements with relevant government agencies; and consultations with affected persons and stakeholders.

2 Feasibility Study Report for Public Transportation Infrastructure Construction Project in Gui’an New District, 2018; Feasibility Study Report for Road Network Enhancement Project in Gui'an Central District (Phase I), 2018; Feasibility Study Report for Electric Vehicle Charging Network in Gui’an New District, 2018; Feasibility Study Report on Autonomous Vehicle and Cooperative Vehicle Infrastructure System, 2018. 3 TA-9437 PRC: Supporting Project Preparation - Subproject: Guizhou Gui'an New District Smart Transport System Development. 4 Construction Project Environmental Impact Statement, Guizhou Gui’an New District New Urbanization Smart Transport System Development Project. Owner: Economic Development Bureau of Gui’an New District Administration Committee, Guizhou Province. Prepared by the Bijie Environment Science Institute. Approved 16 January by Gui’an New Area EPB.

II. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK

A. Applicable ADB Policies, Regulations and Requirements

8. The major applicable ADB policies, regulations, requirements and procedures for environmental management and environmental impact assessment (EIA) are the Safeguard Policy Statement (SPS, 2009) and the Environmental Safeguards – A Good Practice Sourcebook (2012), which jointly provide the basis for this IEE. The SPS promotes good international practice as reflected in internationally recognized standards such as the World Bank Group’s EHS Guidelines. The policy is underpinned by the ADB Operations Manual for the SPS (OM Section F1, 2010).

9. The SPS establishes an environmental review process to ensure that projects undertaken as part of programs funded through ADB loans are environmentally sound, are designed to operate in compliance with applicable regulatory requirements, and are not likely to cause significant environment, health, social, or safety hazards.

10. At an early stage in the project cycle, typically the project identification stage, ADB screens and categorizes proposed projects based on the significance of potential project impacts and risks. Project screening and categorization are undertaken to:

i) reflect the significance of the project’s potential environmental impacts; ii) identify the type and level of environmental assessment and institutional resources required for the safeguard measures proportionate to the nature, scale, magnitude and sensitivity of the proposed project’s potential impacts; and, iii) determine consultation and disclosure requirements.

11. A project’s environment category is determined by the category of its most environmentally sensitive component, including direct, indirect, induced, and cumulative impacts. ADB assigns a proposed project to one of the following categories:

i) Category A. Proposed project is likely to have significant adverse environmental impacts that are irreversible, diverse, or unprecedented; impacts may affect an area larger than the sites or facilities subject to physical works. A full-scale EIA including an environmental management plan (EMP), is required. ii) Category B. Proposed project’s potential environmental impacts are less adverse and fewer in number than those of category A projects; impacts are site-specific, few if any of them are irreversible, and impacts can be readily addressed through mitigation measures. An IEE, including an EMP, is required. iii) Category C. Proposed project is likely to have minimal or no adverse environmental impacts. No EIA or IEE is required although environmental implications need to be reviewed. iv) Category FI. Proposed project involves the investment of ADB funds to, or through, a financial intermediary.

12. The project has been classified by ADB as environment category B, requiring the preparation of an IEE (this report).

13. The SPS 2009 requires a number of additional considerations, including: (i) project risk and respective mitigation measures and project assurances; (ii) project-level grievance redress mechanism; (iii) definition of the project area of influence; (iv) physical cultural resources damage prevention analysis; (v) climate change mitigation and adaptation; (vi) occupational and community health and safety requirements (including emergency preparedness and response); (vii) economic displacement that is not part of land acquisition; (viii) biodiversity conservation and natural resources management requirements; (ix)

provision of sufficient justification if local standards are used; (x) assurance of adequate consultation and participation; and (xi) assurance that the EMP includes an implementation schedule and measurable performance indicators. These requirements, which may not be covered in the domestic EIT, have been considered, and all applicable environmental requirements in the SPS 2009 are covered in this IEE.

14. During the design, construction, and operation of a project the SPS also requires the borrower to follow environmental standards consistent with good international practice, as reflected in internationally recognized standards such as the World Bank Group’s Environment, Health and Safety Guidelines (hereafter referred to as the EHS Guidelines).5 The EHS Guidelines includes both general EHS guidelines and industry sector guidelines. The general EHS Guidelines contains (i) environmental guidelines on discharge effluent, air emissions, and other numerical guidelines; (ii) occupational health and safety guidance; (iii) community health and safety guidance; and (iv) construction and decommissioning guidelines.

15. The EHS guidelines also include performance indicators and prevention and control approaches that are normally acceptable to ADB and are generally considered to be achievable at reasonable costs by existing technology. When host country regulations differ from these levels and measures, the borrower/client is to achieve whichever is more stringent. If less stringent levels or measures are appropriate in view of specific project circumstances, the borrower/client is required to provide justification for any proposed alternatives.

B. ADB Assistance to PRC

16. The project is aligned with the key thrusts of ADB's assistance to the PRC under the PRC Country Partnership Strategy (CPS)6 in the areas of: (i) managing climate change and the environment, such as transportation modes with lower emissions and energy consumption, sustainable urban public transport systems; and (ii) supporting inclusive economic growth (reducing poverty and inequality), so as to promote integrated, green, inclusive and competitive urban development, focusing on small and medium-sized cities in less-developed regions that can be used as a model for other cities in Asia and support city cluster development, including urban infrastructure development and institutional coordination.7 The focus on public transport and multi-modal integration also fits well with ADB's Sustainable Transport Initiative (STI).8

C. PRC Public Transport Policies

17. A number of high level policy decisions have emphasized that public transport is a PRC national priority:  The PRC Thirteenth Five-Year Plan (2016–2020) prioritizes implementing public transport policy, speeding up development of large-capacity public transport, and encouraging green travel operations.

5 World Bank Group, Environmental, Health, and Safety Guidelines, April 30, 2007, Washington, USA. http://www.ifc.org/ifcext/enviro.nsf/Content/EnvironmentalGuidelines 6 Asian Development Bank. 2016. Transforming partnership: People’s Republic of China and Asian Development Bank, 2016-2020. Manila. 7 Transit-oriented development refers to mixed-use residential and commercial areas designed to maximize access to public transport and facilitate pedestrian movement. A transit-oriented development is typically centered on a transit station (train station/metro station/bus terminal), surrounded by relatively high-density development with progressively lower-density development further from the high capacity public transport facility. 8 The STI, approved by ADB management on 20 July 2010, has set a new direction for ADB's transport sector efforts to promote more environmentally and socially sustainable transport solutions in DMCs in line with ADB's Strategy 2020.

 The Ministry of Construction (MoC) issued Opinions on Prioritizing the Development of Urban Public Transport (No. 38 urban construction[2004]) in March 2004, emphasizing the role of urban transport planning, speeding up the construction of public transport infrastructure such as multi-modal hubs and depots, optimizing the operation structure of public transport, and ensuring public transport priority.  In September 2006 the General Office of Guizhou Provincial People's Government issued Implementation Opinions on Prioritizing the Development of Urban Public Transport (No. 91 of the Guizhou Provincial Office of Public Transport). The objectives are to give priority to the development of public transport, and to direct city governments to implement in accordance with the national public transport strategy.  In December 2012 the State Council issued the Opinions on Prioritizing the Development of Urban Public Transport (No. 64, National Development [2012]. The document requires cities to speed up the transformation of urban transport development, highlights the social benefit of urban public transport, puts public transport development in the primary position in urban transport development, and focusses on improving urban public transport security. It also stresses the importance of planning regulations so that land resources can be secured for the development public transport infrastructure.  In 2017 the Government of Gui'an New Area District (GGAND) commissioned the China Urban Planning and Design Institute to prepare "Gui'an New District Public Transportation Planning".

18. With respect to land use planning, in January 2014 the State Council released the Official Reply of State Council on approving the Establishment of Guizhou Gui’an New District, and in June 2014, the Provincial Government approved the Masterplan of Gui’an New District (2013-2030).

19. Overall, the proposed project is fully consistent with and supportive of the PRC public transport policy framework, and the urban planning framework for the Gui’an New District and the GDAD.

D. PRC Environmental Legal Framework

20. The environmental protection and management system in the PRC consists of a well- defined hierarchy of regulatory, administrative and technical institutions. At the top level the People’s Congress of the PRC has the authority to pass and revise national environmental laws; the Ministry of Ecology and Environment (MEE) under the State Council promulgates national environmental regulations; and the MEE either separately or jointly with the Administration of Quality Supervision, Inspection and Quarantine issues national environmental standards and guidelines. Provincial and local governments can also issue provincial and local environmental regulations and guidelines in accordance with the national ones. In addition, national and local five-year environmental protection plans form an important part of the legal framework.

21. Key PRC environmental laws are listed in Table 1, including associated regulations and decrees that support their implementation. Guidelines for EIA implementation are listed in Table 2.

22. The most far-reaching legislation on pollution prevention and control is the Environmental Protection Law (EPL) (1989, amended 2014, effective 2015 and item 2 in Table 2), which sets out key principles for the nation’s pollution control system, including the “Three Simultaneities policy,9 the application of pollution levy’s, and EIA requirements. The

9 The “Three Simultaneities Policy” requires the design, construction, and operation of pollution control and treatment facilities to occur simultaneously with the project design, construction, and operation.

implementation of the “Three Simultaneities” was further strengthened by implementation decrees (items 26 and 28 Table 1) and the Construction Project Environmental Protection Management Regulation (item 17 Table 1).

Table 1: Applicable PRC environmental laws, regulations and decrees. Issued/ No. Laws Updated 1 Environmental Impact Assessment Law 2016 2 Environmental Protection Law 2015 3 Atmospheric Pollution Prevention and Control Law 2015 4 Occupational Disease Prevention and Control Law 2011 5 Water and Soil Conservation Law 2011 6 Water Pollution Prevention and Control Law 2010 7 Urban and Rural Planning Law 2008 8 Solid Waste Pollution Prevention and Control Law 2005 9 Water Law 2002 10 Cultural Relics Protection Law 2002 11 Noise Pollution Prevention and Control Law 1999 12 Labor Law 1995 Regulations 13 Atmospheric Pollution Prevention and Control Action Plan (State Council Announcement 2013 No. 37) 14 Policy on Integrated Techniques for Air Pollution Prevention and Control of Small 2013 Particulates (MEE Announcement No. 59) 15 Planning Environmental Impact Assessment Regulation 2009 16 Cultural Relics Protection Law Implementation Regulation 2003 17 Construction Project Environmental Protection Management Regulation 1998 18 Wild Plant Protection Regulation 1996 Decrees and Announcements 19 Directory for the Management of Construction Project EIA Categorization (MEE Decree 2015 2015-33) 20 Measures for Public Participation in Environmental Protection (MEE Decree 2015-35) 2015 21 Management Measures for Environmental Impact Post Assessment of Construction 2015 Projects (on trial) (MEE Decree 2015-37) 22 Government Information Disclosure of Construction Project EIA (on trial) (MEE 2013 Announcement No. 103) 23 Measures for Environmental Supervision (MEE Decree 2012-21) 2012 24 Requirement for Preparation of EIA Report Summary (MEE Announcement 2012-51) 2012 25 Strengthening of EIA Management for Prevention of Environmental Risk (MEE 2012 Announcement 2012-77) 26 Opinion from the State Council on Important Tasks for Strengthening Environmental 2011 Protection (State Council Announcement 2011-35) 27 Management Measures for Operation of the Environmental Complaint Hotline (MEE 2010 Decree 2010-15) 28 Management Procedures for the Supervision, Inspection and Environmental Acceptance 2009 of Construction Projects under the “Three Simultaneities” (on trial) (MEE Announcement 2009-150) 29 Specifications on the Management of Urban Construction and Demolition Waste (Ministry 2005 of Construction Decree 2005-139) 30 Management Measures for Inspection and Acceptance of Environmental Protection at 2001 Construction Project Completion (MEE Decree 2001-13) Source: ADB PPTA consultants.

23. The amended EPL further defines enforcement and supervision responsibilities for all levels of environmental protection authorities, imposes stricter obligations and more severe penalties on enterprises and construction units regarding pollution prevention and control, and allows for environmental public interest litigation including through nongovernment organizations. The procedures and requirements for the technical review of EIA reports by authorities have been specified (Table 2, item 4), and environmental inspection and

enforcement on design, installation, and operation of project-specific environmental protection and control measures are regulated under the “Three Simultaneities” (Table 1, items 5, 15, 25, 26, and 28).

Table 2: PRC EIA Guidelines. Guidelines Date 1 HJ 192-2015 Technical Criterion for Ecosystem Status Evaluation 2015 2 HJ 130-2014 Technical Guidelines for Planning EIA - General Principles 2014 3 HJ 663-2013 Technical Regulation for Ambient Air Quality Assessment (on trial) 2013 4 HJ 2.1-2011 Technical Guidelines for EIA – General Program 2011 5 HJ 19-2011 Technical Guidelines for EIA – Ecological Impact 2011 6 HJ 616-2011 Guidelines for Technical Review of EIA on Construction Projects 2011 7 HJ 623-2011 Standard for the Assessment of Regional Biodiversity 2011 8 HJ 630-2011 Technical Guideline on Environmental Monitoring Quality 2011 Management 9 Technical Guidelines for EIA - Public Participation (public comment version), (Jan. 2011 2011) 10 HJ 610-2011 Technical Guidelines for EIA – Groundwater Environment 2011 11 HJ 2.4-2009 Technical Guidelines for EIA – Acoustic Environment 2009 12 HJ 2.2-2008 Technical Guidelines for EIA – Atmospheric Environment 2008 13 HJ/T 393-2007 Technical Specifications for Urban Fugitive Dust Pollution 2007 14 JG/J 146-2004 Environmental and Hygiene Standards for Construction Sites 2004 15 HJ/T 2.3-1993 Technical Guidelines for EIA – Surface Water Environment 1993 Source: ADB PPTA consultants.

24. Public participation and environmental information disclosure provisions are among the most significant changes introduced in the amended EPL, further supported by the decrees on the preparation of EIA summaries for the purpose of public disclosure (Table 1, item 24), information disclosure on construction project EIAs by government (Table 1, item 22), method for public participation in environmental protection (Table 1, item 20), and technical guidelines for public participation in EIAs.

25. For grievance redress, a hotline number (12369) was established in March 2011 at each level of environmental protection authority throughout the nation for receiving and resolving environmental complaints, in accordance with the Management Measures for Operation of the Environmental Complaint Hotline (MEE Decree [2010] No. 15] (Table 1, item 27).

26. The PRC also provides protection for community health and occupational health and safety through the Labor Law (1994) (Table 1, item 12), the Occupational Disease Prevention and Control Law (2001) (Table 1, item 4), and environmental and hygiene standards for construction sites.

27. With respect to electric vehicle (EV) batteries, Interim Measures for the Administration of Recycling and Utilization of New Energy Vehicles' Power Battery was jointly issued by the Ministry of Industry and Information Technology, the Ministry of Science and Technology, the Ministry of Environmental Protection, the Ministry of Transport, the Ministry of Commerce, the General Administration of Quality Supervision, Inspection and Quarantine, and became effective on August 1, 2018. EV manufacturers are responsible for the recovery of EV batteries. They are required to set up recycling channels and service outlets where old batteries can be collected, stored, and transferred to specialty recyclers. In 2018 the Ministry of Information and Technology also issued Interim Provisions on the Management of Traceability of Recycling and Utilization of New Energy Vehicles. Together with battery makers and their sales units, EV manufacturers must set up a “traceability” system that

enables the identification of owners of discarded batteries. Battery makers are also encouraged to adopt standardized and easily dismantled product designs to help automate the recycling process. They must also provide technical training for vehicle makers to store and dismantle old batteries.

E. Intelligent Connected Vehicles (ICV)

28. The primary ICV regulation in the PRC is the Management Regulation for Intelligent Connected Vehicle Road Testing (for trial implementation), jointly issued by the Ministry of Public Security (MPS), the Ministry of Industry and Information (MII), and the Ministry of Transportation (MoT) in April 2018. ICV testing will be managed by relevant provincial and authorities10, usually through the formation of a Steering Committee, which will report back to the three national ministries. The regulations require the presence in test vehicles of a safety driver with at least three years driving experience and a clean record over the past 12 months. Testing companies are responsible for training their safety drivers, providing support in emergency situations on the road, and assume full liability for the vehicle’s actions during testing. Test vehicles must be new and able to switch from self-driving mode to manual operation efficiently, safely and instantly. They must have the capacity for real-time monitoring, recording, and storing of vehicle status, control mode information (self-driving or manual), location, direction and speed. Vehicles must also record environment perception and response data, headlight and turn signal status, and provide 360-degree video monitoring.

29. The ICV regulatory framework in the PRC and other countries is described in more detail in Appendix K.

F. PRC Environmental Impact Assessment Framework and Procedures

30. EIA Administrative Framework. The PRC administrative framework consists of national, provincial, and local (city and county) environmental protection authorities. The national authority is the MEE, which promulgates laws, regulations, administrative decrees, technical guidelines, and environmental quality and emission standards on EIA and pollution prevention and control. At the provincial level there are Environmental Protection Departments (EPDs), which act as gatekeepers for EIA and pollution prevention and control in the provinces. They are often delegated authority by the MEE to approve EIA reports for development planning and construction projects, except for those projects with national interest or which cross provincial boundaries. Local (city or county level) Environmental Protection Bureaus (EPB) enforce environmental laws and conduct environmental monitoring within city or county limits. EPBs can also be delegated the authority to approve EIA reports by the provincial EPDs. EPDs and EPBs are supported by Environmental Monitoring Stations (EMS), which are subsidiaries of EPDs or EPBs and are qualified entities to carry out environmental monitoring.11

31. The PRC has an EIA qualification and registration system, and only qualified and registered institutes and individuals are allowed to prepare EIAs. Under MEE Decree 2015- 36, as of 1 November 2015 qualified institutes for conducting EIAs for construction projects in the PRC can no longer be a subsidiary of an environmental authority responsible for approving EIAs.

10 Includes industry and information technology departments, traffic management departments subordinate to the public security organ and the transportation departments of provinces, autonomous regions, municipalities directly under the central government, municipalities with independent planning status, and the Xinjiang Production and Construction Corps. 11 In this report, “environmental monitoring” refers to the activity of collecting environmental data either through in-situ measurements or through sampling followed by laboratory testing of samples.

32. EIA Legal Framework. EIA in the PRC is governed by the Environmental Impact Assessment Law (2002) (Table 1, item 1), covering EIAs for (i) plans (such as new development areas and new industrial parks) and strategic environmental assessments (SEA); and (ii) construction projects. This was followed by the promulgation of two regulations: the Construction Project Environmental Protection Management Ordinance (1998) (Table 1, item 17) and the Planning Environmental Impact Assessment Regulation (2009) (Table 1, item 15), both of which require early screening and environmental categorization.

33. EIA Procedures. Under MEE decree Directory for the Management of Construction Project Environmental Impact Assessment Categorization (MEE Decree 2015-33) (1, item 19), classifies EIAs for construction projects into three categories with different reporting requirements, based on the significance of potential environmental impacts and the environmental sensitivity12 of the project site:

i) Projects with significant adverse environmental impacts, for which a full environmental impact report (EIR) is required; ii) Projects with adverse environmental impacts which are of a lesser degree and/or significance than those of Category A, for which a tabular environmental impact report (EIT) is required; and iii) Projects unlikely to have adverse environmental impacts, for which an environmental impact registration form (EIRF) is required.

34. EIR and EITs report are generally equivalent to ADB’s Category A EIA and Category B IEE reports, respectively. The EIRF is similar to an ADB Category C.

35. EIA Follow-Up Actions. In 2015 the MEE issued decree Management Measures for Environmental Impact Post Assessment of Construction Projects (MEE Decree 2015-37, item 21). Under this decree a trial program was implemented on 1 January 2016 requiring follow-up actions 3 to 5 years after commencement of project operation for large infrastructure and industrial projects or projects located in environmentally sensitive areas. These actions include environmental monitoring and impact assessment to verify the effectiveness of environmental protection measures and to undertake any corrective actions that might be needed. The decree also specifies that the institute that did the original impact assessment for the project cannot undertake environmental impact post assessment for the same project.

36. EIA Guidelines. The MEE has issued a series of technical guidelines for preparing EIAs (Table 2). These include impact assessment guidelines on general EIA implementation and principles, atmospheric environment and ambient air quality, noise, surface water, groundwater, ecology and regional biodiversity, biodiversity monitoring, quality management on environmental monitoring, and public participation.

G. Project Domestic Environmental Assessment

37. Under MEE Decree Management Measures for Environmental Impact Post Assessment of Construction Projects (MEE Decree 2015-37) the project was classified as

12 Environmentally sensitive areas are defined in the Decree, and include: (i) nature reserves and protected areas, scenic areas, world cultural and natural heritage sites, drinking water source protection zones; (ii) basic farmland and grassland, forest parks, geological parks, important wetland, natural woodland, critical habitats for endangered plant and animal species, important aquatic spawning/nursery/ wintering/migration grounds, regions suffering from water resource shortage, serious soil erosion areas, desertification protection areas, eutrophic water bodies; and (iii) inhabited areas with major residential, health care, scientific research, and administration functions, cultural heritage protection sites, and protection areas with historical, cultural, scientific, and ethnic values.

requiring the preparation of an EIT report. The report was prepared by Bijie Environmental Science Research Co. Ltd. The company has a 9 EIA engineers, and is certified by the MEE to undertake EIAs until 2020, including common construction projects.

38. The domestic EIT report was reviewed by Gui’an New Area Environmental Protection Bureau (GEPB). A draft report was submitted in early September 2018, and a revised report was submitted in December 2018. The EIT report was formally approved by GEPB on 16 January 2019 (Appendix B).

H. Environmental Standards

39. PRC Environmental Standards. Standards issued by the MEE generally consist of environmental quality (ambient) standards applicable to the receiving environment, and emission standards applicable to the pollution source. The former includes standards for ambient air quality, noise and vibration, surface water, groundwater, soil, etc. The latter includes standards for integrated wastewater discharge, construction and community noise, odor and air pollutants, etc. (Table 3).

40. As noted above, ADB’s SPS requires borrowers to follow environmental standards consistent with good international practice, as reflected in internationally recognized standards such as the World Bank Group’s EHS Guidelines. When host country regulations differ from these levels and measures, the borrower is to achieve whichever is more stringent. If less stringent levels or measures are appropriate in view of specific project circumstances, the borrower is required to provide justification for any proposed alternatives.

Table 3: Applicable PRC environmental standards. No. Standards 1 GB3095-2012 Ambient Air Quality Standards 2 GB16297-1996 Air Pollutant Integrated Emission Standards 3 GB3096-2008 Environmental Quality Standard for Noise 4 GB3838-2002 Environmental Quality Standards for Surface Water 5 GB8978-1996 Integrated Wastewater Discharge Standard 6 GB22337-2008 Emission Standard for Community Noise 7 GB10070-88 Standard of Environmental Vibration in Urban Area 8 GB12523-2011 Emission Standard of Environmental Noise for Boundary of Construction Site 9 GB/T 15190-2014 Technical Specifications for Regionalizing Environmental Noise Function 10 GB12348-2008 Noise Standards for Industrial Enterprises at Site Boundary 11 GB50118-2010 Design Specifications for Noise Insulation of Buildings for Civil Use 12 GB14554-93 Emission Standards for Odor Pollutants 13 GB/T 14848-93 Quality Standard for Ground Water 14 GB15618-1995 Environmental Quality Standard for Soils 15 GB50210-94 Standard for Flood Control 16 GB11340-2005 Limits and Measurement Methods for Crankcase Pollutants from Heavy-duty Vehicles Equipped with Pressure Ignition Engines 17 GB17691-2005 Emission Limits and Measurement Methods for Exhaust Pollutants from Vehicle Compression-Ignition and Gas Fueled Ignition Engines 18 GB18285-2005 Limits and Measurement Methods for Exhaust Pollutants from Vehicles Equipped with Ignition Engines 19 GB18352-2005 Limits and Measurement Methods for Emissions from Light Duty Vehicles Source: ADB PPTA Consultants and domestic EIT report (2018).

Air Quality

41. Ambient air quality limits are intended to indicate safe exposure levels for the majority of the population, including the very young and the elderly, throughout an individual’s lifetime.

Limits are given for one or more specific averaging periods, typically one-hour average, 24- hour average, and/or annual average. The longer averaging period such as one year is more applicable to assessing impacts from multiple or regional sources, while shorter averaging periods such as 24 hours and 1 hour are more applicable to assessing short-term impacts from project-related activities such as from peak hour traffic or daily or peak construction activities. The PRC’s updated Ambient Air Quality Standards (GB3095-2012) has two classes of limit values; Class 1 standards apply to special areas such as nature reserves and environmentally sensitive areas, and Class 2 standards apply to all other areas, including urban and industrial sites. The PRC standards for Class 2 areas are applicable for the project.13

42. The World Health Organization (WHO) Air Quality Guidelines (AQGs) are international standards and are adopted in the EHS Guidelines. In addition to guideline values, interim targets (IT) are given for each pollutant as incremental targets in a progressive reduction of air pollution.

43. The WHO AQGs and corresponding PRC standards are presented in Table 4. From a review of the table it can be observed that:

(i) For TSP, there are PRC standards but no corresponding WHO AQGs. (ii) For PM10 PRC Class 2 annual average and 24-hour average standards meet WHO IT-1 guidelines (there are no 1-hour average standards or guidelines for PRC or WHO) but not the WHO AQG. (iii) For PM2.5 PRC Class 2 annual and 24-hour standards meet WHO IT-1 guidelines (there are no 1-hour standards or guidelines for either PRC or WHO) but not the WHO AQG. (iv) For NO2 the PRC standard is equivalent to the WHO annual average guidelines, there is no WHO 24-hour average guideline; and the 1-hour average PRC standard is equivalent to the WHO AQG. 3 (v) For SO2 WHO only has a 24-hour average guideline (0.125 mg/m ), which is slightly lower than the PRC standard (0.150 mg/m3).

44. Overall the PRC standards show a high degree of equivalency to the WHO AQG or IT-1 values. The PRC Class 2 standards are adopted for use in this report for general ambient air quality assessment, but WHO AQGs will be used for effects monitoring at sensitive receptors.

13 On 29 February 2012, the China State Council approved the roadmap for ambient air quality standards to improve the environment and human health. The Ambient Air Quality Standards (GB3095-2012) prescribes the first-ever limits for PM2.5. It also modified the previous area classifications by combining Class III (special industrial areas) with Class II (residential, mixed use areas).

Table 4: Comparison of PRC ambient Air Quality Standards (GB3095-2012) and WHO ambient air quality guidelines. PRC GB3095-2012 WHO/EHS Guidelines Air Quality 3 3 Averaging Period (μg/m ) (μg/m ) Parameter Class I Class II Interim Targets AQG 1-year 80 200 n/a n/a TSP 24-hour 120 300 n/a n/a 1-year 40 70 30 - 70 20 PM10 24-hour 50 150 75 - 150 50 1-year 15 35 15 - 35 10 PM2.5 24-hr 35 75 37.5 - 75 25 1-year 20 60 n/a n/a SO2 24-hour 50 150 50 - 125 20 1-hour 150 500 n/a n/a 1-year 40 40 n/a 40 NO2 24-hour 80 80 n/a n/a 1-hour 200 200 n/a 200 8-hour n/a n/a 160 100 O3 1-hour n/a n/a n/a n/a 24-hour 4,000 4,000 n/a n/a CO 8-hour n/a n/a 30 1-hour 10,000 10,000 n/a n/a Note: n/a = not applicable. Source: WHO Air Quality Guidelines (2006) in IFC EHS Guidelines (2007), and PRC GB3095-2012.

Fugitive Particulate Matter

45. Fugitive emission of particulate matter such as dust from construction sites is regulated under PRC‘s Air Pollutant Integrated Emission Standard (GB16297-1996), which sets 120 mg/m3 as the maximum allowable emission concentration and ≤ 1.0 mg/m3 as the concentration limit at the boundary of construction sites (with no specification on particle diameter). There is no equivalent standard recommended in the EHS Guidelines, and the PRC standard is adopted for use in this report.

46. With respect to the emission of asphalt fumes, GB16297-1996 sets the limit at 75 mg/m3.

Exhaust Gasses

47. Exhaust gasses discharged from bus stations are regulated under PRC Emission Standard of Air Pollutant for Gasoline Filling Stations (GB20952-2007). Cooking fumes are regulated under the “small” class, Emission Standard of Cooking Fumes (Trial) (GB18483- 2001) (Table 5). The Emission Standards for Odor Pollutants (GB14554-93) also applies (Table 6).

Table 5: Emission Standards of Cooking Fumes (GB18483-2001). Facility Size Parameter Small Medium Large Maximum allowable emission concentration 2.0 (mg/m3) Minimum removal efficiency of cleaning facilities 60 75 85 (%) Source: Domestic EIT, 2018.

Table 6: Level II Limits, Table 1, Emission Standards for Odor Pollutants (GB14554-93) Pollutant Unit Standard Limit Odor concentration Dimensionless 20 Ammonia mg/m3 1.5 Hydrogen sulfide mg/m3 0.06 Source: Domestic EIT, 2018.

Noise

48. Table 7 presents the relevant PRC Environmental Quality Noise Standards (GB3096- 2008) compared with relevant international guidelines from the WHO (as presented in the EHS Guidelines). The classes within the standards are not directly comparable as the PRC noise standards are set in different zones and WHO standards concern noise at specific receptors. Traffic noise and noise at sensitive receptors need different standards to be applied: the PRC Environmental Quality Noise Standards (GB3096-2008) will be used for traffic noise while the EHS Guidelines will be applied for noise based on types of receptors.

Table 7: PRC Environmental Quality Standards for Noise (GB3096-2008). PRC Standards International Standards Comparison Leq dB(A) One Hour Leq dB(A) Class Day Night Day Night 06-22h 22-06h 07-22h 22-07h 0: Areas needing extreme quiet, 50 40 Classes are not such as special health zones WHO Class I: WHO Class I: directly comparable, I: Mainly residential; and cultural 55 45 Residential, Residential, but PRC Class II and educational institutions institutional, institutional, standards exceed II: Mixed residential, commercial 60 50 educational: 55 educational: 45 WHO Class II and industrial areas standards. PRC III: Industrial areas 65 55 WHO Class II: WHO Class II: standards will be used IVa: Area within 35 m on both 70 55 industrial, Industrial, for traffic noise while sides of urban trunk roads commercial: 70 Commercial: 70 the EHS Guidelines (Class II and above) will be applied for IVb: Both sides of railway lines 70 60 noise based on types of receptors. Source: WHO Noise Quality Guidelines (1999) in IFC EHS Guidelines (2007), and PRC GB3096-2008.

49. Table 8 presents the relevant PRC and international standards (US EPA, IFC EHS Guideline: Occupational Health and Safety Standards) for on-site construction noise. The PRC’s Emission Standard of Environmental Noise for Boundary of Construction Site (GB12523–2011) regulates construction noise, limiting construction noise levels at the construction site boundary to 70 dB(A) in the day time (0600–2200 hours) and 55 dB(A) at night (2200–0600 hours).

Table 8: PRC Noise Emission Standard for Construction Site Boundary (GB12523-2011) and relevant international guidelines. Day Leq dB(A) Night Leq dB(A) International Standards Leq dB(A) IFC EHS Guideline, Occupational Health US EPA: 85 (day, 8 hour 70 55 and Safety: 85 (Equivalent level LAeq, exposure) 8h); 110 (Maximum LAmax, fast) Source: US EPA, IFC Occupational Health and Safety Standard, and PRC GB12523-2011.

Surface Water

50. PRC’s Surface Water Ambient Quality Standard (GB3838-2002) defines five water quality classes for different environmental functions (Table 9). Class I is the highest quality, suitable for head waters and national nature reserves. Class II is suitable for drinking water sources in Class I protection areas, habitats for rare aquatic organisms, breeding grounds for fish and crustaceans, and feeding grounds for fish fry. Class III is suitable for drinking water sources in Class II protection areas, wintering grounds for fish and crustaceans, migration routes, water bodies for aquaculture and capture fishery, and swimming activities. Class IV is suitable for general industrial use and non-contact recreational activities. Class V is the worst quality, suitable only for agricultural and scenic water uses. For rivers within the project area the Class III standard is applicable. For Hongfeng Lake and Songbaishan Reservoir, the Class II standard applies.

Table 9: PRC Surface Water Ambient Quality Standard (GB3838-2002). Water Quality Category Parameter I II III IV V pH 6-9 6-9 6-9 6-9 6-9 90% saturation or Dissolved oxygen (DO) [mg/L] ≥6 ≥5 ≥3 ≥2 ≥7.5 Permanganate index (IMn) [mg/L] ≤2 ≤4 ≤6 ≤10 ≤15 Chemical oxygen demand (COD) [mg/L] ≤15 ≤15 ≤20 ≤30 ≤40 5-day Biochemical oxygen demand (BOD5) ≤3 ≤3 ≤4 ≤6 ≤10 [mg/L] Ammonia nitrogen (NH3-N) [mg/L] ≤0.15 ≤0.5 ≤1.0 ≤1.5 ≤2.0 Total phosphorus (as P) [mg/L] ≤0.02 ≤0.1 ≤0.2 ≤0.3 ≤0.4 Lakes & reservoirs ≤0.01 ≤0.025 ≤0.05 ≤0.1 ≤0.2 Total nitrogen (lakes, reservoirs, as N) [mg/L] ≤0.2 ≤0.5 ≤1.0 ≤1.5 ≤2.0 Copper (Cu) [mg/L] ≤0.01 ≤1.0 ≤1.0 ≤1.0 ≤1.0 Zinc (Zn) [mg/L] ≤0.05 ≤1.0 ≤1.0 ≤2.0 ≤2.0 Fluoride (as F-) [mg/L] ≤1.0 ≤1.0 ≤1.0 ≤1.5 ≤1.5 Selenium (Se) [mg/L] ≤0.01 ≤0.01 ≤0.01 ≤0.02 ≤0.02 Arsenic (As) [mg/L] ≤0.05 ≤0.05 ≤0.05 ≤0.1 ≤0.1 Mercury (Hg) [mg/L] ≤0.0005 ≤0.0005 ≤0.0001 ≤0.001 ≤0.001 Cadmium (Cd) [mg/L] ≤0.001 ≤0.005 ≤0.005 ≤0.005 ≤0.01 Chromium (Cr, hexavalent) [mg/L] ≤0.01 ≤0.05 ≤0.05 ≤0.05 ≤0.1 Lead (Pb) [mg/L] ≤0.01 ≤0.01 ≤0.05 ≤0.05 ≤0.1 Cyanide (CN) [mg/L] ≤0.005 ≤0.05 ≤0.2 ≤0.2 ≤0.2 Volatile phenol [mg/L] ≤0.002 ≤0.002 ≤0.005 ≤0.01 ≤0.1 Total petroleum hydrocarbon (TPH) [mg/L] ≤0.05 ≤0.05 ≤0.05 ≤0.5 ≤1.0 Anionic surfactant (=LAS) [mg/L] ≤0.2 ≤0.2 ≤0.2 ≤0.3 ≤0.3 Sulfide [mg/L] ≤0.05 ≤0.1 ≤0.2 ≤0.5 ≤1.0 Fecal coliform bacteria [number/L] ≤200 ≤2000 ≤10000 ≤20000 ≤40000 Source: IFC EHS Guidelines (2007) and PRC GB3838-2002.

Groundwater

51. The PRC’s Groundwater Water Ambient Quality Standard (GB/T14848-93) is presented in Table 10. The Class III standard is applicable to the project. There is no equivalent standard recommended in the EHS Guidelines, and the PRC standard is adopted for use in this report.

Table 10: Groundwater standard (Class III, GB/T14848-93 Quality Standard for Ground Water). No Parameter Unit Class III Standard 1 pH - 6.5-8.5 2 CODMn mg/l 3.0 3 Sulfate mg/l 250 4 Chloride mg/l 250 5 Volatile Phenols mg/l 0.002 6 Total hardness (CaCO3) mg/l 450 7 Nitrate NO3- mg/l 20 8 Nitrite NO2- mg/l 0.02 9 Ammonia Nitrogen NH3-N mg/l 0.2 10 Molybdenum mg/l 0.1 1 Cyanide mg/l 0.05 12 Cadmium mg/l 0.01 13 Chromium VI mg/l 0.05 14 Arsenic mg/l 0.05 15 Zinc mg/l 1.0 16 Fluoride mg/l 1.0 17 Lead mg/l 0.05 18 Iron mg/l 0.3 19 Manganese mg/l 0.1 20 Copper mg/l 1.0 21 Selenium mg/l 0.01 22 Total coliforms /L 3.0 Source: ADB PPTA Consultants and GB/T14848-93.

Wastewater

52. Discharge of wastewater from construction sites is regulated under the PRC’s Integrated Wastewater Discharge Standard (GB8978–1996) (Table 11). The Class 1 standard applies to discharge into Class III water bodies under GB3838–2002; the Class 2 standard applies to discharge into class IV and V water bodies; and the Class 3 standard applies to discharge into municipal sewers going to municipal wastewater treatment plants (WWTPs) with secondary treatment. No new discharge of wastewater into Class I and II water bodies is allowed. The EHS Guidelines does not have ambient water quality standards, and recognizes the use of national and local ambient water quality criteria, and the PRC standards are adopted for use in this report.

Table 11: PRC Standards for discharging wastewater from construction sites (GB8978– 1996). Class 1 Class 2 Class 3 Parameter (Discharge into Class III (Discharge into Class IV (Discharge into water bodies) and V water bodies) municipal sewers) pH no unit 6-9 6-9 6-9 SS mg/L 70 150 400 BOD5 mg/L 20 30 300 COD mg/L 100 150 500 TPH mg/L 5 10 20 Volatile phenol mg/L 0.5 0.5 2.0 Ammonia Nitrogen NH3-N mg/L 15 25 --- PO42- (as P) mg/L 0.5 1.0 --- Anionic Surfactants mg/L 5.0 10 20 Source: PRC GB8978-1996.

Solid Waste

53. For waste oil generated from maintenance and oil sludge produced from oil/water separator tanks, the Standard for Pollution Control on Hazardous Waste Storage (GB18597- 2001) and its revision in 2013 apply.

54. For general solid waste, the Standard for Pollution Control on the Storage and Disposal Site for General Industrial Solid Wastes (GB18599-2001) and its revision in 2013 apply.

Soil Quality

55. Soil quality in the PRC is divided into three classes according to the Environmental Quality Standard for Soils (GB15618-1995). Class 1 represents the best and Class 3 the worst (Table 12). The EHS Guidelines do not have standards for soil quality.

Table 12: Soil Quality Standard GB15618-1995. Maximum Allowable Concentration (mg/kg dry weight) Parameter Class 1 Class 2 Class 3 pH Back ground <6.5 6.5-7.5 >7.5 >6.5 Cadmium (Cd) 0.20 0.30 0.30 0.60 1.0 Mercury (Hg) 0.15 0.30 0.50 1.0 1.5 Arsenic (As) Paddy 15 30 25 20 30 Dry land 15 40 30 25 40 Copper (Cu) Farm land 35 50 100 100 400 Orchard --- 150 200 200 400 Lead (Pb) 35 250 300 350 500 Chromium (Cr) Paddy 90 250 300 350 400 Dry land 90 150 200 250 300 Zinc (Zn) 100 200 250 300 500 Nickel (Ni) 40 40 50 60 200 DDT 0.05 0.50 1.0 666 (Lindane) 0.05 0.50 1.0 Source: PRC GB15618-1995.

Summary of Environmental Standards applicable to the Project

56. Table 13 presents the environmental standards and guidelines applicable to the Project, which reflects the requirements set forth by the Gui’an EPB as presented in the domestic EIT report, and the ADB SPS (2009) guidance on the use of international standards.

Table 13: Environmental standards and guidelines applicable to the project. Parameter / Area Applicable Standards and Remarks of Concern Guidelines Yearly average: PM10: 0.070 mg/m3 PM2.5: 0.035 mg/m3 SO2: 0.06 mg/m3 NO2: 0.04 mg/m3 CO: 4.0 mg/m3 Daily average: TSP: 0.30 mg/m3 Ambient Air Quality Standard Ambient air quality PM10: 0.15 mg/m3 (GB3095-2012), Class II PM2.5: 0.075 mg/m3 SO2: 0.15 mg/m3 NO2: 0.08 mg/m3 CO: 4.0 mg/m3 Hourly average: SO2: 0.50 mg/m3 NO2: 0.20 mg/m3 CO: 10.0 mg/m3 Maximum allowable emission concentration: Particulate matter (PM): 120 mg/m3 Fumes from asphalt plant: 40 mg/m3 during production Construction air Air Pollutant Integrated Emission and 75 mg/m3 during mixing pollutant emission Standard (GB16297-1996) Limits for fugitive emission: PM: ≤1.0 mg/m3 at construction site boundary Fumes from asphalt plant: no obvious emission at asphalt production plant Environmental Quality Standard for Class IVa areas: Noise (GB3096-2008): Day time: 70 dB(A)  Class IVa for areas within 35 m Night time: 55 dB(A) from the boundary line of roads Class II areas:  Class II for areas 35 to 200 m Day time: 60 dB(A) Environmental from the boundary line of roads Night time: 50 dB(A) noise Residential, institutional, and educational receptor Day time: 55 dB(A) Night time: 45 dB(A) WHO Noise Level Guideline Industrial; and commercial receptor Day time: 70 dB(A) Night time: 70 dB(A) Noise level at construction site boundary: Day time: 70 dB(A) Emission Standard of Environmental Night time: 55 dB(A) Construction noise Noise for Boundary of Construction Noise level within construction site: Site (GB12523-2011) Day time: 60 dB(A) Night time: 50 dB(A) Environmental Quality Standards for  Class II standard for Hongfeng Lake and Songbaishan Surface water Surface Water (GB3838-2002), see Reservoir (drinking water source) quality Table 9.  Class III for rivers within the project area. Wastewater Integrated Wastewater Discharge Discharge into Class III water body:

Parameter / Area Applicable Standards and Remarks of Concern Guidelines discharge Standard (GB8978-1996) COD: ≤100 mg/l BOD5: ≤20 mg/l SS: ≤70 mg/l TPH: ≤5 mg/l NH3-N: ≤15 mg/l Discharge into sewers: COD: ≤500 mg/l BOD5: ≤300mg/l SS: ≤400mg/l TPH: ≤30 mg/l Environmental Approaches and measures appropriate to mitigate adverse WB EHS Guidelines: Environment adverse impacts impacts from the project activities Occupational WB EHS Occupational Health and Approaches and measures appropriate to mitigate adverse health and safety Safety Guidelines impacts from the project activities Community health WB EHS Community Health and Approaches and measures appropriate to mitigate adverse and safety Safety Guidelines impacts from the project activities Construction and WB EHS Construction and Approaches and measures appropriate to mitigate adverse Decommissioning Decommission Guidelines impacts from the project activities Source: Domestic EIT report (2018) and PPTA consultant.

I. International Agreements

57. Relevant International Agreements. The PRC is a signatory to a number of international agreements relevant to environment protection. Those relevant to the project, along with the dates of signing by the PRC, are listed in Table 14.

Table 14: Applicable international agreements with the PRC as a signatory. PRC Signing No. Name of Agreement Agreement Objective Date 1 Convention Concerning the 1985.12.12 Conserving cultural and natural heritage sites. Protection of the World Cultural and Natural Heritage 2 Montreal Protocol on Substances 1989.01.01 To protect the ozone layer by controlling emissions of That Deplete the Ozone Layer substances that deplete it 3 United Nations Framework 1994.03.21 To achieve stabilization of greenhouse gas concentrations in Convention on Climate Change the atmosphere at a low enough level to prevent dangerous anthropogenic interference with the climate system 4 Kyoto Protocol to the United 2005.02.23 To further reduce greenhouse gas emissions by enhancing the Nations Framework Convention national programs of developed countries aimed at this goal on Climate Change and by establishing percentage reduction targets for the developed countries Source: ADB PPTA consultants.

III. DESCRIPTION OF THE PROJECT

A. The Project

58. The proposed project will establish an urban transport network in the GDAD, including a comprehensive intelligent transport system (ITS); 20 new bus stations; 200 new clean energy, battery-electric buses (BEBs); 21 electric vehicle charging stations; 8.2 km of supporting urban roads; and increased smart transport know-how and technical capacity.

B. Rational

59. Strategic Context. In the western region of the PRC economic growth has been slower than in the coastal provinces, and there are many areas in the region which still have relatively low levels of urbanization and infrastructure development. Guizhou, in southwestern PRC, has a population of 35 million, of which 46% are urban and 36.1% of whom are ethnic minorities. In 2017, Guizhou had one of the lowest gross domestic products (GDP) per capita in the PRC: CNY 37,956 ($5,590), or 63.6% of the PRC average (CNY 59,660 or $8,786), and its poverty rate of 7.75% was more than double the national rate (3.1%). Increased urbanization, better infrastructure, and improved connectivity to markets, employment opportunities, and social services can reduce the high incidence of poverty in Guizhou and its surrounding regions..

60. Recognizing the importance of reducing both the development gap between the western-region and the coastal provinces, and urban-rural income inequality, the “Twelfth Five-Year Plan for Further Promoting the Economy of the Western Regions” was approved in 201214. The plan includes the development of new cities and transport infrastructure projects to improve connectivity and economic development in the region, but, importantly, also emphasizes the importance of ecological protection and environmentally sustainable growth. Guizhou is in the Yangtze River Economic Belt and is an important province to develop the southwest and far west regions. In the Thirteenth Five-Year Plan, a similar emphasis on the region continued.

61. The Gui’an New District was established as a new city in January 2014 by the PRC’s State Council, with the development objective of becoming an economic driver of western PRC and Guizhou. The key strategies for the district are to develop a high-level technology innovation hub to attract talent and business, encourage innovation and high-tech industrial development, and conserve the natural environment to ensure a healthy and green city and foster eco-tourism. This is in line with China’s new urban development which places increasing importance on innovation and coordination, eco-friendly policies, and the significant of people-centered development and urbanization.

62. The Gui’an New District has as area of 1,795 km2, a population of 0.73 million in 2016, and a target population of 2.3 million in 2030. The Gui'an Direct Administrative Area (GDAD) has an area of 470 km2 comprising over 20 villages or towns located between and originally under the jurisdiction of Guiyang city (Huaxi District and Qingzhen City) and Anshun City (Pingba County and Xixiu District). The GDAD forms the core of the Gui’an New District, and in the future the city will expand south and west ward to cover the whole district. The current population of GDAD is 330,000 people in 2017, and the planned population

14 Government of the PRC. Twelfth Five-Year Plan for Western Regions. Beijing.

growth will be double by 2020, and by 2030 is expected to reach 1.4 million, including 1.1 million local residents and 0.3 million college students and tourists. Gui’an is growing exponentially, with GDP expected to increase by about 58% annually from CNY 17 billion in 2015 to CNY 150 billion in 2020, targeting a composition of 11% agriculture, 56% industry, and 33% service sector development, reflecting the government’s focus on urbanization.15

63. Challenges. Urban transport in the PRC has been a key driver for high rates of economic development, urbanization, and quality of life. However, rapid growth has also strained transportation systems, resulting in overcrowded road networks, poor traffic management, parking difficulties, inadequate provision and use of public transport, high traffic incidents, and increased fuel consumption and emissions that contribute to pollution and climate change. The PRC has recognized the challenge of balancing the need for development, particularly in the western region, and the problems and challenges that arise from urbanization, emphasizing the need to improve urban development systems and processes to overcome these challenges. ADB has also recognized that going forward, urbanization must focus on integrated solutions that are green, competitive, resilient and inclusive to help build more livable cities.

64. As a new city, Gui’an has the opportunity to follow a new urban development path, learning from the challenges experienced by other cities. Gui’an can focus on economic growth and urbanization that is grounded in environmentally friendly development, innovation, integration and people-centered urbanization. To prevent key challenges related to mobility and establish a sustainable transport system, including preventing congestion and minimizing air pollution, an integrated transport system that is characterized by high public transport utilization is required. Development of intelligent transport systems (ITS) that connect all modes of transport, facilitate travel demand management measures and provide a seamless user experience to public transport users, particularly users switching between transport modes, is the foundation of sustainable mobility, a key pillar of sustainable urbanization and the development of more livable cities.

65. The GDAD has four distinct economic zones (city center, technology, universities, and tourism). Gui’an has a comprehensive master plan, but different areas of the city are developing at different rates, and transport modes are being developed independently of one another which pose a challenge for integration. Integration of the transport network and incorporation of future demand within and between the four economic zones is a key challenge. Without modern transport planning and technologies, problems experienced in other urban centers are likely to occur. Inadequate provision of information for traffic planning and transport user decision making, fossil-fuel reliant vehicle fleets and poor traffic management are key underlying causes of urban transport challenges. Gui’an targets the public transport modal share to reach 60% and green transport modal share to be 80% by 2030. Without active forward planning and technological innovation, these targets will be difficult to achieve.

66. In addition to inadequate physical connectivity, Gui’an will experience other problems if the transport systems being developed cannot communicate with one another. For road infrastructure, without system integration and communication, traffic signaling cannot be optimized, traffic will not flow smoothly, and congestion will be exacerbated. For rail and public transport infrastructure, a lack of integrated systems will reduce the ability to plan and develop timetables that meet the needs of users. Without this information and seamless integration between public transport modes, users will find public transport too difficult and opt for other transport options such as private vehicles, resulting in less than optimal

15 Government of the PRC, State Council. 2015. National Economy and Social Development Thirteenth Five- Year Plan, 2016–2020. Beijing.

ridership and modal share. Further, these systems will not be able to capture or share real time data and information such as traffic flow, incidents, parking, timetables, weather and so forth that would enable transport users and operators to manage demand, make informed decisions and optimize their transport journeys. This will lead to inefficient allocation of resources, inefficient logistics, poor utilization of services, poor connectivity, and reduced mobility within the urban environment and hinder the ability to attract residents, businesses and tourists, thus constraining economic growth.

67. Proposed Solutions. Technology plays a crucial role in developing sustainable transport networks and systems. ITS can connect transport networks across modes, improving efficiency, coordination and safety. It utilizes information and communication technology in vehicles and transport infrastructure to collect, manage, and distribute information to improve transport outcomes. ITS utilizes a range of technologies which provide critical information to enable services such as coordinated incident and emergency response systems, smart traffic management, parking management, public transport management, share-bike management, fleet vehicle management, freight logistics optimization, route planning, transport timetables, and integrated hub management.

68. These ITS services provide various transport users and operators with critical information for decision making, enabling safer and more coordinated use of transport networks, optimizing infrastructure utilization. One of the key ITS services is traffic demand management, which utilizes traffic data, trends, and user needs to understand transport demand and redistribute users through the system, either over time or to alternative routes. This enables people and freight to move freely through urban environments, reducing congestion and, in turn, emissions, improving the quality of the urban environment and enabling economic growth.

69. Developing a sustainable transport system includes the provision and use of clean energy public transport modes such as electric buses which are proven to reduce greenhouse gas and local emissions in cities. Proper planning in the selection and operation of clean energy buses including their important core component, charging stations, will avoid increased emissions from transport as the population in Gui’an expands. Implementation of electric buses in a system which encourages the use of public and active transport through a seamless user experience, resulting in a high public transport modal share, will improve the overall mobility and sustainability of the urban transport system and compound the positive impact of the technology.

70. ITS technologies and services can be complemented by advances in vehicle technology such as autonomous vehicles, electric vehicles and electric buses to provide more environmentally friendly and efficient transport services. The adoption of these high- level technologies and their integration into the urban fabric is crucial for the development of sustainable urban transport systems. Up-front planning and design of an efficient, integrated urban transport system in new cities is crucial to avoid the problems of historic, car-centric transportation systems and achieve the vision for sustainable economic growth.

71. Value added by ADB assistance. Under ADB’s Strategy 2030, the proposed project will focus on two of the seven operational priorities: (i) tackling climate change, building climate and disaster resilience, and enhancing environmental sustainability, and (ii) making cities more livable. ADB will help Gui’an to explore new and existing technologies and approaches to urbanization that encourages integrated, green, inclusive urban development and make cities more livable . ADB will add value to Gui’an by introducing new technologies and best practice in project design and implementation, including international expertise at the forefront of ITS development and clean transport technology. ADB will also transfer knowledge in sustainable, inclusive and participatory urban transport planning, design, and operation.

72. To ensure that the introduction of the ITS results in more inclusive, gender-sensitive transport solutions, project development has utilized human-centered design. During project preparation, extensive user and stakeholder feedback was gathered to identify innovation opportunities regarding the ITS, buses and bus stations. The human-centered design research also guided the design of communication and participation mechanisms.16 The communication strategy focuses on integrating stakeholder inputs into the planning and implementation of the ITS and transport infrastructure so road users including underrepresented groups can participate in providing solutions to key issues on accessibility and mobility. Behavior change communication campaigns will be launched to increase patronage for public buses and other green transport modes. Furthermore, the Social Development and Gender Action Plan provides a contribution to narrow the digital divide in GDAD.

C. Impact, Outcome and Outputs

73. The impact of the project will be increased economic activity in the GDAD. The outcome will be efficiency of the GDAD transport system is increased. The project will have three outputs:

Output 1: Intelligent transport system (ITS) designed and installed. The component aims to develop a comprehensive ITS suite, including development of a real-time traffic and road-weather monitoring system; setting up a big data servces center17; creating of a multi-modal transport system management and operation center; and establishment of an integrated traffic operations and security and emergency management system.

Output 2: Sustainable transport infrastructure built. To promote maximum public transportation use, the transport system must be flexible and enable users to switch seamlessly between modes, including walking, cycling, buses, trains and cars.

(i) A total of 20 bus stations will be built, including six hub stations, 11 terminal stations, and three bus depots. This infrastructure will work together with ITS elements to optimize infrastructure and overall urban mobility; (ii) A total of 200 clean energy buses will be purchased to increase the bus route coverage and reduce emissions from public transport services; (iii) A regional network of 21 electric charging stations for both private and public vehicles to encourage green vehicles and reduce emissions; (iv) A network of [approximately] 8.16 km of new urban roads will be constructed in the core of the GDAD as part of the transport network backbone. These roads will provide access to key existing north-south and east-west trunk roads and will be equipped with ITS equipment; and (v) An ICVS demonstration zone for research and development of ICVS and associated technologies will be set up, which includes the application of

16 Human-centered design is an approach to innovation that aims to make products and systems user-friendly by focusing on the users, their needs, and by applying human factors/ergonomics. This approach enhances effectiveness and efficiency, improves human well-being, user satisfaction, accessibility and sustainability; and counteracts possible adverse effects of use on human health, safety and performance. ISO 9241- 210:2010(E). 17 Center will be setup in an existing office space, no civil works involved.

information technologies in transport infrastructure, upgrading of background test vehicles and data center platform in designated area.18

Output 3: Smart transport capacity strengthened. Capacity strengthening activities will be provided to ensure relevant and up-to-date ITS and clean transport technology is available at design, implementation, and operation phases. ADB will transfer knowledge and international prevailing practices on sustainable urbanization, including integrated smart transport planning, design, operation and maintenance. Consulting services for supervision and project management will be provided. Community outreach programs on gender sensitive public transport and ITS will also be conducted. The project will provide consulting services for supervision and project management, including ICVSDZ related knowledge transfer.

D. Detailed Project Description

i) Intelligent Transport System

74. Objectives. The GDAD has been planned to be the most dynamic growth pole in south western PRC and Guizhou. It will be developed into a safe, orderly, accessible, low- carbon, sustainable smart city. One of the means to achieve this type of growth is the development of an intelligent transport system (ITS) which incorporates advanced information processing technology, data communication technology, electronic sensing technology, control technology, internet, and cloud computing methods in a big data services center, among other technologies.

75. The ITS component will accelerate better and faster development of surface transportation in the GDAD, and provide a base for the deployment of smart city functions. It will also support the operation and maintenance of safe, convenient, efficient, and green travel for citizens. The component aims to develop an interconnected system to support use, regulation, operations, and maintenance of all surface modes of transport such as pedestrians, buses, taxis, shared mobility services, bicycles, passenger cars, and freight vehicles. It will also provide multimodal hub traffic information, law enforcement management information, and road construction and maintenance information, and real time traffic operations monitoring. Multimodal traffic information will be utilized by traffic control authorities, and will be made available to the general public through terminals along the road, in bus stations, ticketing offices, and parking lots.

76. Subcomponents. The ITS component will consist of four subcomponents: (i) a real- time traffic and road-weather monitoring system; (ii) a big data service center; (iii) a multi- modal transportation systems management and operations center; and (iv) an integrated traffic operations, and security and emergency management system.

(i) Real time data on traffic and weather conditions will be collected through video surveillance cameras, traffic flow detectors, vehicle-mounted smart terminals, parking space monitors, charging facilities, RFID, roadside identification devices, and roadway weather sensors (Figure 2). This data will be stored, managed, and maintained in the Big Data Services Center (subcomponent ii).

18 The ICVS demonstration zone design will follow the Administrative Measures of Road Test for Intelligent Connected Vehicles (for trial implementation) jointly issued by the Ministry of Industry and Information Technology, the Ministry of Public Security and the Ministry of Transport on April 12, 2018.

Figure 2: ITS roadside detection and monitoring equipment.

HD zoom camera, used to collect data such as traffic flows Fisheye panoramic camera, used to view information such at road cross-sections, vehicle speed at road cross- as road operation and congestion in real time. sections, and vehicle speed at road sections.

Wireless geomagnetic detector, used to detect information such as speed and traffic flow of road cross-section.

RFID detector (wireless radio frequency identification DSRC detector (dedicated short-range communication detector), used to detect the speed of vehicles on the roads technology detector), will be installed in roads with slower with fast pass capability such as expressways or highways. running speeds such as trunk and secondary trunk roads. (Based on its principle and characteristics, RFID has a (DSRC is more accurate in detecting slow-moving vehicles higher accuracy in detecting fast-moving vehicles than than fast-moving vehicles.) slow-moving vehicles.)

ITS roadside detection and monitoring equipment continued.

Water detector. These will primarily be installed under overpasses, low-lying roads and other places where water accumulates frequently. It can monitor water pooling and provide data support for emergency drainage through ultrasonic water level detection technology.

Remote sensing monitor. Through infrared rays, the remote sensing monitor detects road surface conditions such as dryness, humidity, frost, black ice, ice and snow, and water thickness in real time, and provides data support for emergencies in extreme weather events. Source: BTI, 2018.

Figure 3: Location of ITS Big Data Services Center, GDAD.

Source: PMO, 2018; Google Earth, 2018.

(ii) The Big Data Services Center will adopt standard cloud platform architecture to build elastic computing clusters, open-source storage clusters, load balancing clusters, and relational database clusters. The infrastructure required for the center is includes X86 type servers, storage devices, network switches, routers and other hardware. The Big Data Services Center will be housed on one floor of the Citizen’s Center, currently under construction, and no new building construction will be required. The building is being constructed in compliance with all relevant PRC building and fire codes, and health and safety requirements.

The Big Data Services Center building will be connected to municipal power, water supply and sewage infrastructure. Water consumption is estimated at 8.25 m3/day, and wastewater generation at 7.03 m3/day. Sewage will be discharged to the Huchao WWTP. Solid waste, estimated at 50 kg/day, will be collected by the municipal sanitation department.

(iii) The multi-modal transportation systems management and operations center subcomponent will create different management systems for different modes, like, buses, taxis, bicycles, passenger cars and freight vehicles. A parking management system and a law enforcement management system will also be created. Data from these different management systems will flow to the multi-modal transportation systems management and operations center to analyze and manage different services. These management systems will include back-end servers and app type software for mobile devices for use by the public, and software for different government agencies.

(iv) This integrated traffic operations, and security and emergency management system includes software and computer network systems, splicing display systems, video monitoring systems, video conference systems, E-conference systems, and command and dispatch system. This will effectively monitor real time multi-modal operations. Data will be used by traffic utility bureaus.

ii) Sustainable Transport Infrastructure

77. Bus Stations. A total of 20 bus stations will be established, including 6 hub stations, 11 terminal stations and 3 bus depots.

Hub Stations: 6 hub stations, with a total combined area of 46,914 m2. Hub stations will allow passengers to transfer from one bus route to another without having to depart the station. They will include passenger waiting halls, driver’s rest rooms, canteens, washrooms, station management offices, route dispatching offices, smart monitor rooms, parking spaces, and electric charging facilities. Mixed land use will be typically planned around hub stations for future development. For some stations transfers to rail may be developed at a later stage.

Terminal Stations: 11 bus terminal stations, with a total combined area of 30,847 m2. These are stations where a bus route starts, terminates, or both. They will typically include station management offices, route dispatching offices, smart monitor rooms, washrooms, parking spaces, and electric charging facilities.

Depot Stations: 3 bus depot stations, with a total combined area of 100,310 m2. These will be facilities where buses are stored, maintained and repaired. They will typically include station management offices, repair workshops, overnight and longer parking spaces, electric charging facilities, and facilities for storage and management of hazardous materials including fuel, oils, etc.

78. This infrastructure will work together with ITS elements to optimize infrastructure and overall urban mobility. The feasibility study for this subcomponent has incorporated human- centered design 19 research to ensure user-friendliness and consequently high public transport uptake. Developing ITS components alongside this infrastructure will produce real- time information systems that provide users with seamless end-to-end journey planning facilities including intuitive wayfinding, public transport information and parking systems.

79. The bus stations are summarized in Table 15, and locations are shown in Figure 4. Individual station site plans are presented in Appendix C. Facilities to be included in each station are presented in Appendix D. Bus station site descriptions including satellite and site photos are presented in Appendix E.

Table 15: Bus stations to be established in the GDAD. Land area Building Station Type District Township Village(s) (m2) area (m2) 1. Hub Stations 46,914 2,929 1.1 Gaofeng Passenger Pingba Gaofeng Dalege 4,007 241 1.2 Machang Public Transportation Pingba Machang Chuanxin 5,124 312 1.3 Biguiyuan Huaxi Huchao Xiaba 12,000 827 1.4 South University Town Huaxi Dangwu Wenggang 7,697 455 1.5 Yunman Lake Pingba Machang Jiahe 10,086 606 1.6 North Fukang Road-Xuanshui Road Pingba Machang Ganhe, Kaizhang 8,000 488 2. Terminal Stations 30,847 1,858 2.1 Shuangxi Road-Bai Ma Avenue Pingba Machang Chaunxin 2,168 130 2.2 Xinghu Community Huaxi Huchao Huchao 2,281 140 2.3 North of the Xingyue Community Huaxi Huchao Qishan 2,621 162 2.4 East of Gaofeng High School Pingba Gaofeng Dalege 1,200 70 2.5 Machang Township Pingba Machang Liujiacun 6,173 369 2.6 High Technology Industrial Park Huaxi Dangwu Maocao 2,511 149 2.7 Dong Qing Road-Si Ya Road Huaxi 2,998 178 2.8 Comprehensive Bonded Zone Pingba Machang Ganhe 2,121 124 2.9 South of Xingan Avenue Pingba Machang Wenggang 2,091 130 2.10 Minbo Park Pingba Machang Guangxing 3,287 199 2.11 Gui’an Chuangu Huaxi College Wenggang 3,396 207 3. Depots 100,310 8,593 3.1 Central Area Huaxi Huchao Malu 15,945 3825 3.2 University Town Huaxi Dangwu Zhenlong, Dangwu 45,523 2135 3.3 East Machang Pingba Machang Longshan 38,842 2633 TOTAL 178,071 13,380 Source: PMO, 2018. Note: the difference in size between building area and land area is due to parking and charging areas.

19 Human-centered design is an approach to innovation that aims to make products and systems user-friendly by focusing on the users, their needs, and by applying human factors/ergonomics. This approach enhances effectiveness and efficiency improves human well-being, user satisfaction, accessibility and sustainability; and counteracts possible adverse effects of use on human health, safety and performance. ISO 9241- 210:2010(E).

Figure 4: Location of Bus Stations, GDAD.

Source: PMO, 2018; Google Earth, 2018.

80. Bus stations will receive electrical power from the grid via local distribution network and treated municipal water supply via municipal DN 100 pipes at 0.35 Mpa pressure. Water usage at stations is estimated at 300 m3/day and the domestic EIT confirms this demand can be met by the municipal water supply. Domestic wastewater (estimated at 250 m3/day) will be pre-treated in septic tanks and then discharged to the municipal wastewater distribution system for treatment in a municipal wastewater treatment (MWWT) plant. Wastewater from canteens will pass through oil-water separators before being discharged and wastewater from the depot station maintenance workshops will be pretreated in oil-water separators and septic-tanks, before discharge into the municipal wastewater system and treatment in one of five MWWT plants. The domestic EIT confirms that the MWWTs have the capacity to treat the effluent. Receiving MWWTs are all required to meet the Level I A standard in the national Discharge Standards of Pollutants for Municipal Wastewater Treatment Plant.

81. Rainwater runoff from bus stations will be collected, treated in oil-water separators, and then discharged to the domestic storm water systems. Wastewater from depots will be reused after passing through oil-water separators.

82. Fire alarm and response systems will be installed. Water for firefighting in stations will be sourced from municipal fire hydrants, while depots will be equipped with indoor hydrants. Heating, air condoning and ventilation systems will also be installed, including in maintenance shops and washrooms. Stations will be equipped with 60 kW slow chargers at bus depots, and 120 and 180 kW fast chargers at bus terminals and depots.

83. The South University Town Hub Station, Yunman Lake Hub Station and Central Area Depot Stations will be equipped with canteens. Fumes generated in canteens will be

collected and treated in electrostatic fume purifiers before being vented in roof top stacks sited away from any adjacent houses or apartments.

84. Low noise equipment will be selected where possible, and all noisy machinery will be enclosed with the stations. Stations will be equipped with noise reduction measures including double glazed windows, and sound reduction measures will be implemented such as disallowing use of horns. As the buses are electric (see below), they do not produce significant sound while at the stations. Solid wastes will be collected and disposed by qualified waste collection companies, with materials recycled to the extent possible.

85. Battery-Electric Buses. China is a leader in in zero-emission bus technology, and had approximately 99% of the 385,000 electric buses on the roads worldwide in 2017.20 Modern battery electric buses (BEBs) can have a range of up to 250 km with just one charge, and are particularly well suited to urban routes. Urban driving involves extensive accelerating and braking, and BEBs can recharge much of the kinetic energy back into the batteries in braking situations, reducing brake wear on the buses. Urban BEB fleets are typically cheaper to operate than comparable diesel bus fleets,21 and the use of low emission BEBs over diesel can significantly improve air quality in cities.

86. The project will procure two hundred 12 m long BEBs (Table 16 and Figure 5). The buses will be powered through electricity stored in on-board 260 kW lithium-ion (Li-ion) batteries, charged at the bus depots and stations, and at 21 electric charging stations to be established by the project. Batteries will have a guarantee of 8 years minimum lifespan at 80% state-of-charge (SOC). This type of battery set has proven able to meet the daily demands of a majority of typical bus routes days with one fast-charge during the day and slow-charging during the night.

87. The average project bus route length will be 14.3 km 1-way and take 45 minutes. Due diligence has confirmed that the routes (gradients, length) and the climatic conditions in Gui’an pose no problem for the proposed BEBs.

Table 16: Technical data of BEB fleet, GDAD. Parameter Bus Data Number and size of buses 200 12 m buses with AC Daily and annual distance driven 200 km / 55,000 km Electricity usage average and in summer 1.15 kWh / 1.38 kWh/km Battery pack required (for summer with 10% reserve and 90% 260 kWh SOC) Station chargers 60 kW AC slow chargers for overnight charging 180 or 120 kW AC fast chargers Estimated capital expenditure after subsidy (based on the 900,000 RMB estimated range and efficiency per bus option and provincial plus city subsidy of 50% of the national subsidy ) Estimated capital expenditure chargers per bus 120,000 RMB Estimated electricity cost 0.55 RMB/kWh Estimated annual electricity cost per bus 35,000 RMB Source: ADB PPTA consultant, 2018.

20 Bloomberg, 2018. 21 Kyle Field, No Need to Wait: Electric Buses Are Cost-Competitive Transit Buses Today, in CleanTechnia, 29 April 2018; https://www.greenbiz.com/article/city-buses-are-about-swiftly-electrify; and Electric Buses in Cities: Driving Towards Cleaner Air, and Lower CO2, produced by C40’s Financing Sustainable Cities Initiative and Bloomberg New Energy Finance, March 29, 2018.

Figure 5: Battery powered electric bus produced by BYD, Hanzhou PRC.

Source: WRI, 2017.

88. Buses will be charged by 60 kW slow chargers at bus depots and 120 and 180 kW fast chargers at bus terminals and depots. Slow chargers will be reserved at night for buses and fast chargers during specific off-peak hours for buses. Buses may also be charged through a regional network of 21 electric charging stations to be established by the project (see below).

89. Buses will be equipped with onboard systems to communicate with the traffic management control and data centers. For pedestrian safety buses will also be equipped with Acoustic Vehicle Alerting Systems (AVAS), which will emit warning sounds at speeds less than 30 km/h.

90. Charging Stations. A regional network of 21 electric charging stations for both private and public vehicles will be established (Table 17). Ten of the stations will be established within existing facilities and parking lots, while the remainder will be established on existing state-owned land (8 stations) or acquired cultivated land (3 stations). The stations will have a combined total area of 45,750 m2. The charging stations and points will be operated by the Industrial Investment Company (IIC).

91. Charging stations will be equipped with automated 120 kW and 180 kW DC quick chargers, each having two or more plug-in nozzles. These chargers will be capable of meeting the quick-charge requirements of small, medium-sized and large electric vehicles. In total there will be 611 chargers providing 1,322 charging spaces. Appendix F presents charging station site descriptions, and Appendix G presents charging station site plans and other details.

92. Charging stations will be equipped with intelligent monitoring systems, displaying reservation and operating status of the charging points in real time on a large screen, and providing online reservations and payment via mobile applications. All electrical equipment including transformers and switchgear will be located within the stations. Power will be sources from adjacent substations via the grid, and no new substations will be required. Water supply and sanitation will be provided through municipal underground connections (per station water usage is estimated at 2 m3/day, and sewage 1.7 m3/day). Solid waste will be collected by the municipal sanitation department. Charging stations will be equipped with fire alarms and suppression systems, and will be landscaped with appropriate vegetation for local conditions.

Table 17: Description and location of proposed charging stations. Charging Building Rain Shelter Green Total Area # Name/Location Capacity (DC) Spaces Area (m2) Area (m2) Area (m2) (m2) 36 @ 120 kW 72 1 Gui’an Rail Station 4,763 46 @ 180 kW 138 6 @ 120 kW 12 2 Financial Harbor 1,189 16 @ 180 kW 48 10 @ 120 kW 20 3 Commercial Complex 3 1,749 10 @ 180 kW 30 8 @ 120 kW 16 4 Civil Center 1,909 11 @ 180 kW 33 5 Longshan Industrial Park 16 @ 120 kW 32 624 837 6 Electronic Information Industry Park 20 @ 120 kW 40 676 1,766 7 Stirling Industrial Park 15 @ 120 kW 30 536 728 Gui’an Digital Economic Industrial 10 @ 120 kW 20 8 697 Park 4 @ 180 kW 12 11 @ 120 kW 14 9 Yungu (B Block) 799 7 @ 180 kW 33 10 Gui’an New Area Free Trade Zone 31 @ 120 kW 62 1263 1,640 11 Yueliang Lake 36 @ 120 kW 72 83 1179 111 2,400 12 Liangjiang Road 33 @ 120 kW 66 76 1084 193 2,269 13 West Coast 25 @ 120 kW 50 95 782 198 2,515 14 Tianfu Road 25 @ 120 kW 50 176 806 561 3,297 South Park of the High-end Industrial 15 6 @ 120 kW 12 166 203 346 1,250 Park 16 South Shuangxi Road 45 @ 120 kW 90 199 1477 424 3,713 17 Xinmin Road 27 @ 120 kW 54 84 854 217 2,088 9 @ 120 kW 18 West Simeng Road 24 59 409 84 908 2 @ 180 kW 19 Fengming Road 110 @ 120 kW 220 174 3591 367 6,538 20 Qingqu Road 28 @ 120 kW 56 106 925 337 2,474 21 Huantienhuchao Station 8 @ 120 kW 16 168 273 701 2,220

Source: Charging Stations FSR, 2018.

Figure 6: Example of existing charging station near the High Technology Industrial Park in the GDAD.