SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT

SHANXI ROAD DEVELOPMENT II PROJECT

IN THE

PEOPLE'S REPUBLIC OF CHINA

May 2002
 CURRENCY EQUIVALENTS

Currency Units – Yuan (Y)

Y1.00 = $0.1208
$1.00 = Y8.2800

ABBREVIATIONS

ADB – Asian Development Bank

BOD – biochemical oxygen demand
CO – carbon monoxide
COD – chemical oxygen demand
EIA – environmental impact assessment
EIRR – economic internal rate of return
GB – Chinese national standards
MOC – Ministry of Communications
NOx – nitrogen oxides
Pb – lead
pH – an expression of the intensity of the basic or acid condition
PRC – People’s Republic of China
RAP – resettlement action plan
SCD – Shanxi Communications Department
SEPA – State Environmental Protection Administration
SEPB – Shanxi Environmental Protection Bureau
SHEC – Shanxi Hou-yu Expressway Construction Company Ltd.
SS – suspended solids
TSP – total suspended particulate matter
YEPB – Yuncheng Environmental Protection Bureau
YWNR – Yuncheng Wetlands Nature Reserve

WEIGHTS AND MEASURES

dB – decibel
ha – hectare
hr – hour
km – kilometer
km2 – square kilometer
m – meter
m2 – square meter
m3 – cubic meter
mg/Nm3 – milligram per normal cubic meter
t – ton
yr – year

NOTES

(i) The fiscal year of the Government ends on 31 December.

(ii) In this report, "$" refers to US dollars.
 CONTENTS

Page

MAPS ii-iv

I. INTRODUCTION 1

II. DESCRIPTION OF THE PROJECT 1

III. DESCRIPTION OF THE ENVIRONMENT 2

A. Physical Setting 2
B. Environmental Setting 2
C. Historic and Cultural Resources 3
D. Social and Economic Environment 4

IV. PROJECT ALTERNATIVES 4

V. ANTICIPATED IMPACTS AND MITIGATION MEASURES 6

A. Land Use and Resettlement 6

B. The Yuncheng Wetlands Nature Reserve 6
C. Historic and Cultural Resources 8
D. Soil Erosion 8
E. Water Quality 9
F. Hazardous Material Spills 11
G. Air Quality 11
H. Noise Impacts 11
I. Visual Impacts 12
J. Socioeconomic Impacts 13

VI. ECONOMIC ASSESSMENT 13

VII. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL

MONITORING PROGRAM 14

A. Institutional Requirements 14
B. Environmental Monitoring Program 14

VIII. PUBLIC INVOLVEMENT 15

IX. CONCLUSIONS 16

APPENDIXES

1 Action Plan for Gray Crane Wintering Ground Protection 19

2 Soil Erosion Control and Management Plan 20
3 Costs of Mitigation Measures 21
 1

I. INTRODUCTION

1. The environmental impact assessment (EIA) of the proposed Houma–Yumenkou

Expressway Project in Shanxi Province, People's Republic of China, (PRC), was carried out by
the Research Institute of Highways of the Ministry of Communications (MOC). The terms of
reference gained approval by the State Environmental Protection Administration (SEPA) in June
2000. The EIA report was completed in February 2001 and reviewed in April 2001 at a special
meeting in Beijing held by the Environmental Protection Office of MOC and SEPA. The final EIA
report was approved by SEPA in March 2002. This summary environmental impact assessment
was prepared based on the final EIA report1 with some modifications, following the Asian
Development Bank (ADB) guidelines and format as indicated in Environmental Assessment
Requirements of the Asian Development Bank.2

II. DESCRIPTION OF THE PROJECT

2. The Project will be an integral part of the National Trunk Highway System and a major
new component of the highway network of Shanxi Province. The project expressway will serve
as a much needed transport artery to foster the economic development of the relative less-
developed Shanxi Province (Maps 1, 2, and 3).

3. The proposed 65.0 kilometer (km) dual four-lane access-controlled expressway, starting
from Houma City will cover three counties (Xinjiang, Jishan, and Hejin), running across the
Yellow River and linking to the Shaanxi Expressway in Shaanxi Province. The Project will
include the construction of 3 super large bridges (the Yellow River Bridge and 2 dry bridges), 9
large bridges, 3 medium or small bridges, 4 interchanges, 133 culverts, and 99 overpasses and
underpasses. There will be six toll stations and one service area serving the road. The 4-year
project construction period is scheduled to begin in early 2003, with the expressway going into
full operation in 2007. Traffic volume on the expressway is estimated at 20,918 vehicles/day in
2007 and 53,057 vehicles/day in 2026, with a design vehicle speed of 120 km/hour (hr). The
Project also includes improvement of 70.7 km of local roads.

4. The Shanxi Hou-yu Expressway Construction Company Ltd. (SHEC) was established in
October 2001 by the Shanxi Communications Department (SCD) for the Project. SCD will be
the executing agency for the overall Project including the local road component, and SHEC will
be the project implementation agency responsible for construction, maintenance, and operation
of the proposed expressway and the Yellow River Bridge.

1
The EIA was conducted in accordance with relevant laws, regulations, and standards applicable in the PRC, in
particular (i) Technical Guidance on Environmental Impact Assessment, Environmental Protection Standards of
PRC (HJ/T 2.1-2.3 – 93, HJ/T2.4-1995, HJ/T19-1997, SEPA); (ii) Standards for Environmental Impact Assessment
of Highway Construction Projects (Trial) (JTJ 005 – 96), Ministry of Communications of PRC, January 1996; (iii)
PRC Regulations for the Protection of Nature Reserves (State Council, No. 167, 1994); and (iv) Notice on
Environmental Management of Construction Projects with Impacts on Nature Reserves (SEPA, No. 177, 1999).
2
Environmental Assessment Requirements of the Asian Development Bank. Environmental Division, Office of
Environment and Social Development, March 1998.
2

III. DESCRIPTION OF THE ENVIRONMENT

A. Physical Setting

1. Geology, Topography, and Soils

5. The project area is situated in the southwest of Shanxi Province. The terrain features
mainly hilly land (the east and the west parts) and basin (central part), with the elevation
decreasing from the northeast at 2,346 meters (m) towards the southwest at 400 m in the
Yellow River flood land. The proposed expressway will run through the Linfen Basin with mostly
plain terrain of low altitude. The main types of soil along the proposed alignment include
cinnamon soil and limy cinnamon soil, with some demoisture soil and salinized soil in the
Xinjiang section and some aeolian sandy soil and calcareous eolian soil on the Yellow River
flood land.

2. Climate

6. The project area features a semiarid continental monsoon climate. The annual mean
temperature is 12.2–13.6 degrees Celsius (oC), with a mean temperature of 26.4 oC in July, and
negative 4.0 oC in January. The average annual precipitation is approximately 543–590
millimeters. Most of the rainfall concentrates from June through September, accounting for more
than 50% of the total, with frequent thunderstorms. This contributes heavily to the soil erosion
problem of the area. The wind speed is relatively high, averaging annually 1.9–3.6 m/second,
with varied prevailing wind direction in different locations.

B. Environmental Setting

1. Ecosystem

7. The project area is characterized mainly by farmland and orchards, with some tree farms
on the Yellow River flood land. Animals include mostly domestic livestock. No rare, endangered,
or threatened species were identified within the project area. However, the proposed Yellow
River Bridge (4.6 km) of the expressway will cut through the Yuncheng Wetlands Nature
Reserve (YWNR) at Hejin, which is 2.5 km from the border of a wintering ground for gray
cranes—a migratory bird of national level Class II Priority protected wildlife.

2. Soil Erosion

8. As shown in Table1, the project corridor is somewhat sensitive to soil erosion, with
mostly a moderate degree of soil erosion loss (average erosion modulus of 2,500–5,000 tons
per square kilometer per year (t/km2/yr), as per the Standards for Environmental Impact
Assessment of Highway Construction Projects JTJ 005–96).
 3

Table 1: Soil Erosion Data Along the Project Corridor

Total Area Eroded Area Erosion Modulus Annual Erosion

County (km2) (%) (t/km2/yr) Loss (t)
Xinjiang 593.4 33.6 375–4630 103.5
(slight - moderate)
Jishan 686.3 47.6 415–4700 103.5
(slight - moderate)
Hejin 593.1 39.9 2605 (moderate) 61.6
km2=square kilometer, t=ton, yr=year.

3. Water Quality

9. The only river crossed by the proposed alignment is the Yellow. The expressway will
traverse the river at Hejin, where a super large bridge will be built. The water quality of the
Yellow River was checked on 21–22 June 1999 at five monitoring points along the Hejin section
against the applicable Environmental Quality Standards for Surface Waters (GHZB1-1999),
Class IV, based on the contents of suspended solids, chemical oxygen demand, oil and grease,
and lead as well as pH value. The results showed that all the water quality parameters were in
compliance with the standards except for suspended solids due to the high sand content of the
river. The source of drinking water for the project area is groundwater.

4. Air Quality

10. Air quality (nitrogen oxides [NOx], carbon monoxide [CO], and total suspended
particulate matter [TSP] concentrations) was checked at three representative locations along
the proposed alignment against the applicable Ambient Air Quality Standards GB3095-1996,
Class II (for residential and commercial areas). Only NOx (average daily concentration 0.009–
0.036 milligram per normal cubic meter [mg/Nm3]) was in compliance with the allowable limit of
0.12 mg/Nm3. The CO contents at two of the selected locations (average daily concentration
2.14–5.84 mg/Nm3) most of the time exceeded the allowable limit of 4.00 mg/Nm3, mainly due to
the air emissions from coking plants, chemical plants, and other small industrial enterprises
scattered along the road. The average daily concentration of TSP ranged from 0.45 to 0.85
mg/Nm3, being well above the maximum allowable limit of 0.30 mg/Nm3. This was attributed to
industrial emissions and the use of coal as an energy source in the area.

5. Noise

11. There are currently 15 sensitive points (14 villages and 1 school) along the proposed
alignment. Noise measurements were performed at 10 representative locations on 21–28 June
1999. The noise levels, both in daytime and at night, were well within the limits of the applicable
Noise Standards for Urban Areas GB3096-93 with only one exception: the noise level at
Shuixizhuang village was a little higher than the standard limit by 2.3–4.5 decibels (dB). On the
whole, the acoustic environment is considered good for the sensitive points in the project area.

C. Historic and Cultural Resources

12. Shanxi Province is well known for its abundant historic and cultural resources. The
proposed alignment, however, will not go through any historic sites.
4

D. Social and Economic Environment

13. Shanxi is one of the poorer interior provinces in the country with a gross domestic
product of Y164.4 billion in 2000, only about 17% of the coastal Guangdong Province’s level.
Shanxi has a population of 32.48 million, of whom 23.72 million (73%) are rural. Among
Shanxi’s 85 counties 35 (41.2%) are classified as poverty counties, in which a majority or
substantial part of their population exist below the current PRC national poverty level per capita
annual income of Y1,000. According to 2000 data, the project influence area, including the three
counties of Hejin, Jishan, and Xinjiang, has a total population of approximately 1,000,000, with
33,965 identified as poor (3.4%), living in 1 township, 35 villages, and 7,817 households.

14. The project influence area, including Hejin, Jishan, and Xinjiang counties, is among the
more prosperous within Shanxi Province and the fastest growing within Yuncheng Prefecture.
Along with having some of the best agricultural land in the prefecture, their small and medium-
sized industries, coal mining, and agricultural processing sectors are undergoing impressive
expansion. Yuncheng Prefecture now has the greatest number of township and village
enterprises (52,563) of all the prefectures in Shanxi Province, providing full or part time
employment to an estimated 422,665 people, 124,573 (29.5%) of whom are in the project
influence area. Though 84% of the population in this area reside in townships and villages, the
trend in the last decade has seen the greater percentage of rural household income derived
from nonfarm sources, mainly migrant labor for the construction and service industries. The
growing township and village enterprises also serve as a major contributor for more rural
household income. In 1990 farming accounted for 71% of rural household income; the
percentage has now declined to less than 30% on the average. As a result, rural household
income increased from Y1,208 in 1995 to Y1,906 in 2000, an average annual increase of 9.5%.
However, economic development of this area has reached a level where one of the greatest
constraints is inadequate road transport.

IV. PROJECT ALTERNATIVES

15. Without the Project Option. Currently the only road linking Houma and Yumenkou is
national highway G108, which is an older class II road with poor conditions. The traffic volume
of the road has been increasing tremendously along with the economic development of the
area. As revealed by recent statistics, the annual average mixed traffic volume on the road has
reached 6,313 vehicles/day, with a congestion index of 1.39, going far beyond the design
capacity of class II road. The road passes through many densely populated commercial areas,
townships, villages, and small industrial enterprises without access control, with many buildings,
vehicle service and fueling stations, and even schools located adjacent to the roadway. As a
result, serious congestion and traffic accidents have been a major problem. Reported major
accidents in the project influence area were 594 in 1997 with 367 fatalities, 382 injured, and an
economic loss of Y1.42 million. With the traffic volume increasing year by year, the accident rate
is also on the rise. In addition, the increased traffic has also caused more traffic noise, vehicle
emissions and dust, car-washing wastewater pollution, and other environmental problems in the
area. It is obvious that the G108, if left as is without the proposed Project, can no longer meet
the local transportation needs in terms of increased traffic volume and road safety as well as
environmental protection. There is no waterway or civil aviation transport available in the project
corridor, and railway transport is limited.

16. Four options were developed. The Yellow River Bridge, the key component of the
proposed expressway, will cut through the YWNR. Accordingly, four alignment alternatives with
different location of the Yellow River Bridge, K, A, B, and C, were proposed by the project
 5

feasibility study for comparison. Alternative K was preferable to other alternatives in all respects
except that its Yellow River Bridge was the longest. Based on overall engineering and
socioeconomic considerations, alternative K has been selected in the feasibility studies for the
proposed expressway.

17. The four alignment alternatives were evaluated and compared in the EIA report in terms
of potential environmental impacts. Public input, including comments from the Shanxi Province
Forestry Department, YWNR Administration, and other local government agencies, has been
included in the decision-making process. As illustrated in Table 2, alternative K is preferable in
terms of engineering, geological, safety, ecological, environmental, and economic factors, and
hence was recommended. While alternative A is relatively shorter in terms of the bridge length
passing through the nature reserve, it was rejected given its geological, safety, resettlement,
and technical implications.

Table 2: Alternative Comparison

Favored
Impacts Alternative K Alternative A Alternative B Alternative C Alternative(s)
Farmlands, orchards, Less impact due Relatively more Relatively more Relatively more K
and wild lands to shorter route impact due to impact due to impact due to
longer route longer route longer route

Soil erosion Less significant Significant More significant Less significant K, C

than K & C but
less significant
than A

Length of Yellow Longest Shortest Shorter Shorter A

River Bridge (4,566 m) (495 m) (3,857 m) (3,976 m)

Noise 5 sensitive 6 sensitive 5 sensitive 4 sensitive K

points with lower points with points with points with
over-standard higher over- higher over- higher over-
noise level standard noise standard noise standard noise
level level level

Air quality Insignificant Insignificant Insignificant Insignificant K, B, or C

Land acquisition and Less More More More K

resettlement

Historic resources Insignificant Insignificant Insignificant Insignificant No significant

difference

Engineering Less difficult Difficult Less difficult Less difficult K, A, B

geological condition

Costs of resettlement Less More More More K

Public acceptability Support from Objection Objection Objection K

local from local from local from local
government government government government

Recommended
alternative Alternative K
6

V. ANTICIPATED IMPACTS AND MITIGATION MEASURES

A. Land Use and Resettlement

18. Land Acquisition. The total land area to be acquired for the proposed project will be
410.7 hectares (ha), including irrigated land (83.9%), dry farmland (2.1%), orchards (8.6%),
vegetable plots (0.5%), and uncultivated land (4.9%). The loss in agricultural products due to
farmland decrease is estimated at Y3.25 million per year. Another 9.33 ha of land is needed
during the construction period for temporary use (construction camp sites, staging areas,
access roads, borrow and spoil sites, etc.). All temporarily occupied land will be fully reinstated
to productive use after construction. Some 3,983 square meters (m2) of buildings will be
demolished and 478 wire poles removed, and one small enterprise (a coking plant) will have to
be moved.

19. Resettlement Action Plan. For the 3,423 people unavoidably affected by the Project, a
resettlement action plan (RAP) was prepared to insure attainment of equal or better livelihood
and living standards in line with the PRC’s Land Administration Law (1998) and ADB’s Policy on
Involuntary Resettlement (1995). Most of the affected will receive lands of similar quality within
the same village administration, plus assistance for resuming production as soon as possible.
For the few who do not, skill training opportunities will be offered to provide equal living
standards along with permission to move to urban areas where such skills can be utilized. Only
20 households with 90 persons will have to be moved into new houses; all will be resettled in
the same villages in houses built prior to demolition of existing ones and preferably within 1,000
m of their previous dwelling at a location of their choice. For those affected, resettlement
subsidies as well as compensation for loss of output will also be provided. Resettlement costs
for realizing the RAP are estimated at Y258.20 million and are included in the overall project
cost estimates.

20. The proposed Project will disrupt some existing irrigation systems, particularly in the
plain areas where the road will be constructed on filled-up embankment. This fragmentation will
also affect the existing flood-relief channels and natural drainage of the area. To address this
problem, the engineering design has included 133 culverts for surface runoff and linking up the
split irrigation systems so as to essentially restore the original irrigation pattern of the area. The
proposed access-controlled expressway will also cause some blocking effect for local residents
living on both sides of the road in terms of farm work and social association. To solve this
problem, four interchanges linking to county and rural roads and 99 underpasses or overpasses
will be built.

B. The Yuncheng Wetlands Nature Reserve

21. Information on the Nature Reserve. The YWNR was officially established in April 2001
as a provincial level nature reserve. It was an expansion of the Yuncheng Swan Wintering
Ground Nature Reserve and the Hejin Gray Crane Wintering Ground Nature Reserve in Shanxi
Province—both formed in 1994. The newly established nature reserve is located along the
Yellow River in eight counties and cities within Yuncheng Prefecture with a total length of 336
km, covering a total area of 79,830 ha. Also included in the reserve are the Yanhu, Wuxing, and
Shengtian Lakes. The YWNR has a rich diversity of both flora and fauna, including 151 species
of breeding and wintering terrestrial wildlife and 641 species of wetland plants. Eighty-six
species of wetland birds have been identified in the reserve, including 7 species of national level
 7

class I priority protected wildlife and 11 species of national level class II priority protected
wildlife.

22. Project Impacts. The Yellow River Bridge of the expressway, which will pass through
the YWNR at Hejin, is about 2.5 km from the border of the original Hejin Gray Crane Wintering
Ground Nature Reserve. Although the bridge is located outside the gray crane wintering ground,
it will have impacts on gray cranes.3

23. Every year during winter migration some 1,500–2,000 gray cranes fly to Hejin, roost and
feed on the barren beach and farmland by the riverside in the daytime, and rest on the shoals in
the river course of the Yellow River at night. Experts from the Nature Reserve Administrative
Station of Shanxi Province have been asked to evaluate the potential adverse impacts
associated with the proposed expressway on the YWNR. Their inputs are as follows:

(i) The construction activities will drive some wildlife away from their habitats,
particularly birds like the gray cranes. The construction period will last for quite a
long time (3–4 years) and it is predicted that the gray cranes within 500 m of the
proposed expressway will leave their currently roosting and feeding places and
move southward.

(ii) During road construction, the vegetation on the acquired land will be destroyed,
and the local ecosystem changed. In addition, the destruction and fragmentation
effect of the road construction may diminish the habitats for some of the animal
species, so that there may not be enough roosting places any more for them to
survive. These species may include, as shown by investigation, hare, black
moorhen, and weed oriole.

(iii) During operation, the traffic noise, traffic lights at night, and vehicle emissions
may cause some adverse impacts on the wildlife around the road.

24. The affected gray cranes are the major concern. According to the experts mentioned in
para. 23, the number of gray cranes currently roosting and feeding in the project area, as
revealed by investigation, is approximately 70–100, and those resting at nighttime on the shoals
of the Yellow River around the proposed Yellow River Bridge location total about 50. This brings
the number of affected gray cranes to 120–150, or about 6–10% of the total staying in Hejin
every winter. Investigation also showed that the number of other affected wildlife like wild geese
and ducks, swans, hares, back moorhens, and weed orioles are all in the range of 5–10% of the
total number existing in the area. They are all widely distributed species, and the change or
even the loss of some of their habitats will not be an issue in terms of resource conservation.

25. Protective Measures. Under the guidance of the Shanxi Forestry Bureau and the
Nature Reserve Administrative Station of Shanxi Province, an action plan (Appendix 1) was
developed for minimizing the adverse impacts on the YWNR. It provides details of the
objectives, cost estimates, and responsible authority for each of the main actions required,
including training, education, engineering measures, and institutional strengthening. In addition,
about Y1.15 million ($138,000 equivalent) of environmental and ecological monitoring
equipment will be procured to monitor migrating birds and environmental quality at the proposed
Yellow River Bridge area. A summary of the action plan is as follows:

3
The gray crane (Balearica regulorum) is a migratory bird of national level class II priority protected wildlife. It is
estimated that currently only 22,000–25,000 gray cranes exist in the world, 9,000–12,000 of which are in China.
8

(i) Public awareness of the significance and the need to protect the YWNR will be
increased. Three training workshops will be held to educate all the people
involved, in particular construction managers and workers, and make them aware
that any impacts on the nature reserve are subject to compliance with the
National Regulations for Protection of Nature Preserves, PRC; Wildlife Protection
Law, PRC; Wild Plants Protection Law; and other applicable laws and
regulations.

(ii) Construction activities will be appropriately scheduled. To the extent feasible,

construction activities will be reduced in winter (November–March) to minimize
disturbance to the winter migration of the migratory birds. Blasting operation will
be avoided where possible to minimize disturbing the wintering birds.

(iii) Borrow sites, disposal sites, campsites, staging areas, storage areas, or other
use areas within the nature reserve will be prohibited. Temporary fencing or
barriers will protect sensitive plant and animal habitats from accidental
encroachment by construction equipment.

(iv) Equipment and construction materials will be stored away from wetlands and
riparian areas. All wastewater and solid wastes during construction will be
collected, treated, and discharged properly to avoid polluting the water bodies.

(v) Noise control measures will be provided at approaches to the Yellow River
Bridge to avoid disturbing the wildlife in the nature reserve.

(vi) Four ecosystem monitoring points will be set up in the YWNR during construction
to monitor the effects of the construction activities on the survival and quality of
the reserve’s ecosystem, including habitats, birds, mammals, and amphibians.

(vii) An enrichment program will be developed to provide food to attract the gray
cranes away from the construction area.

(viii) An environmental management unit will be established under SHEC, to be joined

by staff from the Yuncheng Environmental Protection Bureau (YEPB) and YWNR
Station.

C. Historic and Cultural Resources

26. The proposed alignment will not pass through any historic sites.

D. Soil Erosion

27. Road construction will intensify the effects of natural soil erosion due to vegetation
removal, soil disturbance, and exposure of bare soil surface. The most severe problems will be
associated with embankment construction in the plain area, road sections with heavy cuts and
fills, borrow and spoil sites, as well as bridge and culvert construction sites, particularly on rainy
days. If appropriate measures are not taken, the increased erosion loss could be significant over
the 4-year construction period.
 9

28. The engineering design shows that 45 km of the proposed expressway will be sections
with fill operation, and 12.7 km with cut operation. As a result, the amount of earth filled will be
larger than that of earth cut by 2,947 m3. Accordingly, there should be no waste generated at all.
In reality, however, the movement of earth along the alignment cannot be accomplished
perfectly as planned, and there will always be some amount of waste.

29. A soil erosion control and management plan (Appendix 2) was prepared as part of the
EIA in accordance with the requirements of the PRC Soil Conservation Law. It provides the
objectives, responsible authority, and cost estimates for each of the key actions for soil erosion
control. The management plan was approved by the Ministry of Water Resources in February
2002. Soil erosion control measures were developed including both permanent measures
incorporated into the engineering design and temporary measures to be implemented during
construction (paras. 30-31).

30. Permanent Erosion Control Measures. As permanent control measures for slope
stabilization and embankment drainage and protection, 92,770 m2 of side ditches and berms,
95,129 m2 of rock lining and slope walls, and 9,680 m2 of torrent chutes were designed along
the road, where appropriate. The road design also includes sodding and tree planting on both
sides, and center dividers. The landscaping will not only beautify the road but also protect it
from soil erosion. All the permanent erosion control features are required to be incorporated into
the Project at the earliest practicable time.

31. Temporary Erosion Control Measures. Temporary erosion control measures will be
used during construction to limit erosion and resultant sediment and water pollution, as follows:

(i) Silt basins will be used, where appropriate, to intercept water runoff and allow
solid matter to settle. After completion of road construction these basins will be
graded and revegetated or returned to farm use.

(ii) To the extent feasible, the length and steepness of cut and fill slopes will be
minimized particularly at borrow and spoil sites.

(iii) Silt dikes and runoff ditches will be installed where appropriate to prevent silt
from leaving sensitive areas (borrow sites, spoil sites, etc.) and entering farmland
or water bodies.

(iv) Topsoil of cultivated land used for temporary work areas, in particular the borrow
sites, will be stripped off and stockpiled, to be replaced when the construction is
completed and the cultivated land rehabilitated. Stockpiled topsoil will be located
and protected so that storm water runoff will not cause sedimentation.

(v) Temporary groundcover (matting, hay bales, sandbags, etc.) will be used on
disturbed and exposed areas to control erosion and retard runoff, particularly
during rainy periods.

E. Water Quality

32. Major sources of potential water pollution were identified as (i) increased soil erosion
during construction, which may cause water pollution with sedimentation, as detailed in Section
D; (ii) wastewater pollution caused by large construction sites, in particular bridge construction
10

sites; (iii) potential pollution associated with the construction of bridge foundations with bored
piles; and (iv) pollution caused by surface runoff and service area wastewater.

33. Water Quality Impacts Due to Construction Sites. Wastewater and hazardous
materials (fuel, oil, acids, caustics, etc.) may drain into streams and drainage areas, causing
pollution to surface water or groundwater. This is particularly true for large bridge construction
sites, construction campsites, and staging areas where workers, construction equipment, and
building materials are most concentrated. It was estimated, for example, that the construction of
the Yellow River Bridge will need, on the average, about 2,300 workers on site every day,
generating approximately 109 tons/day of sanitary wastewater and 2.30–2.45 tons/day of
garbage. In the 4-year construction period, a total of 160,000 tons of wastewater and 3,358–
5,037 tons of garbage will be generated.

34. Pollution Caused by Construction of Bridge Foundations. The Project will involve
the construction of 12 large and super large bridges, which will be built with hollow piers and
deep foundations with bored piles. The pile drilling operation will generate a great amount of
spoil. It is estimated, for example, that the construction of the super large Yellow River Bridge,
with 78 piers to install, will produce a total of 117,900–135,000 cubic meters (m3) of waste. This
waste will be properly removed and stored outside the construction area to avoid polluting the
water body. In addition, the drilling operations may stir up the sediments in the riverbed and add
to the high suspended solid problem of the river.

35. Expressway Runoff. Rainwater washes out atmospheric pollutants, picks up roadway
deposits, and runs off into rivers. The impact of the initial runoff pollutants on the water quality
was estimated for two of the three super large bridges of the Project, the Shuixi Reservoir
Bridge and the Yellow River Bridge, using a mathematical model. As indicated in Table 3, the
increase of pollutant concentrations of the affected water will be insignificant and will have little
impact on the water quality of Shuixi Reservoir and the Yellow River.

Table 3: Predicted Impacts of Runoff Pollutants on River Water Quality

Road Surface Amount of Increases in Pollutant

Annual Rainfall Collecting Rain Runoff Concentration
3
Water Body (mm) (m) (m /hr) (mg/l)
Shuixi
Reservoir 590 246 x 28 1.52 COD 0.1–0.2
Oil & Grease
Yellow River 590 4,566 x 28 28.3 0.006–0.01
3
COD=chemical oxygen demand, m=meter, mm=millimeter, m /hr=cubic meter per hour, mg/l=milligram
per liter.

36. Wastewater Effluent from the Service Area. There will be fueling and service stations
as well as offices, hotels, and restaurants for the passengers in the service area. Sanitary
wastewater effluent from these facilities as well as wastewater generated by car washing,
maintenance, and repair operations will be generated. As estimated in the EIA, approximately
200 people (in 2005) will be involved in the area every day, and 127 m3/day of wastewater will
be discharged. The wastewater from car washing can be reused after oil separation and
sedimentation treatment. A chemical and biological wastewater treatment system is to be
installed to treat the effluent wastewater as per National Integrated Wastewater Discharge
Standard GB8978-1996.
 11

F. Hazardous Material Spills

37. The probability of hazardous material spills on the proposed expressway and associated
bridges was evaluated using a mathematical model. The results indicated a probable accident
rate of 1.016, 1.875, and 2.689 accidents per year on the road for 2006, 2015, and 2025,
respectively. For the 12 large and super large bridges (with a total length of 7,294 m), the
corresponding numbers are 0.114, 0.210, and 0.302 accidents per year. While these rates are
relatively low, the risk of hazardous material spills cannot be overlooked. Furthermore, the
predicted rates are on the upward trend, going up from 2006 to 2025 by a factor of 2.65.

38. It should be noted that the number of incidents of hazardous material spills alone is not
necessarily indicative of the environmental impact of such incidents. To prepare for the possible
accidents, it is essential to have a sound hazardous materials emergency preparedness and
response program. The monitoring center for traffic management under SHEC will act as an
emergency center in case of an accident. A contingency plan and a training program for
emergency preparedness will be developed. Transporters of hazardous materials are under the
control and inspection of the local communications bureau, and are required to have three
certificates (driver’s license, escort’s license, and hazardous material transport permit) to
operate.

G. Air Quality

39. Air Quality Impacts During Operation. The project area is a non-attainment area for
TSP and CO, with their background concentrations well exceeding the applicable air quality
standards. The vehicle emissions and fugitive dust emissions from the expressway will add to
the problem. Potential air quality impacts on the NOx concentrations from expressway
operations for 2006, 2015, and 2025 were evaluated for sensitive points located within 10 m.
The evaluation was made based on traffic volume, vehicle type, topographical and climatic
conditions, and other factors. The predicted results show concentrations of NOx well below the
standard limits throughout the operational period. To reduce the air pollution in the sections that
are located near residential areas, trees will be planted between the villages and the alignment.

40. Air Quality Impacts During Construction. Construction activities—particularly

earthworks; increased traffic; and the use of cement, asphalt, and other building materials—will
produce excessive airborne dust and toxic asphalt fumes, causing a major impact on air quality
within the project area. It was determined in a location similar to this Project that the TSP
concentration at a distance 50 m to the leeward of a concrete mixing plant can be 1.368
mg/Nm3, exceeding the allowable limit, but this decreased to 0.619 mg/Nm3 at 100 m. To
minimize the dust impact, construction fields and major access roads and haul roads will be
watered on a set schedule, particularly in the dry season. Construction materials storage and
concrete mixing plants will be sited more than 100 m away, and asphalt mixing plants 300 m
away in a downwind direction from residences and schools. All the mixing equipment will be
closed systems with dust extractors. Dust-generated materials will be stored and hauled in bags
or containers with appropriate covers. In addition to the regular monitoring during construction
(Table 4), spot checks of air quality will be performed as needed. Additional dust abatement
measures will be taken if found necessary.

H. Noise Impacts

41. The potential traffic noise impact for 2006, 2015, and 2025 was evaluated using
mathematical models suggested in the Standards for Environmental Impacts Assessment of
12

Highway Construction Projects (Trial) (JTJ005–96, MOC). The evaluation was based on
projected traffic volume, vehicle type, vehicle speed, road surface conditions, and other factors.
Traffic noise levels, both in daytime and at night, were calculated along the road at 20 m
increments between 10 m and 200 m from the centerline of the road. With these data and the
background conditions, noise levels were predicted for all the sensitive points within the project
area as shown in Table 4.

Table 4: Predicted Noise Impacts of the Project During Operation

Over-Standard Noise
Affected Sensitive Level Number of People
Year Points (dB) Affected
2006 4 Villages 2–6.9 (nighttime) Village: 450

2015 5 Villages 1.3–8.4 (nighttime) Village: 495

1 School 0.8–1.4 (daytime) School: 320

2025 7 Villages 0.9–10.0 (nighttime) Village: 635

1 School 2.8–3.2 (daytime) School: 320
dB=decibel.

42. Noise Impacts During Operation. To control the noise impacts within the standards,
the following measures were developed for different locations: (i) relocate affected households
(10 households in Cangtou Village); (ii) install noise-insulating windows along approaching
roads to the Yellow River Bridge (5 households and gray crane habitats); (iii) establish greenbelt
between the road and the villages and school; (iv) prohibit blowing of car horns in close
proximity to villages and schools; and (v) perform noise impact monitoring during operation, and
consider further mitigation measures as appropriate based on actual monitoring data.

43. Noise Impacts During Construction. Noise impacts are expected to increase during
construction due to the use of construction machinery and earth-moving equipment. As
estimated considering the major construction equipment to be used, the daytime noise levels
will be within the applicable standards of 75 dB (GB12523-90) when the noise receptor is at a
distance of 50 m or more from the noise source except for high noise equipment like pneumatic
hammer, rock drill, and generator. In the nighttime, however, the noise sources will have to be
at a distance of 100 m or more from the receptor to be within the allowable limit of 55 dB.
Because most villages and schools within the project area are located 100 m or more from the
road, no significant noise impacts are expected in the daytime. To minimize the nighttime noise
impacts, noise suppressors will be used on construction equipment where feasible. High noise
machinery will not be allowed to operate in the proximity of a school when classes are in
session, and also from 22:00 to 6:00 hrs when there are residential areas nearby. Construction
workers exposed to excessive noise will be provided with hearing protection devices.

I. Visual Impacts

44. Some expressway components, like heavy cuts and fills, vegetation clearing, large
bridges, and interchanges, will create visual impacts and detract from the natural beauty of the
area. To minimize the impacts, the following measures will be taken: (i) minimize cut and fill
slopes where possible and, in particular, avoid steep cut slopes; (ii) implement site-specific
landscaping and revegetation on both sides of the road, all cut slopes, and disturbed land,
making the expressway a beautiful green corridor; and (iii) design bridges, interchanges, and
 13

other infrastructure in such a way as to achieve consistency with the surrounding natural
landscape, local buildings, and facilities in terms of form, color, and texture.

J. Socioeconomic Impacts

45. The Project will have significant impacts on both urban economics and rural poverty in
the project area. The construction of the expressway and the rehabilitation of local roads
constitute the only long-term solution to the depressed economic conditions in the project area
due to the lack of transport infrastructure. The greatest beneficiaries from a monetary standpoint
will be the current road users, who will experience greater efficiency, higher safety, and less
wear and damage to their vehicles. From a numerical standpoint, the largest group of
beneficiaries will be farmers, who will have improved access to markets and cheaper transport
costs for their commercial produce. Farmers and their families will also benefit from expanded
opportunities for seasonal employment elsewhere to earn supplemental incomes. Rural villages
will also have improved delivery of health, education, and other social services by virtue of all-
weather feeder and rural road connections to the expressway interchanges. With the year-round
access to new markets provided by the Project, the village level enterprises will also prosper,
promoting local economic growth.

46. During construction, the Project will generate significant employment opportunities in the
area. Annual labor requirements during the 4 years of construction, as estimated, will vary from
4,680 to 7,020 skilled and unskilled workers, totaling 23,400 person-years. In both categories
first preference will be given to those below the poverty line. During operation an estimated
annual income of Y600,000 will be generated for the unskilled poor workers from about 100 of
the 395 jobs in the maintenance, administration, and service areas. Possible adverse social
impacts of the Project have been taken into account through (i) the comprehensive RAP; (ii)
measures to minimize any disruption to traffic on existing roads, irrigation systems, transport
links to farmlands, and electrical and communications facilities; and (iii) measures to reduce
health risks for construction workers, the local population, and road users.

VI. ECONOMIC ASSESSMENT

47. Costs and Benefits of Environmental Impacts. Quantitative economic evaluation of

the costs and benefits of environmental impacts was not undertaken due to lack of data and
methodological difficulties. The main costs of environmental impacts will be associated with
activities during the construction period, such as soil erosion and ecosystem disturbance.
Mitigation measures will be taken to minimize the environmental costs by reducing the identified
adverse environmental impacts. The benefits of the environmental impacts will include reduction
of air emissions and noise through reduced traffic congestion and better road condition.

48. The main economic benefits generated by the project will be vehicle operating cost
savings, reduced travel time, and cost savings from reduced accidents. Other benefits will
include freight cost savings and resource cost savings arising from diversion of freight from rail
to highway. The benefits from a reduction in the number and severity of accidents constitute an
important element of the economic benefits. While the economic cost of individual accidents
may be higher on the expressway than on existing roads, the total number of accidents per
vehicle-km in the project corridor will probably be reduced substantially. Thus a net cost savings
will accrue to the Project. The economic internal rate of return (EIRR) for the Project is 20.3%,
indicating that it is economically viable. Vehicle operating cost savings amount to 93% of total
economic benefits. The sensitivity of the EIRR to various changes in costs and benefits is not of
14

major significance. The demand for expressway travel is relatively inelastic; therefore increased
toll fees will not result in a significant reduction of economic benefits from the Project.

49. Cost Benefit and Cost Effectiveness of Mitigation Measures. The total costs of
environmental mitigation and monitoring measures are estimated at Y21,677,000 (about $2.6
million equivalent), including design and temporary measures during construction (Y2,870,000),
initial costs for mitigation measures during operation (Y13,867,000), operational costs for 20
years (Y4,250,000), and others (Y690,000) (Appendix 3). These costs are considered fully
justified when compared with the expected benefits. The environmental benefits resulting from
the mitigation measures recommended can readily be seen from reduction of soil erosion during
the construction and operation periods; abatement of noise, water, and air pollution to local
residents; and improvements in visual quality of the project area due to landscaping and road
beautification. In addition, the local capacity of environmental management agencies will be
strengthened through environmental monitoring program supported by the Project.

VII. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL

MONITORING PROGRAM

A. Institutional Requirements

50. One of the key duties of SHEC is, under the supervision and guidance of SCD and the
Shanxi Environmental Protection Bureau (SEPB), to organize and supervise the implementation
of all the environmental mitigation and monitoring measures developed or recommended in the
EIA report. To implement the environmental measures, an environmental management unit will
be established under SHEC (3 staff), joined by YEPB (1 staff) and YWNR (2 staff). Through
these measures, any adverse environmental impacts caused by the construction or operation of
the Project will be avoided or minimized in accordance with applicable national and local
environmental procedures and guidelines. It is critical that SHEC be committed to the Project’s
environmental objectives and provided with competent environmental staff and the necessary
tools and equipment. To ensure that the mitigation and monitoring measures are being carried
out effectively on a continuing basis, a surveillance program and a clearly defined and regular
reporting and response system will be established.

B. Environmental Monitoring Program

51. To ensure the proper implementation of the environmental mitigation measures, an

environmental monitoring program has been established for both the construction and operation
phases. The monitoring program will focus on noise impact, air quality, and water quality within
the project area, as shown in Tables 5 and 6.

Table 5: Environmental Monitoring Program During Construction

Monitoring Testing Sampling

Item Sampling Location Items Frequency Duration Interval
Air Quality Concrete mixing TSP Once a quarter 1 day Twice
plants & spot checks (a.m./p.m.)

Asphalt mixing plants TSP and Once a year & 3 days During
asphalt fumes spot checks operation
 15

Monitoring Testing Sampling

Item Sampling Location Items Frequency Duration Interval
Residential area near TSP Spot checks I day -
unpaved roads

Noise Guanzhuang Village, Noise Once a month 1 day Twice

Changtou School (daytime and
at night)

Water Yellow River Bridge, COD , pH, Pb, Twice a year 1 day Twice
Quality 5 checking points at SS, (wet/dry (a.m./p.m.)
100 m upstream & 200 turbidity, seasons) during
m downstream oil & grease operation
COD=chemical oxygen demand, Pb=lead, pH=an expression of the intensity of the basic or acid condition,
SS=suspended solids, TSP=total suspended particulate matter.

Table 6: Environmental Monitoring Program During Operation Period

Monitoring Testing Sampling

Item Sampling Location Items Frequency Duration Interval
Air Quality Guanzhang Village NOx Twice a year 2 days 7:00, 10:00,
TSP (winter/ 14:00, 19:00
CO summer)

Noise Fuyouzhuang, Lingli Noise 4 times a year 1 day 10:00-11:00

Village, Xixin Village, 22:00-23:00
Guanzhuang, Changtou
Village,
Changtou School

Water Yellow River Bridge, COD, Twice a year (wet 1 day 2 times
Quality 5 checking pts at 100 m pH, SS, / dry seasons) (a.m./p.m.)
upstream and 200 m oil & grease
downstream

Service area wastewater COD, Twice a year 1 day 2 times

discharge BOD, (wet/dry (a.m./p.m.)
oil & grease seasons)
BOD=biochemical oxygen demand, CO=carbon monoxide, COD=chemical oxygen demand, NOx-nitrogen oxides,
pH=an expression of the intensity of the basic or acid condition, SS=suspendid solids, TSP=total suspended
particulate matter.

52. Additional monitoring or spot checks may be necessary. Local certified environmental
monitoring stations in Shanxi Province will be contracted to perform the monitoring work in
accordance with all applicable national and local environmental regulations and standards. The
results of monitoring will be analyzed, evaluated and reported to SHEC and SCD on a regular
basis, and additional mitigation measures will be considered based on updated data. SCD will
prepare a report every six months to SEPB based on these data.

VIII. PUBLIC INVOLVEMENT

53. The EIA team conducted a field survey and visited 127 households along the proposed
alignment in 10 villages and towns of the counties of Hejin, Jishan, and Xinjiang in June 1999
with the following objectives: (i) inform the public and local governments about the need for the
16

Project and the proposed alignment, (ii) identify concerns of the public, and (iii) inform the public
and agencies regarding potential impacts associated with the Project and the mitigation
measures considered.

54. A questionnaire was completed at each of the households visited. Table 7 is a summary
of the feedback from the questionnaire. A large majority of the respondents were in favor of the
Project. Most people believed that the Project would be beneficial to the country as well as to
the local economy, and hoped for its success. It also enjoyed wide support from local
governments and agencies. However, because the visits were made in the early stage of the
Project, when public awareness was still inadequate, there were also respondents who did not
support it (6 of 127 households) or disagreed with the land acquisition and resettlement
proposals (9 of 127 households). Some respondents said they did not know about the
compensation policy for the land acquired and about relocation. Note that only 3 of the 127
households visited were affected by the Project and required to resettle.

Table 7: Summary of the Public Consultation Questionnaire

Questions Feedback No. of households

Attitude towards the Project In favor 116
Not in favor 6
Do not know 5

Is the Project beneficial to the Yes 123

economic development of your village? No 4

Reaction of the affected households to the Agree/Disagree 118/9

land acquisition and resettlement
a
arrangements

Concerns about adverse environmental Noise 122

impacts Vehicle emissions 87
Dust 68

Suggested mitigation measures Roadside landscaping 92

Noise barrier 35
Keep away from villages 43
a
Only 3 of the 127 households visited were affected by the Project and required to resettle.

55. As revealed during the visits, the major concerns focused on traffic noise, vehicle
emissions, and access inconvenience caused by the road. They hoped that mitigation measures
would be appropriately designed and implemented along with the road construction, and
adequate underpasses or overpasses would be provided to facilitate the connection between
the two sides of the road, and also that the disrupted irrigation facilities would be restored as
soon as possible. In addition, the affected households requested that the acquisition and
resettlement plan be implemented in accordance with applicable laws and government policies.

IX. CONCLUSIONS

56. General Conclusion. The proposed alignment of the Houma-Yumenkou Expressway

has, insofar as possible, purposely avoided populated areas, arable lands, historic landmarks,
 17

and cultural sites, thereby causing minimal disruption. Nevertheless, as evaluated by the EIA,
the Project will create some adverse environmental impacts, which can be mitigated or
minimized to acceptable levels. A balance can be struck between environmental protection and
the need for economic development. With the total mitigation costs accounting for about 1% of
the total project costs, the Project is considered feasible environmentally as well as
economically.

57. Alternatives. Four alignment alternatives—K, A, B, and C—and the no-project

alternative were evaluated and compared in terms of potential environmental impacts, and
alternative K was recommended. This is consistent with the recommendation of the project
feasibility study based on engineering and socioeconomic considerations.

58. Yuncheng Wetlands Nature Reserve. The only major sensitive environmental issue
identified is that the proposed expressway is located 2.5 km from the border of the gray crane
(migratory bird of national level class II priority protected wildlife) wintering grounds in the
YWNR, a provincial level nature preserve. The proposed road will cause adverse impacts on the
reserve’s natural ecosystem and, in particular, change some of the feeding and resting grounds
for the gray cranes and other wildlife. It has been investigated and evaluated by the pertinent
authority that the number of gray cranes affected (6–10%) is considered acceptable and will not
constitute a significant threat to the survival and long-term productivity of the existing protected
species. Other affected wildlife are all widely distributed species, and the change or even the
loss of some of their habitats will not be an issue in terms of resource conservation. With
appropriate protective measures, the adverse impacts can be minimized without irreversible
changes and harm to the function, structure, and value of the gray crane wintering grounds and
the YWNR.

59. Soil Erosion. Another environmental concern identified is soil erosion. The construction
activities will increase the soil erosion rate over the baseline rate, as modeled, by a factor of
6.53, or an increased erosion loss of 10,889 tons per year. With implementation of the
recommended temporary soil erosion control measures during construction and of permanent
measures during operation, the actual soil erosion loss will be far less than this value. As the
soil erosion control programs go into effect gradually, the soil erosion will be reduced
accordingly, and, as predicted, in 2–3 years after the road operation, eventually restored to the
preconstruction level.

60. Water Pollution. In addition to the common water quality impacts associated with
construction activities (water pollution with sedimentation due to increased soil erosion,
wastewater and solid waste pollution at campsites, etc.), a major water pollution threat to the
Yellow River was identified at the large bridge construction sites, where the bridges will be built
with hollow piers and deep foundations with bored piles. The pile drilling operation will generate
somewhat large spoils. These wastes will be properly removed and stored outside the
construction area to avoid polluting the water body. In addition, the drilling operation may stir up
the sediments on the riverbed and add to the high SS problem of the river. During operation, no
significant water quality impacts to the river are anticipated due to the runoffs from the
expressway’s bridges. Wastewater effluents from the service area at Hejin will be treated by a
chemical and biological treatment system in accordance with applicable standards before
discharge into the nearby irrigation system.

61. Air Quality and Noise. Evaluation of the traffic emissions impacts associated with the
Project showed that the NOx emissions will be well in compliance with the applicable air quality
standards throughout the operation period. However, the project area was originally a non-
18

attainment area for TSP and CO, with their background concentrations exceeding the standard
limits. The fugitive dust emissions from the expressway will certainly add to the already serious
TSP problem. The plan on tree planting in the sections close to residential areas will contribute
to reduction of TSP. The project construction will be relatively short-term, and adverse impacts
will be localized. As predicted, 8 of the 15 sensitive points along the proposed alignment will
suffer from noise impacts in operation period, with a maximum over-standard noise level of 10
dB. With the noise abatement measures recommended, these impacts will be mitigated.

62. Environmental Management. SHEC will assume overall responsibility for

environmental management of the Project during both the construction and operation periods.
SHEC, under the supervision and guidance of SCD and SEPB, is charged with organizing and
supervising the implementation of all the environmental mitigation and monitoring measures
developed or recommended in the EIA. To ensure that these measures will be carried out
effectively on a continuing basis, an environmental management unit under SHEC, joined by
YEPB and YWNR, will be established. A surveillance program and a clearly defined and regular
reporting and response system will also be established.

63. Monitoring. An environmental monitoring program has been established for both the
construction and operation phases, focusing on noise impact, air quality, and water quality
within the project-affected area. Local certified environmental monitoring stations in Shanxi
Province will be contracted to perform the monitoring work in accordance with all applicable
national and local environmental regulations and standards. Another four ecosystem monitoring
points will be set up in the YWNR during the construction period to monitor the effects of the
construction activities on the survival and quality of the reserve’s ecosystem, including habitats,
birds, mammals, and amphibians. Monitoring of soil erosion and roadside landscaping in the
operational period will be included in the routine maintenance program.
 ACTION PLAN FOR GRAY CRANE WINTERING GROUND PROTECTION

Category Objective Actions Responsible Authority Cost Estimate

Education Increase public awareness of
and training the significance of the
Yuncheng Wetland Nature
Reserve (YWNR) and the
need to protect valuable
resources
Three training workshops (for total 90 persons) will be held to Shanxi Hou-yu Y30,000
train/educate construction managers and workers, and to make Expressway Construction
them aware that any impacts on the YWNR are subject to Company Ltd. (SHEC),
compliance with the National Regulations for Protection of Nature Yuncheng Environmental
Preserves, PRC Wildlife Protection Law, PRC Wild Plants Protection Bureau
Protection Law, and other applicable laws and regulations. (YEPB), and YWNR

Engineering Minimize the disturbance to (i) Store equipment and construction materials away from SHEC Y600,000
control the winter migration of the wetland and riparian areas. All the wastewater and solid
measures migratory birds wastes during construction will be collected, treated, and
discharged properly to avoid polluting the water bodies.
(ii) Place temporary fencing or barriers to protect sensitive plant
and animal habitats from accidental construction equipment
encroachment.
(iii) Provide noise counter measures (such as no car horn blowing
and fences along approach roads to the Yellow River Bridge)
to avoid disturbing the wildlife in the YWNR.
(iv) Appropriately schedule construction activities. Reduce, to the
extent feasible, construction activities in the winter (November
– March). Avoid blasting operations, where possible, to
minimize disturbing the wintering birds.

Enrichment Reduce disturbance of the Enrichment program will be developed to provide food to attract the SHEC, YWNR Y160,000
program feeding areas gray cranes away from the construction area.

Institutional Increase coordination among Establish environmental management unit comprising 2 staff from SHEC, YEPB, YWNR
setting key actors involved in SHEC, 1 from YEPB, and 2 from YWNR.
environmental management
Prohibited Prevent additional adverse (i) Setting up of any borrow sites, disposal sites, camp sites, SHEC
activities impacts staging areas, storage areas or other use areas within YWNR
will be prohibited.
(ii) Setting fires and cutting trees or destroying vegetation in non-
construction sites will be prohibited.

Monitoring Effectively Implement the (i) Four ecosystem monitoring points are to be set up in the YEPB, YWNR, Y1,150,000 for
and action plan YWNR during construction to monitor the effects of the SCD monitoring
enforcement construction activities on the survival and quality of YWNR's equipment, and
ecosystem, including habitats, birds, mammals, and Y200,000 for
amphibians. sampling and
(ii) Y300–Y10,000 will be charged, or certification for project analysis during
payment will be suspended for any violations of the construction
requirements specified in the action plan.
 SOIL EROSION CONTROL AND MANAGEMENT PLAN
Responsible Cost Estimatea
Category Objective Actions Authority
Permanent engineering Minimize soil erosion (i) Civil engineering control measures including slope stabilization, Construction Y2.29 million
control measures and water loss during embankment drainage and protection (92,770 square meters (m2) companies, Shanxi
operational period of side ditches and berms, 95,129 m2 of rock lining and slope Hou-yu Expressway
walls, and 9,680 m2 of torrent chutes) Construction Co.
(ii) Biological control measures including sodding and tree planting Ltd. (SHEC), Y1.32 million
on both sides of the road and center dividers, and at cut-and-fill Department of
sites of earthwork, and land recultivation Water Resources
Management

Temporary engineering Limit erosion and (i) Appropriate use of silt basins and revegetation or returning to Construction Y115,000
control measures resultant sediment and farm use after the completion of road construction companies, SHEC,
water pollution during (ii) Temporary berms or diversion ditches to collect water from Department of
construction period disturbed areas, and to direct water away from the project site to Water Resources
the drainage system to allow the flow to pass through the worksite Management
without additional contamination
(iii) Minimization of length and steepness of cut and fill slopes,
particularly at borrow and spoil sites
(iv) Installation of silt dikes and runoff ditches to prevent silt from
leaving sensitive areas and entering farmland or water bodies
(v) Installation of retaining walls on spoil sites with steep slopes,
with the finished slope vegetated
(vi) Striping and stockpiling topsoil of cultivated land used for
temporary work areas. Protection of stockpiled topsoil to prevent
sedimentation caused by storm water runoff
(vii) Installation of settling basins at bridge and interchange
construction sites to collect sediment from construction
wastewater before its discharge; appropriate disposal of removed
sediment and spoils from drilling operations at the bridge
construction sites
(viii) Minimization of soil exposure of disturbed area and
revegetation of excavated area at the earliest practicable time;
application of turf establishment to the finished slopes, preferably 1
month before rainy season
(ix) Use of temporary groundcover on disturbed and exposed
areas, particularly in rainy periods

Soil and water erosion Rehabilitate lands Compensation to Xinjiang, Jishan, and Hejin counties for SHEC Y1.55 million
compensation affected by soil erosion restoration and rehabilitation of lands affected by soil erosion

Institutional capacity Strengthen institutional (i) Establishment of work-site supervision office comprising one SHEC, Yuncheng
building capacity on soil erosion staff from each SHEC and Yuncheng Water Resources Water Conservation
control and Management Department Office
management (ii) Establishment of archives and database for soil and water
erosion management

Soil erosion monitoring Effectively implement Monitoring at five key sections Yuncheng Water Y200,000
and enforcement the action plan Monitoring stability of slopes, discharge facilities, degree of water Conservation Office
erosion, annual rate of soil loss, and vegetation coverage

Others Quality Control on permanent and temporary measures, design of Y179,000

soil erosion control measures, administration fees, etc.
Contingency Y280,000
a
The estimated costs are accounted as part of project costs, not separated as costs for environmental protection.
 COSTS OF MITIGATION MEASURES
Costs
Items Description (Y'000)
Temporary Mitigation During Construction
Environmental design Road landscaping, service area wastewater treatment, solid 500
waste treatment, signs for noise control and hazardous
materials transport
Water quality protection Campsite septic tanks and garbage collection facilities, 60
bridge construction sites runoff pollution protection, wastewater 500
treatment, and site cleanup
Dust abatement during construction Watering of construction sites and access roads, 400
bags and covers for clean transportation and storage of dust- 150
generating materials
Construction safety measures 60
Environmental monitoring during construction Environmental monitoring, 200
ecological monitoring at Yuncheng Wetland Nature Reserve 200
Restoration of borrow sites and temporarily 800
used lands
Subtotal 2,870
Mitigation During Operation
Landscaping Side slopes and center dividers (Y100,000/km), 6,500
service area and interchanges (Y1,000,000/interchange) 5,000
Renovation of borrow sites and temporarily 1,300
used lands
Warning signs Y1000/piece 22
Noise abatement Relocation to avoid noise impacts (Y30,000 /household), 300
noise-insulating windows (Y5,000/household) 25
Service area wastewater treatment Y600,000/area 600
Solid waste treatment 120
Subtotal 13,867
Operational Costs of Environmental Mitigation (20 years)
Maintenance of environmental measures Y50,000/yr 1,000
Environmental management Y50,000/yr 1,000
Environmental monitoring Includes (i) purchasing equipment, and (ii) monitoring 1,450
Contingency 600
Subtotal 4,250
Others 690
Total 21,677