public disclosure authorized proposed baoji-lanzhou...

PROPOSED BAOJI-LANZHOU

SECOND RAILWAY LINE.

ENVIRONMENTAL ASSESSMENT S,UMMARY

E454Volume 1

SUBMITTED TO:

THE WORLD BANK

;-->l 1818 H STREETWASHINGTON, USA

.. ~~~~~~~~~~~~~~~~~~~~~:

FILE COPYSUBMITTED BY:

THE CENTER OF ENVIRONMENTAL ASSESSMENT AND ENI,INEERING

OF THE SCIENTIFIC RESEARCH INSTITUTE

RAILWAY DEPARTMENT OF THE MINISTRY OF RAILWAY

BEIJING, CHINA

AND

AMEC EARTH & ENVIRONMENTAL LIMITED

CALGARY, ALBERTAMarch, 2001

1/1}7 1 /4 S, CEO21 69

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ENVIRONMENTAL ASSESSMENT SUMMARYFOR THE

PROPOSED BAOJI-LANZHOU SECONDRAILWAY LINE

Submitted to:

The World BankWashington, DC

Submitted by:

The Center of Environmental Evaluation and Engineeringof the Research Academy of Railway Sciences

of the Ministry of RailwaysBeijing, China

and

AMEC Earth & Environmental LimitedCalgary, Alberta

March 2001

CE021 69

The World BankEnvironmental Assessment Summary for theProposed Baoji-Lanzhou Second Railway LineMarch 2001

Compilation of Report Organized by:

The Center of Environment Evaluation and Engineering ofThe Research Academy of Railway Sciences ofThe Ministry of Railways

EIA License Grade A No. 1021

Compilation of Report with the Participation of:

First Survey and Design Institute ofThe Ministry of Railways

EIA License Grade A No. 3704

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Team Leader:

Bai Xiaojun,Engineer

EIA Certificate Number: Railway 0760

Li JiaSenior Engineer

EIA Certificate Number: Gansu 02315

Team Members for the Sub-Projects:

;virbnrnonnt Factoar ;F 00 ,0 , *eilo!T ,

Ecology Xia Xianfang Engineer Gansu 02316Wei Jianfang Engineer Gansu 02317

Noise Li Jia Senior Engineer Gansu 02315Noise

Li Yaozeng Associate Research Fellow BeijingOO62Li Jia Senior Engineer Gansu 02315

WaterCheng Zehao Associate Research Fellow Railway 0766

Gas Cheng Yanfei Senior Engineer Gansu 02314Electromagnetic Zhang Chen Associate Research Fellow Railway 0767Solid Waste Material Du Pei Engineer Gansu 02318Public Participation Bai Xiaopjun Engineer Railway 0760Land Acquisition and Bai Xiaopjun Engineer Railway 0760ResettlementEnvironmental Economic Zhang Fenzhan Associate Research Fellow Railway 0758

ternate scenario Song Yong Engineer Beijing 0024Environmental Risk Zhang Fenzhan Associate Research Fellow Railway 0758AssessmentMeasurement Li Jia Senior Engineer Gansu 02315Environmental Economic.. Lai Wenhong Engineer Railway 0736Benefit and cost analysisEnvironmental Management Lai Wenhong Engineer Railway 0736and supervision Plan L

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TABLE OF CONTENTS

PAGE

1.0 INTRODUCTION .................... 1

1.1 Project Planning ............................................. 3

1.2 Environmental Assessment Responsibility ............................................. 3

1.3 Environmental Impact Assessment Process ........................................... 31.3.1 Review of Terms of Reference ............................................. 31.3.2 Environmental Assessment Examination Process ..................................4

1.4 Environmental Protection Measures ........................................... 61.4.1 World Bank Standards ............................................. 61.4.2 Environmental Protection Measures ............................................. 6

1.5 Regulatory Basis and Standards ............................................. 9

2.0 PROJECT DESCRIPTION ................... 14

2.1 Construction Schedule ............... 142.1.1 Railway Line, Rail Bed and Track .......................... 142.1.2 Bridges and Culverts .......................... 162.1.3 Tunnels .......................... 162.1.4 Borrow Pits and Spoil Disposal Sites .......................... 162.1.5 Water and Soil Conservation .......................... 23

2.2 Stations ................................. 232.2.1 Electrical and Communications ................................ 23

2.3 Construction Camps ................................ 24

2.4 Capacity of Passengers and Freight .. .............................. 24

2.5 Locomotive Stations, Maintenance Facilities ................................ 242.5.1 Operation and Maintenance ................................ 242.5.2 Rolling Stock Facility ................................ 24

2.6 Power Supply and Communications ................................ 24

2.7 Water and Sewage ................................ . 25

2.8 Garbage Disposal ................................ . 25

2.9 Roads ................................. 26

2.10 Socio-Economic Aspects ................................ 26

3.0 ANALYSIS OF ALTERNATIVES ............................................ 27

3.1 Comparison Between Existing Railway Alternatives ............................ 27

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TABLE OF CONTENTS (con't)PAGE

3.2 Comparison of Railway and Highway .................................................. 27

3.3 Comparison of Alternative Routing Options along the Boalan Line .................... 27

4.0 ANALYSIS OF ENVIRONMENTAL IMPACTS ................................... 30

4.1 Methods ........................................... 304.1.1 Scope of Assessment ........................................... 30

4.2 Summary of Impacts ............................................ 414.2.1 Impacts Associated with the Construction Phase ................................ 414.2.2 Impacts Associated with the Operational Phase .................................. 424.2.3 Analysis of Impacts ........................................... 43

4.3 AIR QUALITY ........................................... 444.3.1 Construction ........................................... 444.3.2 Operation ........................................... 44

4.4 Noise ........................................... . 444.4.1 Construction ........................................... 444.4.2 Operation ........................................... 45

4.5 Vibration ........................................... . 514.5.1 Construction ........................................... 514.5.2 Operation ........................................... 51

4.6 Electromagnetic Levels ............................................ 52

4.7 Surface and Groundwater Resources ........................................... 524.7.1 Construction ........................................... 524.7.2 Operation ........................................... 54

4.8 Geology ........................................... . 554.8.1 Construction ........................................... 56

4.9 Topography, Geomorphology and Soil ...................................... 564.9.1 Construction ........................................... 564.9.2 Erosion Control Measures ........................................... 57

4.10 Vegetation ............................................ 584.10.1 Construction ........................................... 58

4.11 Wildlife and Fisheries ........................................... 58

4.12 Resource Use ........................................... 584.12.1 Land Expropriation ........................................... 584.12.2 Industry and Mining ........................................... 594.12.3 Power Supply ........................................... 594.12.4 Effects of Construction on Urban Transportation ................................. 60

5.0 HISTORICAL AND CULTURAL RESOURCES ................................... 61

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6.0 SOCIAL IMPACT ASSESSMENT .................................................. 62

6.1 Effects of Closing Railway Stations .................................................... 62

6.2 Construction .................................................... 626.2.1 Positive Impacts .................................................... 626.2.2 Negative Impacts .................................................... 63

6.3 Operation .................................................... 636.3.1 Land Requisition, Removal and Resettlement ..................................... 63

7.0 PUBLIC PARTICIPATION ................................................. 65

7.1 Results of Surveys ................................................. 65

7.2 Comments and Recommendations Fom the Public ........................................... 66

8.0 ENVIRONMENTAL MONITORING AND CONTROL PROGRAM .. 68

8.1 Construction ................................................. 68

8.2 Operation ................................................. 698.2.1 Monitoring of Resettlement ................................................. 708.2.2 Monitoring of Secondary Environmental Impacts ................................. 70

9.0 ENVIRONMENTAL MANAGEMENT AND TRAINING ................................ 72

9.1 Management ................................................. 72

9.2 Environmental Management Training Plan ................................................. 72

10.0 ENVIRONMENTAL RISK ASSESSMENT .......................................... 73

10.1 Design Stage ............................................ 73

10.2 Construction Stage ............................................ 73

10.3 Operation Stage ............................................ 74

LIST OF TABLES

Table 1.5-1 Standards for Environmental Impact Assessment ........................................ 10Table 1.5-2 Noise Limited Values at Construction Sites* ............................................ 13Table 2.0-1 Technical Data of the Proposed Baolan Rail Line ........................................ 15Table 4.1-1 Summary of Environmental Assessment and Mitigation ............................... 32Table 4.7-1 Quantities of Wastewater and Major Pollutants Discharge Before and

After Operation of the Proposed New Line (1 x 104Vta) ................................. 55Table 7.2-1 Summary of Public Consultation Meetings for the Baolan Railway ............... 67

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LIST OF FIGURES

Figure 1.1-1 Existing and Proposed Baolan Second Rail Line ............................................2Figure 1.3-1 The Process of EIA Preparation and Pre-Examination ...................................5Figure 1.3-2 Management Process of the Final Examination of the EIA .............................6Figure 1.4-1 Process of the Implementation and Examination of Environment

Protection Measures ..................................... 7Figure 1.4-2 Environmental Impact of Operation Period ...................................... 8Figure 2.4.1 Index Map ..................................... 17Figure 2.4.1-1 Location of Major Borrow and Spoil Disposal Sites ..................................... 18Figure 2.4.1-2 Location of Major Borrow and Spoil Disposal Sites ..................................... 19Figure 2.4.1-3 Location of Major Borrow and Spoil Disposal Sites ..................................... 20Figure 2.4.1-4 Location of Major Borrow and Spoil Disposal Sites ..................................... 21Figure 2.4.1-5 Location of Major Borrow and Spoil Disposal Sites ..................................... 22Figure 3.1-1 Comparison of the Preferred Baolan Line and the Bao-Zhong-Lan

Option .28Figure 4.4.2-1 Noise Monitoring Locations and Mitigative Measures at Sensitive

Sites - Map 1 .46Figure 4.4.2-2 Noise Monitoring Locations and Mitigative Measures at Sensitive



Sites- Map 4 .49Figure 4.4.2-5 Noise Monitoring Locations and Mitigative Measures at Sensitive

Sites - Map 5 ........................................ 50Figure 4.7-1 Main River Systems Along the Baolan Line ........................................ 53Figure 8.1-1 Framework for Environmental Monitoring and Control .................................. 69Figure 8.2-1 Framework for Environmental Monitoring System during the Operation

of the Proposed Project .70

LIST OF APPENDICES

Appendix A Project Documents

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LIST OF ABBREVIATIONS

AMEC AMEC Earth & Environmental LimitedBaolan Baoji-LanzhouBaozhonglan Baoji-Zhongwei-LanzhouBOD Biological oxygen demandCOD Chemical oxygen demandDPB Development and Planning BureauEA Environmental assessmentEAP Environmental Action PlanEIA Environmental impact assessmentEPB Environmental protection bureauFSDI First Survey and Design InstituteGAEI Gansu Provincial Archaeological Exploitation InstituteGABCR Gansu Provincial Administration Bureau of Cultural RelicsGB Refers to national standard of ChinaMOR Ministry of RailwaysPIU Project implementation unitRARS Research Academy of Railway SciencesRMB Renminbi yuan currencySABCR Shaanxi Provincial Administration Bureau of Cultural RelicsSAEI Shaanxi Provincial Archaeological Exploitation InstituteSBRSEPA State Environmental Protection AdministrationSDPC State Development and Planning CommitteeSNR Signal to noise ratio5S Suspended SolidTOR Terms of ReferenceTSP Total suspended particulateWB World Bank

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1.0 INTRODUCTION

The proposed Baoji-Lanzhou (Baolan) section of the Lianyungang-Lanzhou railway connectsBaoji with Lanzhou City. The new Baolan railway line will follow the Weihe River valley usingmuch the same route as the existing Baolan railway line, passing through Baoji county ofShaanxi Province, at the west end of this line; Beidao district of Tianshui city, Gangu county,Wushan county, Longxi county, Dingxi county, and Yuzhong county of Gansu province endingin Lanzhou City (Figure 1.1-1). This line will be under the jurisdiction of the westernLianyungang-Lanzhou Railway.

The examining committee for the Feasibility Research Report for Extending the Capacity of theEast Channel of the Northwest Region approved the project in December 1998. The FirstSurvey and Design Institute (FSDI) of the Railway Ministry finished the Feasibility Report for theproposed Second Line of the Baolan Section in April 1999. The first draft was submitted to theRailway Ministry (MOR) for approval, which was then forwarded to the Foreign Fund Office andthe World Bank in May 1999. The Environmental Impact Assessment (EIA) was deemed to be aCategory A project under World Bank guidelines. Also in May 1999 the Railway Bureau ofLanzhou and Zhenzhou authorized The FSDI to prepare the required reports. In September1999 the MOR and the World Bank requested that the Scientific Research Institute of theMinistry undertake the role of chief editor and The FSDI to serve as the editorial assistants forthe completion of all necessary environmental reports.

The outline plan for the EIA has met the standards for the General Bureau of the NationalEnvironmental Protection Agency (Administration Department, Huan Jian Fa letter of 1999).

The proposal to construct the Baolan Railway Line was submitted on December 28, 1998 (No.372 Document, 1998) by The Development and Planning Bureau MOR to the NationalDevelopment and Planning Committee. The project was approved in October 1999. Theplanning of the survey and design for the railway project was the responsibility of the No. 3Design Institute (Appendix A). On September 29, 1999, "The examination conclusion forpreliminary design of the Baolan project was completed by the Center of Project Designing andCertification Bureau of The Ministry of Railways. In December 1999, "The Feasibility study for aloan from the World Bank for the Baoji-Lanzhou Section of Lianyungang-Lanzhou Railway" wascompleted.

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Up Stafloo�n --------- County Boundary

25 0 + 25 50 A Down Station Roads Bao�lanRailwa�OEA Summary CE02169

Rivers

Figure prepared

C.ntwr Line (1000 foot interval) Existing and Proposed Baolan by AMEC

Kilometers (D cities / Toms Second Rail Line


On January 7, 2000 the Development and Planning Bureau (DPB) of the MOR issued theCircular of transfer - The State Development and Planning Committee's (SDPC) Reply onApplying for Instruction on the Feasibility Report on Baolan Second Railway I'Tine ofLianyungang-Lanzhou Railway, including the following:

* Modification of the Technology Design for Baolan Second Railway Line (Gangu-Lanzhou)of Lianyungang-Lanzhou Railway, April 2000.

* The Feasibility Study of Baolan Second Railway Line of Lianyungang-Lanzhou RailwayUsing the World Bank Loan, August 2000.

* Modification of the Technology Design for Baolan Second Railway Line (Baoji-Gangu) ofLianyungang-Lanzhou Railway, September 2000.

1.1 Project Planning

This project was approved in the Survey and Design Yearly Plan in 1999. The MOR isresponsible for the organization and completion of the project. The FSDI responsible for thefeasibility study, survey and design. The Lanzhou and Zhengzhou Railway Bureaus will beresponsible for construction.

The preliminary design was completed in June 1999 and the technical design in November1999. The examination of the technical design was done by the Engineering Appraisal Center ofthe MOR. A project schedule "Fast-Track" report was submitted for approval in February 2000.The modification of the technical design was completed in April 2000 for Gangu-Lanzhousection and in September 2000 for Baoji-Gangu section. The Project Implementation Units(PlUs) are from the Zhengzhou and Lanzhou Railway Bureaus.

1.2 Environmental Assessment Responsibility

The Lanzhou and Zhengzhou Railway Bureaus instructed the Research Academy of RailwaySciences (RARS) to prepare the EIA for this project. RARS has a level "A" qualification for EIApreparation and is relatively independent from the Bureaus. The First Survey and DesignInstitute (FSDI) of the Ministry of Environment (MOR) will cooperate with RARS to complete thisproject.

1.3 Environmental Impact Assessment Process

1.3.1 Review of Terms of Reference

The first draft of the EIA was completed by the No. 1 Survey and Design Institute of MOR andsubmitted to the Environmental Monitoring Department of the National Environmental ProtectionBureau (NEPB) and the World Bank by Foreign Funds of MOR on June 26,1999. The TORwere reviewed by the NEPB in Beijing on August 13, 1999, and based on theirrecommendations the EIA Outline was amended and resubmitted in September 1999 along witha letter of approval.

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According to the requirement of the World Bank Operations Manual (OP 4.01) for "A" categoryEIA projects, the loaner should engage independent EIA experts that are not associated withthe project. On this issue, the World Bank advised MOR that an independent institution mustconduct the environment assessment. The Environment Office of MOR decided that RARS isindependent and was given the responsibility for the environment impact assessment. Forconvenience, the FSDI of MOR with the qualification category "A" for EIA preparation wasinvited to design environment prevention measures.

RARS, as the chief unit of environment impact assessment, developed the TOR for theenvironment impact assessment to meet the requirements of the World Bank, completed onAugust 15,1999.

1.3.2 Environmental Assessment Examination Process

The draft of the domestic version of the EIA was completed in January 2000. At the same time,the EIA units of RARS together with AMEC (formerly AGRA - a consultant company invited byMOR) completed a draft of the EIA, Environmental Action Plan (EAP) and EnvironmentalAssessment (EA) for submission to the World Bank. This EIA incorporated review comments ofthe EIA TOR, pre-examination comments of the original domestic EIA, comments from theenvironmental experts and officials of the World Bank (No.49 dated May 29, 2000), commentsof Li Dahing (dated September 25, 2000), and the technology design document for railway "fast-track". The final draft of the EIA was completed in March 2001 and incorporated additionalinformation in response to World Bank review comments. The process is outlined inFigure 1.3-1.

After passing the preliminary examination of MOR, the EIA is submitted to the EnvironmentalSupervision and Management Department of SEPA, and with their approval, the report issubmitted to the World Bank (Figure 1.3-2).

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Figure 1.3-1 The Process of EIA Preparation and Pre-Examination

Survey and Survey and Survey of socio- Survey of public Views- of WBmonitoring of monitoring of economic opinion environmentalenvironmental Pollutinq sources environment officers and experts

Engineering design technical documents Engineering analysis and currentenvironmental status evaluation

Environmentaln waG truction agencies of l 1 Environmental impact projection in construction and operation

Shaanxi and Gansu _

Zhengzhou and LanzhouAffected public and units Environmental options and Railway Bureaus

countermeasures

l ~~~~~~~FSDI of MORSanitation and municipal agencies in Baoji, v

Tianshui, Dingxi, Lanzhou Preparing EIA

World Bank

MORZhengzhou and Lanzhou

SEPA, Gansu and Shaanxi EPBs, F Railway Bureauscity EPBs

Etl e r tMOR organizing pre-review of EIA RARS

FSDIExpert team comments

Revision and submission forapproval

EIA Passing pre-examination



Figure 1.3-2 Management Process of the Final Examination of the EIA

3 EPB of Shaanxi|

EPBDofofaMsR-r7 2 1 12 4

World Bank Zhengzhou & Lanzhou RARS & FSDI of FSDI of MOR] World Bank i | Railway Bureaus MOR(Assessment units) (Design unit)

Notes:1. Submit preliminary examination.2. Reply letter for final examination.3. Submit views of the EIA.4. Reply letter for final examination

1.4 Environmental Protection Measures

1.4.1 World Bank Standards

The World Bank requires an independent environmental assessment to meet category "A"standards. The Lanzhou Railway Bureau, the Zhenzhou Railway Bureau and RARS conductedthis assessment. RARS has experience with environmental projects and World Bank standards.The work was jointly undertaken with the FSDI of MOR. AMEC (formerly AGRA Earth&Environmental Limited) reviewed the draft EIA to ensure that the World Bank reportingstandards were met and prepared the final draft of the EIA with the assistance of FSDI.

The World Bank standards applied in the preparation of this EIA include the Normal Manual ofWord Bank - Environmental Assessment (OP/BP/GP 4.01, 1999) plus Annex A and HabitatAssessment (OPIBP/GP 4.04, 1999) plus Annex A.

1.4.2 Environmental Protection Measures

The EIA lists the environmental protection measures as designed by the environmentassessment and engineering units. During construction of the Baolan line, supervision providedby the EIA units will be implemented to ensure compliance with all environmental standards asshown in Figure 1.4-1. The PlUs responsible for supervision of construction are the Xi'anEngineering Construction Headquarters of Zhengzhou Railway Bureau (responsible for Baoji toTianshui) and the Construction Headquarters of the Lanzhou Railway Bureau (responsible forTianshui to Lanzhou). The construction contractors and supervision units will be decided byopen tendering. The Local environmental protection agencies are the environment protectionbureaus (EPBs) at Shaanxi Province, Gansu Province, Baoji City, Tianshui City, Dingxi District,and Lanzhou City.

The environmental impacts during the operation period are summarized in Figure 1.4-2.



Figure 1.4-1 Process of the Implementation and Examination of EnvironmentProtecti n Measures

Environprotection

Te ern r f |Key environmental protection projects listed for open bidding, investment|constructors availability, Construction quality and progress through engineering|

0)

Constructors, Environmental protection measures to reduce ecological damage and

0 PlUs environmental pollution during construction

Environmental protection agencies supervise:In constructing Environmental protection facilities involved in construction plan, the

process investment funds available, construction complying with relatedrequlations, construction sites favorable to ecoloqical protection

PlUs together with constructors, supervision and design units: checkConstruction environment protection facilities and report to city, provincial, state and

MOR environment protection departments

0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

|PlUs submit to SEPA, and Planning Department of MOR:lsituations of environmental protection facilitiesl

|Examination team (led by SEPA and joined by EPBs and MORlenvironmental divisions, and construction, supervision, design units|

' Preliminary review| on whole project 'Three simultaneousness" examinalon

| Test operation Environmental monitoring stations:a monitor the impacts of the project and submit a monitoring

EC

PlUs submit to SEPA:Report for Applying for Approval of Environmental Protection Facilitiesof theProiect

Environmental examination team: led by SEPA and pined by MOR, RailwayAttend Bureaus, local environment protection departments, PlUs, constructors,

l ,supervision units, design and environment assessment units

l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

|rovApproval of environmental protectiothfinished project

l l | ~~~~~~~~~~Approval by SEPAl

Put into operation



Figure 1.4-2 Environmental Impact of Operation Period

.. oi I =Locomotve operation &maintenance Environmental

impact* Noise & vibration*Electromagnetic

, | | Rolling stock facility radiation,c)' . Wastewater:3 l. Exhaust gas>1 , . Solid Waste

.-

PassengerO transoortationN

0i ~ I

N qO ' ~~~~~~~Freight transportation|

coJ

, l ~~~~~~~~~~~~~~~~~~Socio-CD economic

X ' Stations impact * Population

.Employment &

IncomeTianshu | . Resources

Water & power supply Exploitation

cU

3 l ~~~~~~~House buildingco

0

N

co0o .Communication &'3,

O Secondary * Pollution of powerimpact plants

Track repair & _ * PopulationN I maintenance distribution in the

X ' i i ~~~~~~~~~~~~~~~~~areas of stations tor r r ~~~~~~~~~~~~~~be closed

|Lanzho |________Environmental protection

…P\ 9I P

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1.5 Regulatory Basis and Standards

The assessment criteria, i.e., the guidelines and standards, applied in the evaluation of thisproject are listed in Tables 1.5-1 and 1.5-2. A complete list of state laws, regulations anddecrees that provide the basis of the assessment criteria is provided in the EIA document.

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Table 1.5-1Standards for Environmental Impact Assessment

Standard0 Category ___m____________0 0 X0 } -g

Class PH CODcr BODs Petroleum Oil11 6.5-8.5 15 mg/l 3 mg/l 0.05 mg/l Baoji-Linjiachun section (Class l1l);III 6.5-8.5 20 mg/l 4 mg/l 0.05 mg/I Linjiachun-Jiahe River (province boundary)

Surface Water IV 6.5-8.5 30 mg/I 6 mg/l 0.5 mg/l (Class Il);Environmenate National Jiahe River-Wushan Yuanyang Town (Class

GHZB1- Environment mandatory IV);1999 Quality Standard, environmental Wushan Yuanyang Town-Longxi Wenfeng

implemented quality standard Town(Class IV);January 1, 2000 V 6-9 40 mg/l 10 mg/l 1.0 mg/I Dingxi Town-Chankou (Class V);

Wanchuan River(Class 1II);Lanzhou section of the Yellow River (Class IlIl)

Time limited Construction before Construction afterTime_ limitedDecember 31, 1997 December 31, 1997

PH 6-9 6-9SS 70 mg/I 70 mg/I Baoji Tashi Tianshui, Wushan, Lanzhou.

Integrated National Class I BOD5 30/mg/l 20/mg/I , ,Wastewater Natory CODcr 100 mg/l 100 mg/l

GB8978- Discharge mandatory Petroleum Oil 10 mg/l 5 mg/l1996 Standard, environmental Mineral oil 20 mg/l 10 mg/l

Implemented standard pH 6-9 6-9January 1, 1998 SS 200 mg/l 150 mg/l

BOD5 60/mg/I 30/mg/IClass II Longxi station Dingxi station.

CODcr 150 mg/I 150 mg/l

Petroleum Oil 10 mg/I 10 mg/IMineral oil 20 mg/I 15 mg/l _



Table 1.5-1Standards for Environmental Impact Assessment (Cont'd)

Code or, ':;f ....... ...

Standad Sadr aeCieinppIaiAe.an oe

Weihe Watershed BOD5 25mg/l

Standard forDB61-224- Overall Discharge environmental Classn Baiji Tuoshi

1996 of Wastewater emission standard CODcr 80 mg/iimplemented

June 1, 1992

Farmland Irrigation National pH 5.5-8.5

Water Quality mandatory Dry SS 200 mg/l Comprehensive utilization analysis

GB5084-92 Standards, environmental farming BOD5 150 mg/I for railway waste water

implemented envlironmetalnfamin CODcr 300 mg/IOctober 1, 1992 quality standardPetroleum Oil 10 mg/

Noise Limit in the National Day 70 Leq dB(A)

Vicinity of mandatory along railway line,

GB12322-90 Railways, environmental boundary Night 70 Leq dB(A) 30m beyond the track.

implemented emission standardMarch 1,1991 emission standard

Day 55 Laeq:dB(A) for special requirement

Standard for Class 1 (used for the analysis by the

Ambient Noise in National Night 45 Laeq:dB(A) requirement of the World Bank)

GB3096-93 Urban Areas, mandatory Day 60 Laeq:dB(A)Shimplemented environmental Class 2 Dayh 60 Laeq:dB(A) School and hospital, etc

March, 1 1994 quality standard C 3aNight 70 Laeq_dB(A)_Viiiaye,_town

I I ~~Clss3Night 55 Laeq:dB(A)g,tw

According to the comments of EIA experts and document of SEPA Day 70 Laeq:dB(A) Residential area near old line and

(Huanhan, No.46,1999) Night 70 Laeq:dB(A) new single and double circle line.

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Table 1.5-1Standards for Environmental Impact Assessment (Cont'd)

Construction ConstructionCategory before after

2000.12.31 2000.12.31 l

Air Pollutant Nature Fume 150 mg/l 120 mg/lEmission National ventilation S02 1200 mg/l 900 mg/I

GWPB3- Standards of mandatory Class II Coal <0.7 kW NOx / / All the old and new boilers along

1999 Boilers, environmental areas burning Fume 250 mg/i 200 mg/i the line

implemented emission standard other S02 1200 mg/l 900 mg/lMarch 1, 2000 NOx / /

Oil Non-light Fume 200 mg/I 150 mg/l

burning diesel oil S02 1200 mg/l 900 mg/lburning kerosene NOx / 400 mg/I

Category Day average Hour average

TSPconcentration 0.30 mg/Nm3 /

Ambient Air National limitedGB3095- Quality Standard, mandatory Class II S02 All the old and new boilers along

1996 implemented environmental Concentration 0.15 mg/Nm3 0.50 mg/N m3 the line

October 1, 1996 quality standard limited

NOxconcentration 0. 10 mg/Nm3 0. 15 mg/Nm3

I ____________ _________________ lim ited

The Limit of picture signal-to-noise ratio is 30 dB(A); For receiving of TV signals in

Subjective Assessment Method for Color TV Picture interference system is Signal received normally at the signal-to- rural areasclass 11 and class IlIl noise above 30 dB(A)

ClassificationIand Grading of All soil disturbances along the

SL 190-96 Soil Erosion Dependent on county, site and soil type. railway line and associatedS:\SEC\Project\CE02doil Erosion facilities

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Table 1.5-2Noise Limited Values at Construction Sites*

Stone & Earthwork Bulldozers, excavators and fork-lift trucks 75 55

Pile Driving Various pile driving 85 Prohibited

Structural Work Concrete mixer, vibrator, electric saw 70 55

Decoration Crane, lift, etc. 65 55

* According to Noise Standard GB 12525-90

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2.0 PROJECT DESCRIPTION

The proposed Baolan railway line of the Lianyungang-Lanzhou Railway will start at Baoji inShaanxi Province and end in Lanzhou, the provincial capitol of Gansu Province. It will parallelthe existing Baoji to Lanzhou line, a single electrified railway line 490.6 km in length(Figure 1.1-1).

The east end of the Baolan line connects with the Baoji-Chengdu Railway Line and the Baoji-Zhongwei Railway Line. The west end of the railway line connects with the Baotou-LanzhouRailway Line, the Lanzhou-Qinghai Railway Line and Lanzhou-Xingjiang Railway Line.

The total length of the proposed Baolan railway line is 535.078 Km. The cost for theconstruction of this line is estimated at RMB 109.76x1 08. Construction of the new line willrequire the use of 736.01 ha of land, the relocation of 43.24 ha of houses and the resettlementof 11,810 people including 3606 people affected by land acquisition. Technical details of theproposed Baolan line are summarized in Table 2.0-1.

2.1 Construction Schedule

Construction of the railway line and associated facilities will require 4 years, commencing in2000 and finishing in 2003. The key project components will start first, including the three majortunnels and the 23 extra long bridges. Rail beds, bridges and culverts, tunnels, stations andyards etc. will be constructed during the second stage, requiring 2.5 to 3 years to complete. Asthese project components are being completed the auxiliary facilities such as electricity supply,water supply and sewage disposal, locomotive vehicle facilities, communication signals, houses,etc. will begin and be completed over a period of 2 years. After construction is completeadjustments of equipment for the operation of the facilities will be carried out.

Construction will require about 49,860,000 working man-days, vehicle operation will require2,170,000 working days, and machine operators will require about 7,930,000 working days.

The operation period will begin in 2008, at partial capacity (the short-term), and will increase tofull capacity in 2013 (the long-term).

2.1.1 Railway Line, Rail Bed and Track

The total length of new rail will be 337.58 km including 67.038 km of double track. The rail linewill parallel the highway for 231.309 km. The track is standard track of 60 kg/m and 25 m inlength. Engineering geology conditions are good. Sections with unfavorable geology includingmajor landslide and mud flow areas have been avoided where possible by careful location of therail line.

Rail bed construction will require 6,651,200 m3 of fill, 16,215,100 m3 earthwork, 436,100 m3

stone work, and 346,900 m3 masonry work.

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Table 2.0-1Technical Data of the Proposed Baolan Rail Line

Operating Length 482.154 km/457.085 km (up/down)Length of the 535.078 kmProposed LineProject Budget 10,975,000,000RMB I

GradeNumber of Tracks Double line

Limited slope Single Locomotive 6"/oo,Double Locomotive 130/oo

Main technical Minor curve radius Newly-built line 400m, exist line keeps 300mstandard -Type of traction Electric traction

sType of locomotive SS3 for cargo, SS7c for passengersTraction Capacity 4000 tEffective length of the 850 m, 20 m more for double locomotive

Type of block Auto blockii Large bridges Linear meters 19694Large bridges No. 24

Major and medium bridges Linear meter 33157Bridge and culvert No. 205engineering Minor bridges Linear meters 1055

No. 61

Culverts Linear meters 15840No. 923

<1000 m Linear meters 21232No. 48

.l 1000-2000 m Linear meters 27208Tunnel engineering No. 18

2000-3000 m Linear meters 7337No. 3

>3000m Linear meters 15619>3000m ~~~~~~~No. 4

Stone work 42.07 (104 Mi)Roadbd .Earth work 1623.05 (104m)

engineering Masonry work 54.37 (104 Mi)

Occupied land Permanent 736.01 haTemporary 389.70 ha

Passenger trains Short-term 29(pairs/day) Long-term 34

Section Baoji-Tianshui Tianshui Kou Tianshui-eastMaximum tonnage of of Lanzhou

freight for each Short-term Up 2432 2398 2600railway section Down 1520 1467 1439(x04 t/a) Up 2499 2906 3100

Down 1905 1840 1816



The area of land required for the rail bed is 483.87 ha. The average width of the single line is6.4 to 7.7 m, while average width for double line is 11.8 m. The average width of the disturbedarea will be 16 m. The degree of cut slope will be 1:1.3 to 1:2.25, and the degree ofembankment slope 1:0.3 to 1:1.5.

2.1.2 Bridges and Culverts

The new rail line will require the construction of 53,906 m of bridges including 23 extra longbridges, 205 medium-sized bridges, 61 minor bridges and 923 culverts with a total length of15,840 m as itemized in Table 2.0-1. Pre-stressed reinforced concrete girders 32 m in lengthsupported by drilled pile foundations will be used for bridge construction. Bridges will bedesigned for a flood frequency of 1 in 100 years except the extra-long bridges (and some majorbridges) that will be designed for a flood interval of 1 in 300 years. Culverts will be designed for1 in 50 year flood events.

2.1.3 Tunnels

The new rail line will require 61 single line tunnels with a total length of 59,594 m and 12 doubleline tunnels with a total length of 11802 m. Most tunnels are required in the Weihe valley.Tunnel excavation will generate 4,761,100 m3Of waste rock. Of this amount, 294,300 m3 will beutilized as fill material and the balance (4,466,800 m3) will be discarded in designated spoildisposal sites totaling 107.87 ha. Grouted stonework wall will be constructed over an area of197,400 m3 as protection engineering.

2.1.4 Borrow Pits and Spoil Disposal Sites

Rail bed construction will generate 1,665.11 x 104 m3 of excess soil and rock, 866.32 x 104 m3 ofwhich will be used for routine rail bed construction and the remainder, 798.79 x 104 m3, for valleyfill. The quantity of fill required is greater than the volume available from excavations requiringan additional 4,344,700 m3 of material to make up the difference. Most of the discarded materialis located in the Baoji (45.2% or 2,018,500 m3) and Yuzhong counties (12.0% or 534,000 m3)and Beidao district of Tianshui (32% or 1,429,200 m3).

Station and yard development will require the excavation of 890.28 x 104 m3 of earth and stoneand an additional 3,678,000 m3 of borrow material.

The total quantity of discarded material is 1,043.85 x 104 m3, of which the rail bed will produce373.97 x 104 m3 (35.8% of the total), tunnel excavation will produce 446.68 x 104 m3 (42.8%),and the station and yard development will produce 223.20 x 104 m3 (21.4%). Locations of majorborrow pits and excess material disposal sites are shown in Figures 2.4.1 (index map) andFigures 2.4.1-1 to 2.4.1-5.


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The proposed Baolan Line construction will require 3,315,300 m 3 of coarse sand, 5,139,000 m3

of plated and crushed stone, and 1,920,600 m3 of ballast. Stone material will be obtained fromexisting quarries, mainly those located at Tangjiashan, Yanjiahe, Putaoyuan, Huaishuwan,Tianjiagou, and Jinya. The ballast will be obtained from the Yanjiahe, Shajinping, Huaishuwanpits.

2.1.5 Water and Soil Conservation

Water and soil conservation is an integral part of the project and needs to start at the same timeas other project components.

Key water and soil conservation works within each construction year include:

* 2000-2001: Retaining walls, slope protection, scour prevention, slide prevention, andplanting grass.

* 2000-2002: Retaining walls, recultivation and afforestation of spoil disposal sites fromtunnel construction.

* 2002-2003: Recultivation and afforestation of borrow pits and spoil disposal sites for therail bed project, cut and fill sites for new stations and yards, afforestation of the main railbed and retaining walls and afforestation of the new stations and yards.

* 2003: Clean-up and afforestation of temporary roads and construction sites.

2.2 Stations

The new Baolan line will have 44 stations, including 42 existing stations and 2 new stations.Thirty-two old stations will be closed. The new stations, at Zhaoyu and Majiawan will be builtbecause of a change in rail location. Three new down stations (for trains traveling west to east)will be built opposite to the existing stations - Tuoshi, Jianhe, and Xiananyangchuan Stations,all of which are in the Baoji to Gangu section (Figure 1.1-1). Stations will include one districtstation (Tianshui Station), one passenger station (Baoji station), 40 intermediate stations andone block station.

A total of 174.35 ha will be required for development/upgrading of stations and yards. Anadditional 109.95 ha will be required (temporarily) during construction.

2.2.1 Electrical and Communications

Screened cables used for telecommunication will be upgraded. An all-relay semiautomatic blocksystem, with separate power supply, is used for railway signals, with an automatic block systemused at some signals.

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2.3 Construction Camps

A workforce of 23,000 persons/day (average of 45 people/km) will be engaged in theconstruction. The workforce will be housed in 25 to 30 construction camps. Householdwastewater discharge from construction workers will total about 1,560 Vd or between 52 t/d and62 t/d from each construction camp. This wastewater will be treated and used for irrigation offarmlands and watering vegetation. The amount of solid waste will total about 27 t/d or between0.9 t/d and 1.08 tVd from each camp. Solid wastes will be collected and delivered to local wastetreatment plants.

2.4 Capacity of Passengers and Freight

Following construction of the second Baolan railway line, passenger trains will increase from 14to 34 pairs per day, and freight trains from 20 to 36 pairs per day. Volume of freight moved willincrease from 1050 x 104t/year (up as well as down) to 5620 x 104t/year in 2013.

The top speed for trains from Baoji to Tianshui: passenger trains =140km/h; freight trains =60 km/h; from Tianshui to Lanzhou: passenger trains = 120km/h; freight trains = 80km/h.

2.5 Locomotive Stations, Maintenance Facilities

2.5.1 Operation and Maintenance

The Baoji Locomotive Turnaround Point for passenger trains will be rebuilt into a PassengerLocomotive and the required associated facilities.

The Tianshui Locomotive Depot will add an oil depot with a volume of 150 m 3 .

The Longxi Locomotive Depot will remain in its present state.

The Lanzhou Locomotive Depot - repair and servicing facilities will be upgrade and enlarged.

2.5.2 Rolling Stock Facility

The Baoji Passenger Car Technical Servicing Depot will be upgraded and enlarged.

The Tianshui Rolling Stock Operating Depot will be rebuilt and enlarged.

At the Lanzhou Passenger Depot will be renovated and car servicing renovated and upgraded.

2.6 Power Supply and Communications

The new line will require 14 traction electrical substations, including two new stations atFulinbao and Tianshui.

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Six new district transformer stations and distribution centers will be built at Fulinbao, Zaohuang,Tashi, Shetang, Tianshui, and Tonganyi Stations.

Twelve branch district transformer stations and distribution centers will be built at Fangtangpu,Dongkou, Jianhe, Shetang, Yangjiahe, Xinyangzheng, Pananzheng, Yuangyangzheng,Yuntianxiang, Tangjiabao, Liangjiaping, Gancaodian, and Luotuoxiang stations.

Five terminal offices for communication will be built at Baoji, Tianshui, Longxi, Dingxi andLanzhou stations.

The power requirements will be filled from the existing network, 78.7% of the power will comefrom hydroelectric sources and the remainder (21.3%) from heat generated steam power.

A direct electrical feed system with a return cable will be used for the new line. The contact lineswill use the simple chain hang system. Electricity will be supplied from the Shaanxi and Gansuelectricity networks.

Temporary power supply during construction will require 50 km of 35 kV electric trunk line and79.5 km of 10 kV electric line.

2.7 Water and Sewage

The existing six water supply stations will not be changed. Water consumption requirements willbe met by combining existing water sources with new water resources, mainly from wells,including, Baoji and Tianshui, Tashi, and the new stations at Zhaoyu and Majiawan. Theexisting water supplies will be utilized at Wushan. Tap water will be used at Longxi and Dingxi,as agreed with local environment protection departments. Agreement was also reached withthe local EPB for the discharge of wastewater.

2.8 Garbage Disposal

The main solid wastes from the railway will be cinders (left from burning coal in the boilers) andconstruction material (12806.9 Va), dust (416.1 Va), domestic rubbish (72984.4 Va), garbagefrom trains (2091.0 Va), and garbage from stations (90.8 Va).

Metal waste in household rubbish and waste rags can be retrieved and reused. Welding residuecan also be used as a construction material.

Garbage from trains and stations will be collected. Rubbish from the passenger train will bebagged and disposed of at Baoji, Tianshui, and Lanzhou stations where it is transported tosanitary waste facilities approved by the local environmental department. It is forbidden todiscard this waste along the rail line.



2.9 Roads

The existing highways alongside the railway line may be used as trunk roads for materialtransportation. If no existing highways can be used, new trunk roads will be built and likelyretained as permanent roads. Current roads (within the railway land use area) locatedalongside the existing railway line will be upgraded in sections with no local highways. Newtrunk roads will be built in the newly acquired land for the construction of the new line. Newroads will be built to connect local highways and newly-built trunk roads.

Existing access roads, totaling 216.8 km, will be rebuilt with clay and gravel surfaces. In total,there will be 183.2 km trunk roads (road width = 5.5 m), including 100.7 km new roads, and82.5 km upgraded ones. Branch roads (road width = 3.5 m) will total 223.8 km in length,including 89.5 km new roads, and 134.3 km upgraded ones.

Most of the land to be used for these roads is classified as wasteland. The routing of the roadswill consider the long-term traffic requirements of the local residents and the avoidance ofenvironmentally sensitive areas. Portions of the temporary roads built during the constructionperiod will be retained as permanent roads to provide service to local residents. The remainderof the roads will be fully reclaimed to the original landform and vegetation. It is estimated that176 km of the temporary roads will be kept as permanent roads.

2.10 Socio-Economic Aspects

Resettlement of 8,204 people, and relocation of 3606 people affected by land acquisition andthe removal of 432,400 M2 of housing.

The full-time staff will be increased by 5,251, of which 1,680 will work for the ZhengzhouRailway Bureau and 3,571 will work for the Lanzhou Railway Bureau. The full-time staff workingon the passenger trains will increase by 2,100.



3.0 ANALYSIS OF ALTERNATIVES

Three alternatives were considered:

* construction of a completely different railway line, serving the same destinations;

* railway line construction versus upgrading highways in the same transportation corridor;and

* different alignments and designs at selected sections of the Baolan Second Line.

3.1 Comparison Between Existing Railway Alternatives

Two railway lines connect Baoji to Lanzhou - the existing Baolan line, and the Baoji toZhongwei to Lanzhou line, i.e., Baozhonglan line (Figure 3.1-1).

In recent years, due to rapid increases in both passenger and freight transportation both theBaolan and Baozhonglan lines have been at or close to their respective capacities. Constructionof a Baozhonglan second line as an alternative to the Baolan second line was considered.However, as both of these lines are already operating at or near capacity and considering thatthe proposed Baolan section from Lanzhou to Baoji is 299 km shorter than the existingBaozhonglan line, the Baolan railway line was the obvious choice in terms of construction andoperating costs and the potential environmental impacts.

3.2 Comparison of Railway and Highway

A highway currently exists from Baoji to Lanzhou, however, transportation by railway is theprimary means of moving passengers and freight in the region. In recent years, 75% of thefreight was transportation by rail compared to 22% by highway. Over long distances, railwaysare typically more efficient than highways for transporting freight. Highway transportation in thestudy area is limited because of the relatively poor quality of roads and distance from Baoji toLanzhou (684 km). Even if the existing highways are upgraded and expanded they would not beable to accommodate the volume of freight transported by rail.

3.3 Comparison of Alternative Routing Options along the Boalan Line

The existing Baolan line has sharp radius turns of 300 meters, comparatively few and shorttunnels, and the line is located in areas with unstable geological conditions and along rivers thatflood and have banks that occasionally collapse. The construction of a new line will alleviatemany of these problems by ensuring a minimum radius of 400 m, avoiding areas of unstablegeology, using current technology for tunnel construction, and crossing rivers via bridges asopposed to laying tracks adjacent to riverbeds.


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The following principles were applied in the design of the Baolan Second Rail line:

* optimize the use of the existing alignment (twin the rail line) buildings and equipment;

* in areas of unstable terrain, the existing alignment will be abandoned and rerouted throughmore stable terrain;

* where cost is feasible the routing of the existing and second line will be modified toimprove speed of operation;

* where construction of a parallel line jeopardizes the continued operation of the existingline, the second rail line should follow a new alignment;

* where the second line parallels the existing the existing line, the second line should be atthe same elevation as the existing line where possible; if the sub grade is more than20 cm above or below the existing line, the second line will be designed as a new line;

* cross-over of the existing line should be minimized; where necessary it should be carefullyplanned to ensure safe operations; and

* the design of the second route should protect the existing environment, minimizedisturbance of vegetation and soil erosion, maintain river flood discharge volumes andminimize land requirements.



4.0 ANALYSIS OF ENVIRONMENTAL IMPACTS

4.1 Methods

4.1.1 Scope of Assessment

The assessment scope of environmental factors is as follows:

* all biological environmental parameters were assessed in an area 100 m on either side ofthe proposed line;

* the noise environment was assessed within a 120 m wide zone from the main line;

* water was assessed for distances of 2 km along stretches of the Weihe River near Tianshuiand Lonxi respectively (downstream 1.5 km, upstream 0.5 km from the discharging outlets);

* atmospheric environment pollution sources were assessed at each station;

* electromagnetic discharges were assessed at a distance of 50 m from the railway; and

* the social environment areas of assessment varied with the predicted direct and indirectimpacts from the railway.

The impacts of activities associated with the construction and the operation of the railway havebeen determined through an analysis of the scope of the project and the potential changes tothe environment as identified in the project description. Mitigation measures for each of theactivities have been proposed to avoid or to reduce the extent of each impact on theenvironment. Any remaining or residual impacts are identified and ranked through astandardized rating system.

The ranking of impacts applies the process of determining the magnitude of the impact, thescope or area of influence from the impact, the duration of the impact and whether the impact ispositive, negative or neutral. The specific elements of impact assessment are as follows:

* Magnitude is rated as low, moderate or high. The rating is based on the area of the impactin relation to the study area boundaries defined for this project. Impacts to less than 1% ofthe project scope are rated as low, between 1 and 10% are rated as moderate and above10% are rated as high.

* The extent of influence for each impact is determined by the nature of the impact. Whereimpacts are contained to within the area of the project work, the impact is determined to belocal. Where an impact has the potential to extend beyond the direct vicinity as is the caseof air emissions or pollution of rivers, the impact may be rated as regional.

* The duration of an impact was rated in relation to the duration of the project. Impacts thatwould only occur briefly or during the construction time frame were ranked as short-term,while impacts that would continue indefinitely, even though they may intermittent, wererated as long-term.

* The direction of the impact was positive, neutral or negative based on the type of changeto the environment or social structure of the impact scope. Direction of impact may be both



positive and negative when considering some attributes of the impact. As an example,increased industrialization may provide a positive financial direction, but be negative froman environmental perspective.

The assessment of impacts includes direct, indirect and secondary impacts associated with theproject.

An analysis of environmental impacts and mitigation measures of the Baolan Railway Project issummarized in Table 4.1-1.

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Table 4.1-1Summary of Environmental Assessment and Mitigation

impact Activity Impa¢tc ;;Mit1gaioqV leasu,,e s X7t -i.7 of MitLgatteti* Resl7tva ImpCONSTRUCTIONRailbed Disturbance to existing Avoidance of 10 known areas with Geological disturbances can be Some geological disturbance may occurConstruction landform, potential of geological Instability avoided or construction methods will due to unknown instabilities uncovered

geological disturbance of rock Bridges and tunnels to avoid extended stabilize problem areas. during construction (low probability)slides, mud slides. slope cuts

Construction of 243 structures to stabilize Low magnitude, local in scope, short-problem areas, 104 retaining walls, 83 term duration, negative directionslope protection, 42 scour prevention, 9 soilstabilization projects, 1 collapse prevention

Disturbance of land (includes High embankments and deep cutting to be Redamation of temporary Permanent impact of land withdrawalfarmland) constructed with retaining walls, slope disturbance areas to equivalent orPermanent removal of 736.01 protection, erosion protection, retaining wall better quality Low magnitude, regional in scope,ha and temporary for falling stone, trough for stone retaining, Stabilization of railbed, access roads long-term duration, negative directiondisturbance of 389.7 ha of drainage, etc. and other infrastructure to minisland Installation of temporary erosion control erosion potential (erosion lossesSoil erosion from construction measures at construction sites expected to decline from present Minor amounts of soil erosion during rainsites Plantation of trees (200,000), shrubs situation) eventsDamage to vegetation and (835,000) and grass (935,550 m2) at the Restoration of compacted soils Improvement of current soil lossespotential for change to water sides of railbed. through ploughing through erosion control measuresand creation of soil erosion Revegetation to agricultural crops or

with aesthetic and noise barrier Low magnitude, local in scope, short-plantings term duration, positive direction

Temporary disturbance of Complete reconstruction of all ditches and Minimal to no impact on agricultural All ditches and canals restoredditches and canals canals production Some short-term increases in siltation

Construction during seasons not requiring Potential for some erosion or siltationirrigation water of downstream canals Low magnitude, local in scope, short-

term duration, neutral to negativedirection

Access roads Potential for permanent Redaim by seeding grass Some access roads will be developed Improvement of access by local residentsand water main removal of land Stabilize roads that will be retained to improve local requirements, others Redamation and stabilization ofinstallation Soil erosion will be reclaimed disturbed areas to minim--ize soil erosion.

Damage to vegetationLow magnitude, local in scope, short-term to long-term duration, positive

,j. . .________._________.___ __ .and negative direction

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Table 4.1-1Summary of Environmental Assessment and Mitigation (Cont'd)

.- pact Activity . macts Mi.tiation Measures e of.9^ M >;' ' 0ditiation Residual ImpaTunneling Muck from tunnel excavations Bulkhead to be constructed at spoil dump Minimization of soil erosion or mass Long-term loss of land area under spoil

and spoil material may cause sites to contain soil movement movement of piled material discard siteswater and soil losses and Sites reclaimed with vegetation and Minimization of area requirements Minimal potential for soil erosion or slidesmud-rock flow plantation, 20.9 ha with grass seed, 43 ha

to farmland Low magnitude, local in scope, long-Discard sites on level, stable terrain term duration, negative direction

The loss of water caused by Adopting measures to ensure the water for Control the loss of water, and Temporary releases of water andthe excavation of tunnels. residents. minimizing the impact to the water sediment

needed by residents. Potential for mud-rock flows

Low magnitude, local In scope, short-term duration, negative direction

Bridge Alteration of watercourse Design height and length in accordance Some temporary changes to Short-term increase in sedimentation ofConstruction flows and channel with the 1:100 year flood, 1:300 years for watercourse morphology watercourse

morphology. extra-long bridges Minimization of sedimentation from Some alterations of stream morphology(no known fish or fisheries Minimize the number of bridge pilings in constructionhabitat within the watercourse Low magnitude, local in scope, shortwatercourses to be crossed) Crossing at right angles to watercourse, and long-term duration, negative

minimizing alterations to channel directionmorphologyDiversion of water during construction forcomplete isolation of work areas withrestoration after constructionConstruction during low flow period

Scouring and erosion of Scour protection structures will be built at Soil loss, erosion and alteration of Some change to vegetation communityslopes river bank slopes river bank landform will be minimal on disturbed sitesInstream sedimentation River banks will be protected with and temporary Minor alterations to river bank structure

temporary geotextile matting as required Temporary and minor amount of erosionBanks will be reclaimed immediately of soil during constructionfollowing construction

Low magnitude, local In scope, short-term duration, negative direction




fmpact Activity impacts tigi M r. ' o tigonM _ - . iduat Im acConstruction of 7 Permanent and temporary Reclamation of disturbed areas with 27,645 Minor soil erosion through sediment Minor increase in total area of the 7

stations and land occupied for the bushes, 36,860 trees, and 36,860 m2 of control practices stations

yards extension of 7 stations and grass seeding Improved erosion control at station yards

Closure of 34 yard Reconstruction of unstable geologic over current situation

stations No impact from 34 dosed features with retaining walls to prevent Enhanced aesthetics

stations, sites will be sold movementDisturbance of vegetation Construction of retaining walls Low magnitude, local in scope, long-

Alteration of landform term duration, negative direction

Borrow pits and Water and soil losses Spoil and borrow pit sites selected from Improved agricultural production over Small alterations to landform with

spoil discarding Disturbance to soil and existing wasteland to avoid productive former wastelands redaimed spoil piles

(mainly from vegetation areas Minor changes to landform Creaton of ponds suitable for fish

tunnel Reclamation of spoil discard sites induding Increased opportunity for fish production

construction) 258.12 ha to farmland and 74.43 ha will be productionafforested (orchard) Low magnitude, local in scope, long-Borrow pits will be designed for use as fish term duration, negative and positive

ponds direction

Dust from Pollution of atmospheric Water will be applied to all surfaces that are Timely application of water should Temporary nature of dust and timely

Construction of environment creating dust from vehicle traffic or wind reduce dust temporary conditions application of water will reduce dust

railbed, roads Reclamation will be carried out immediately Some cropland adjacent to roads with impact

and stations following construction substantial traffic may have high Some crops may experience minorlevels of dust effects from heavy dust loadsLong-term dust problems will beeliminated Low magnitude, local in scope, short-

term duration, negative direction

Dust from Pollution of atmospheric Materials in trucks will be covered during Dust and debris from vehicle loads Temporary dust and small amounts of

material environment transport can be controlled debris from vehicle loads

transport Speed of travel on dirt roads without dust Road dust will be controlledcontrol will be reduced to avoid the creation Low magnitude, local in scope, short-

of road dust term duration, negative direction

Vehicle exhaust Pollution of atmospheric Amount of travel and the use of vehicles will Emission releases will be reduced Vehicle emissions will be within the

environment be limited to essential uses only through the limitation of vehicle use standards for China

Vehides will be properly maintained to to essential purposes onlyminimize emissions Vehicle maintenance will limit the Low magnitude, local in scope, short-

All vehicle will have standard emission emission levels term duration, negative direction

control and mufflers

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l:00:Il>¢ -fX l7mpcAvt impact Mitigat77n Measue Efc o. Mitigato e ja lmpac- Construction Contamination of soil and Construction camps will have sewage Sewage will be treated and contained Some temporary alteration of soilcamps water through inappropriate containment facilities that will be properly to avoid impacts to soil properties through increased nutrient

disposal of sewage, fuel and maintained and emptied on a regular basis No sewage will be released to levelsoil spills, spills of cooking oil, Sewage will be treated to meet the watercourses Increase in crop productioninappropriate disposal of standards for agricultural irrigation and Sewage irrigation will assist in the Temporary odor from sewage irrigationused oil filters and oily rags, discharged to irrigation systems growth of crops, especially in dryvehicle and machinery No releases of sewage will be discharged areas Low magnitude, local in scope, short-maintenance. to watercourse systems term duration, neutral to positive

Vehicles and machinery maintained in a directioncentral area on an impermeable surfaceFuel stored in leak-proof above groundtanks on an impermeable surfaceCooking oils stored in a locked building oncement slabsUsed oil filters and oily rags encased inleak-proof drums and disposed in localsanitary landfill

Noise from Disturbance to surrounding Large construction facilities will be located The requirements of noise control at Temporary noises may exceed theconstruction residents, schools and away from populated areas construction will meet the noise standard for short durationsmachinery hospitals Loud equipment operating hours will be criteria for standard GB12525-90equipment and limited to daytime Sensitive areas of schools, hospitals Moderate magnitude, local in scope,large scale Temporary noise barriers will be may experience short-term noise short-term duration, negative directionconstruction constructed at sensitive locations problems from constructioninstallationNoise from Disturbance to surrounding Vehide traffic will be directed to avoid The requirements of noise control Temporary noises may exceed thetransportation residents, schools and sensitive areas along transportation routes will meet standard for short durationsvehicles hospitals Vehicle traffic will not occur during the night the noise criteria for standard

GB12525-90 Low magnitude, local in scope, short-Some sensitive areas are likely to term duration, negative directionexperience occasional elevated noiselevels




ImpactActivity 7. 777i.mpacts. Mit-ation res Effect'ofMittgatin . Residual ImpactDomestic and Public health concerns for All refuse will be collected into contained Refuse will be disposed of in Sanitary landfills will fill a greater rate

construction workers at construction sites sites at all construction camps and along approved standards than previously planned, creating an

refuse from and local residents the work areas increased demand for landfill space

construction Contamination of soil Refuse will be disposed regularly to local Reclamation requirements for landfills will

camps sanitary land fills as directed by the local be increasedhealth departmentsEnvironmental inspector will ensure all Moderate magnitude, local in scope,refuse is handled properly long-term duration, negative direction

Land acquisition, Change of land function, Compensation for land acquisition New accommodations similar or Some disruption to local social structure

relocation and impacts on living condition of Resettled people will receive training for better than previous Increased income for those taking

resettlement residents new employment Training for employment in positions advantage of training and work in new

Resettlement of 8,204 people Assistance with the development of new or of higher income regional industriesand the relocation of 432,400 improved farm areas Improved agricultural production Equal or improved standard of living

m2 of housing Standard of living similar or better thanA total of 3,606 people before High magnitude, local in scope, long-affected by land acquisition Special consideration for elderly, illiterate term duration, negative direction

and farmers for compensationIncreased traffic Disturbance to the local traffic Traffic volumes will be coordinated and Large volumes of traffic for Some short-term disturbance to vehicle

volume from increased construction scheduled with local traffic control construction will avoid peak traffic traffic, especially with larger and slowertraffic authorities times equipment

Vehide speeds will be controlled and Impact to sensitive areas will be

monitored avoided Low magnitude, local in scope, short-

Construction traffic will avoid sensitive Controlled speed, routing and volume term duration, negative direction

areas such as schools and hospitals will limit potential for accidents

Traffic volume at night will be lowTraffic will be limited to essential vehideuse




I{mpac Acivt im t MitigatonMea,sures Eff =ct f MitigaioReidua0J) l^ iimact+iXOPERATION

Increased The development of natural Local development and government Increase the economic development Economic development for the regiondevelopment of resources such as minerals agencies are aware of the potential along the linenatural will be expanded, and the increases to economic development The train system pollution will High magnitude, regional in scope,resources, local industries and through discussion with MOR decline, however secondary industry long-term duration, positive directiondevelopment of agriculture will be enhanced Planning for development will be expansion may increase the overalllocal industries There will be some indirect undertaken to coincide with the construction environmental pollutionand agriculture and secondary environmental schedule of the train service Increased secondary impact of

impacts from the increased The local EPA shall impose strict environmental pollutionproduction management and monitoring on the

secondary environment impacts Moderate magnitude, regional inscope, long-term duration, negativedirection

Change to There will be greater mobility The local governments are planning for the Increase in population base will result Change in society compositionpopulation of people, which will alter the changes through increased training of in greater demands on the Increase in available income andstructure population structure and residents environment and pollution levels. standard of living

distribution along the line Local residents will be employed in the Management of development andthrough increased migration railway either for construction or operation instituting environmental standards High magnitude, regional in scope,to towns and villages and to assist in the transiton will reduce impacts long-term duration, positive andincreased access from otherregions to develop here negative direction

As industry and resourcedevelopment increases, therewill be a shift from thetraditional rural andagricultural base

S:\SEc\Proiect\CEO2169\R-Mar-HM.doc Page 37



Impact Activity. Impacts Mitlgation Measures_. 'Efectof Mitigation Residuallimpact

Closing of 34 Impact to staff requiring re- Staff from closed stations will be offered Employees of the railway will be fully Possible increased change in local

railway stations employment other employment where possible employed or will be provided community structure of small villages.

Changes in small towns Assistance will be provided to get new assistance in finding new Increase in the amount of building space

where the station was the employment if a position cannot be found in employment

center the railway Increased housing of office buildings High magnitude, regional in scope,

Housing and buildings from the railway will will become available long-term duration, negative direction

be sold to local communities Decreased focus in small centersmay draw people away to largercenters

Noise from train Disturbance of residents, Relocation of 7 schools Meet the noise standard Moderate levels of disturbance

operation and schools and hospitals along Installation of 7 noise barriers and 11 requirements as stipulated in increasing as train numbers increase

Boilers the railway line sound-proof windows GB3096-93 induding Class 1 at all over the long-term

Planting of trees at 4 locations (10 m width) sensitive areas such as schools and People will become habituated to the

to provide a sound barrier hospitals sound of the train

Install boiler silencers at 8 boilers

Decrease the volume and use of train High magnitude, local in scope, long-

whistles term duration, negative direction

Decrease the speed of the train in sensitivelocations

Construct the rail line using long-weldedtrack to minimize the number of joints

Minimize train traffic during the night

Establish standards for new construction toavoid building near the rail line or to includenoise dampening construction standards

Domestic Pollution of receiving water A new class 11 sewage disposal plants will The sewage treatment systems at the Increase in treatment volume of

sewage at body be installed at the Baoji, Tianshul, Longxi main stations will meet the standard municipal waste facilities

station areas and Dingxi stations and released to the for "Comprehensive Sewage Increase in the available irrigation water

municipal waste system Discharge Standard" class I at intermediate stations and a

Other large stations will discharge waste to (GB8978-96). subsequent increase in fertilization ofexisting domestic waste municipal facilities Intermediate stations will meet the agricultural fields

Intermediate stations will have septic standard for irrigation water release

treatment system to meet irrigation Low magnitude, local in scope, long-

standard for water, the waste will be term duration, neutral in direction

discharged to irrigation ditches

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L mpac0R;t Act07ivity Imat Mitg iatio Mesue >fec ofMn itl0Uat( . RialmSewage and Pollution of receiving water Provide funds for the upgrade of the The wastewater treatment systems Increase in amount of wastewater toindustrial body municipal wastewater treatment facilities at will meet the standard for enter municipal systemswastewater Baoji to ensure that all treatment meets the "Comprehensive Sewage Discharge Small increase in sediment fromturnaround Class 1 standard (GB8978-96) Standard" class I (GB8978-96) separation and sediment traps to bedepots, New class 11 air floatation treatment at taken to landfillsinspection and Tianshui and Lanzhou locomotive depotsrepairing depots, and Lanzhou inspection and repairing depot Low magnitude local in scope, long-car depots of passenger cars tern duration, neutral in tdirection

New deposition grease trap and dass 11charcoal filtration at Tianshui car depot,Longxi turnaround depot,

Boiler air Pollution of atmospheric Stations will be fitted with oil-fired boilers Boiler air emissions will meet the Some particulates will be released fromemissions environment and energy-saving coal-fired boilers standard of "Emission Standard of the use of boilers for heating

Particulate control equipment will be Atmospheric Pollutant from Boilers"installed to reduce emissions class 11 (GB13271-91) Low magnitude, local in scope, long-For boilers with capacities greater than 1 t, term duration, negative in directiondesulphurization systems will be installed.Low sulphur content coal will be used forboilersBoiler maintenance will maintain efficiencystandards

Diesel Pollution of atmospheric The train system will be electric and diesel Minimal emission levels from one Some air emissions of diesel exhaustlocomotive air environment locomotive will only be used on an "as stationemissions required basis" within yards at Longxi Low magnitude, local in scope, long-

Diesel engines will be well maintained to term duration, negative in directionreduce emissionsEmission control standards of China will bemet

Electromagnetic Disturbance of television Funds will be provided to install public The reception value prior to the Some temporary localized disturbancesDisturbance from reception antennas where required to maintain or operation of the train will be until all the systems are replaced orelectric- enhance reception maintained adjustedlocomotive Reception antennas in some areas will be

increased in height or altered in direction to Low magnitude, local in scope, long-improve reception term duration, neutral in direction




Impact Activity . Impacts Mitigation Measures Effect of.Mitigation.. Residual Impact

Solid wastes Increased waste material for Wastes are suitable for road construction Recycling of waste material Minimal loss of waste product prior to

from boilers landfills and should be directed for that use Minor movement of material as wind recycling

Storage of waste at a site to control loss or blown dust or as water sediment

movement by wind and rain until the Low magnitude, local in scope, long-

material can be used for construction term duration, neutral in direction

Domestic refuse Public health Refuse material will be collected in a timely Minimization of public health issues Decrease in available landfill space

from stations and manner Requirement for increased amount of requiring accelerated development of

industrial refuse Refuse will be handled and stored in sealed landfill space alternative sites

from depots containers

Regular disposal to the municipal land fill Low magnitude, local in scope, long-

sites as designated by local environmental term duration, negative in direction

protection departments.

Refuse from Solid waste material spread Refuse disposal stations will be established All refuse will be unloaded at the Decrease in available landfill space

passengers over the length of the line at Baoji, Tianshui and Lanzhou stations stations, stored in appropriate sealed requiring accelerated development of

containers and disposed of in alternative sitesapproved municipal solid waste

facilities Low magnitude, local in scope, long-

term duration, negative in direction

Increased Pollution from the incremental A dust remover with multi-tubular Dust and fume reaches emissions Localized acidification near the Baoji

demand on power demand from the installation will be installed at the Baoji as from both power facilities meet the air power plant due to S02 discharge

power supply existing coal-fired power specified in the power supply plan, the emission standards Incremental increase in the emissions is

plants efficiency of relocation is 97-98% S02 emissions from the Baoji power attributed to the demands for electricity

An electric dust remover will be installed in plant exceed the limit for these by the rail project.

the Xigu power supply plant, the efficiency emissions

is 99% Moderate magnitude, local in scope,

SO2 emissions will be treated by an alkali long-term duration, negative in

desulfurizing method, the efficiency is 60%; direction

Coal ash from both plants will be recyciedas building materials

Ash recovered from particulate wateringshould be recovered for constructionalmaterials



4.2 Summary of Impacts

4.2.1 Impacts Associated with the Construction Phase

The main impacts to the environment during construction are:

* Disturbance and permanent removal of land, the resettlement of people required to relocateto accommodate the project, and the social problems caused by the construction.

* Earth and stone work will lead to topographic change, soil erosion, changes to the riverbedand geological disturbances such as debris flow, slides and fractures.

* The bridge and culvert construction will probably change the water flow, riverbed and thequality of water.

* The tunnel projects will probably lead changes to the water resources, and soil erosion atspoil discard sites.

- The station yards and auxiliary facilities will change the passenger train and freight trainoperation and will affect the local society.

- There will be an increase to the local electric power requirements, which may contribute, toa secondary effect by increasing the long-term need for an enlargement of the power plantsin the area.

- The transport materials will probably effect the local heavy transportation on the existingroads and bridges.

- There will be effects to resources from the excavation of sand and rock. Energyconsumption for cement, steel, water, and other electrical demands will increase duringconstruction.

- The temporary roads will probably result in some soil erosion, however, the roads andbridges will improve the local transportation.

* The temporary power supply lines and water supply lines will include both temporary andpermanent construction, with the goal to improve the supply of water and electricity incomparison to existing standards.

* Construction will require 16,565,600 kW of electricity and 6,715,600 t of water. Power will besupplied from the Gansu and Shaanxi electricity networks. Steam and hydraulic power willbe used to reduce fuel consumption and to minimize atmospheric pollution. The use ofhydraulic power will also help to reduce the utilization of energy.

* The local resource departments will provide water. The development of sand and stonequarries, a resource of high quality and quantity, will enhance the local economy and willlimit the dependence on other, limited resources.

SASEC\Project\CE02169\R-Mar-HM.doc Page 41


4.2.2 Impacts Associated with the Operational Phase

The main impacts from the operation of the new rail line will include:

* noise;

* vibrations;

* electromagnetic emissions;

* domestic rubbish from passenger trains;

* wastewater from repair and maintenance locomotive facilities;

* waste gas from heat supply, coal burning, kerosene, and corresponding solid waste;

* wastewater and solid waste from passenger transportation;

* rubbish from freight yards;

* water use and discharge of wastewater at each station;

- waste gas and slag from burner, bathroom, heating, coal burning, and kerosene; and

- secondary effects caused by the use of electricity (increased quantities of waste fromelectrical power plants supplying the railway).

There will be an increase in the amount of electricity requirements (9.82 x 108 watts) to meet theneeds of the railway. A secondary effect of the operation will be the increased demand onelectricity from other sources, which will likely accelerate the need for additional electricity in theregion. This may necessitate the upgrade of the existing power facilities. After the completion ofthe proposed second line, water supply facilities will be upgraded in some stations and long-distance water transmission systems will be constructed. Any existing difficulties in water supplyto local residents will be rectified during this process.

Once the Baolan line is in operation the amount of boiler waste (cinders) will be 16,240.0 t/a, ofwhich 3,433.1 t/a is the increased amount from the new rail line. Garbage production from trainoperation and maintenance will increase by 74.9 Va for a total of 4,910 Va. Domestic garbagewill increase by 4,331.4 t/a for a total amount of domestic garbage of 75,650.2 Va. The short-term increase of garbage from passenger trains will be 4,331.4 Va, the long term will be5,078.1 Va. The boiler waste can be used as building materials, the metal filing waste and therags can be recovered and reused, the welding waste can also be used as building materials.The garbage of the passenger trains will be disposed of in Baoi, Tianshui and Lanzhou stationsin bags. All garbage will be disposed in sites designated by local environmental sanitationdepartments.

Social and Economic ImpactsThe transportation capability will be increased, the flow of goods and materials will becomemore frequent, and the agricultural structure will be changed as some farmland will be lost fromconstruction of the new line. These changes plus additional, non-agricultural employment will



alter the local economy and society. The operation of the new railway will increase the pairs oftrains every day and 34 stations will be closed, which will result in some secondary effects.

4.2.3 Analysis of Impacts

The impacts of greatest concern are those rated with a magnitude of moderate or high. Forconstruction, this includes:

* noise from machinery and large-scale construction yards (moderate/negative),

* public health concerns for solid wastes and their proper disposal (moderate/negative) and

* the resettlement of 11,810 people (high/negative).

For operation, this includes:

* the increased development of natural resources, which was rated as a high/positiveoutcome for increased economic stability of the region, but also as a moderate/negativerating for the potential to degrade the environment.

* The potential change to the social structure was rated as a high magnitude and again hadboth positive and negative aspects. The change is positive from an economic assessment,but may be negative for the disruption to the current social structure, especially for theelderly and farmers.

* The closing of 34 railway stations is rated as a high magnitude for its potential to negativelyimpact the local community structure and that some people may lose their employment withthe Ministry of Railway once the stations are closed.

* The operational noise was rated as a high magnitude/negative issue, especially at sensitivelocations of schools and hospitals.

v The indirect impact of increased demand on power supply from the regional network wasrated as a moderate/negative impact because of increased pollution and an acceleratedneed for additional power in the region.

All other impacts were rated as low.

The above impacts have positive and negative aspects. There will be a stimulation of the localeconomy, which will promote the adjustment to an industrial economic base from an agriculturalbase, provide increased employment opportunities, and improve access to and greaterutilization of natural resources. The construction and operation process will improve aspects ofthe ecological environment, such as air pollution, and there will be better living standards for thelocal people.



4.3 AIR QUALITY

4.3.1 Construction

Large-scale machines, such as bulldozers, forklift trucks, and cars will be used in earth workoperations during construction. The air emissions from these machines is expected to be withinnormal emission levels for this region, therefore, adding little additional impact on the localsound and air environment.

The main pollution source during construction is dust from earth and stone work at constructionsites and transport of materials along temporary (graveled) access roads. Dust levels will bereduced through the application of water at construction sites and roads and coveringequipment transporting earth and stone.

4.3.2 Operation

The operation of the new Baoji-Lanzhou rail line will increase the number of coal-burningboilers, fuel boilers and diesel engines

Environmentally acceptable and energy-saving burners will be used in all the stations along theline. For equipment with air emissions greater than 1 ton particulate and desulphurizationcontrol systems will be installed. All exhaust pipes of the boilers will be built 5 m higher than thetallest buildings within the 200 m from the boilers to allow effective dispersion. Air emissions willbe spread over the 44 stations along the 500 km of railway and is not expected to alter theexisting localized air quality.

4.4 Noise

A detailed noise survey identified 59 areas sensitive to noise along the project alignment,including 43 schools (5 are boarding schools), 1 hospital, 1 kindergarten, and 15 residentialareas. The noise level at 16 schools exceeded the Class 2 requirement (of GB3096-93), by 0.1tol.9 dB(A).

4.4.1 Construction

The average noise level from construction machinery, equipment and vehicles is expected to bebetween 72 and 92 dBA at 10 m. Large-scale construction facilities such as material sites, tracksections, and the beam-storing site will generate estimated noise intensities (at a distance of 10m) of between 80 and 115 dBA. Some bridges will be constructed in cities and the vibratingnoise pile drivers and mixing concrete may disturb the residents. The large-scale transportationof materials will dramatically alter local transportation and will increase vehicle noise.Transportation of construction materials will result in traffic jams.

According to The Noise Standard in the Construction Site (GB1 2523-90), noise intensity levelsduring construction at a distance of 30 m must be under 75 dBA in the daytime and 55 dBA atnight. To decrease noise MOR is committed to the following mitigative strategies:

S:\SEC\Proqect\CE02169\R-Mar-HM.doc Page 44


* large construction facilities will be located away from populated areas;

* equipment operating hours will be limited to daytime hours only;

* temporary noise barriers will be constructed at sensitive locations such as schools andhospitals;

* construction traffic will be directed to avoid sensitive areas; and

* construction traffic will not occur at night.

4.4.2 Operation

Noise sources include:

* train movement;

* running locomotives;

* repair and maintenance of locomotives;

* rail car and equipment sounds; and

* locomotive whistles.

Predicted noise levels by 2008 at 30, 60 and 120 meters from the track usually met applicablestandards during the day but exceeded the standard at night .

After the year 2013 there are expected to be 36 sensitive points where noise levels will exceedthe standard (80% of all sensitive points), including19 schools. Noise at 15 residences will havelevels that exceed standard GB12525-90 (70 dBA) by between 0.2 and 2.1 dBA.

Applying the more rigorous World Bank Standards to schools and hospitals, i.e., 55 dBA duringthe day, and 45 dBA at night, the predicted noise levels at 27 schools (87% of all schools alongthe line) will be between 5.4 and 28.1 dBA above the standard. Nine of the 15 sensitiveresidential areas along the route also exceeded the day and nighttime standard.

MitigationThe following mitigative measures will ensure that the standard of Class 1 GB3096-93 (55 dBAduring the day and 45 dBA at night) will be met at all sensitive locations such as schools andhospitals.

* Conversion of school use to a less sensitive use. Installation of sound barriers at schools,hospitals, residential areas, and other noise sensitive locations - shown on Figures 4.4.2-1to 4.4.2-5.


I /Xi, AS. f 0 ,.D. 1 1/

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*Double-Glazedl Windows - Provincial Boundary ChinaMinitry_o_Raiways_arch 2001 TJR Fgr ..-

+ ~ ~ ~~~*Greenbelt' ----- County B3oundary Maoran,RFigure 4A4.2-25 0 5 10 Relocate ____ Roads BalnRiwyE umry

o Sound Barrier _____ Riveroitrngs026Kilometers AL Noe Contour Li,,e (1000 foot interval) Noise Mo ioigLocations and Mitigative Figure prepared

NOTE S- Apo.ndu E fu,eltenaru f1p. Cities / Tos Measures at Sensitive Sites - Map 2 OAOLAN SUMMARY.APR by AMC

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5 0 ~ ~ ~~~5 10 0 Relocate Roads B3aolan Railway EA Summary g

Kilometers A None Contour Line (1000fiot interval) Noise Monitoring Locations and Mitigative by06 FiuepeaMeCNOTE: S-Appnmd E f. ed figu-e. = (D Citie I Towns Measures at Sensitive Sites - Map 3 BAOLAN SUMMARYAPR bA E

I ~ -

/ Pig~~~~~~~~~~~~~~~~~~~~~~~~ure 33

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N Monitonnig Locabon and Mitigabon Measum e 9 Baolan Proposed Line

T Grebelt ------- County Boundary Bm m

5 0 5 10 * Reocate Roads B

0 Sourid BarHer Rivers CE02169 Figure preparede29

Kilometers ANo ne ContourLine (1000footlnteral) Noise Monitoring Locations and Mitigativa ME02reg byPAMECNOTE: seeAppndlforeifteor s. f- (Dj Cities/Towns Measures at Sensitive Sites - Map 4 BAOLAN SUMMARY.APR

I '~~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

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Kilometers A None ContourLine (1000footintorval) Noise Monitoring Locations and Mitigative Figure preparedNOTE OerAppond Etrlo lted flg... L 0 Cities / Towns Measures at Sensitive Sites - Map 5 SAOLAN SUMMRY.APR byAMEC


* Installation of double-paned windows on schools to minimize sound levels in the classroom.

* Planting trees and shrubs along the side of the railway track and as a border aroundbuildings at the following locations Sangyuanzi School, Weinan Central Primary School,Jingjiadian Element Middle School, and Change School.

* The boiler rooms at the Gangu and Wusnan stations, and the Tianshui locomotive depotwill be fitted with silencers to minimize noise levels.

* Future construction of residential buildings within 30 meters from the railway should beprohibited and within 30 to 120 meters, schools, kindergartens, hospitals and the othersensitive facilities should not be constructed.

* Residences located within 30 m from the rail line will be converted into non-sensitivefacilities.

* In the area between 30 to 200m from stations and 30 to 1200m from the rail line, newplanning programs should be instituted to construct buildings with appropriate soundinsulation.

* The use of train whistles will be reviewed and engineers will be educated on the need tolimit the frequency and duration of whistles in the vicinity of noise sensitive locations. Thenoise level of whistles will be adjusted to reduce the volume by approximately 10 dBA.

* The use of long-welded track will be used to reduce train noise (noise reduction of between3 and 5 dBA).

Moderate levels of disturbance from increasing train numbers may occur over the long term,however it is expected that people will become habituated to low level noise.

4.5 Vibration

4.5.1 Construction

Explosives may be used during the construction of tunnels and deep cuts. This activity mayresult in increased levels of vibration as well as slides or collapse of rock. The use of explosiveswill be undertaken under the direct supervision of trained professionals, employing all standardsrequired. Vibration is not expected to impact residents as most of this activity will be located faraway from settlements. Where villages are in close proximity to locations where tunnels must beconstructed, explosives will not be used.

4.5.2 Operation

Train vibrations levels 30 m from the outer track are predicted to meet the requirements of"Environmental Standards for Vibration in Urban Areas". There are no ancient cultural relics inthe vicinity of the line that will be affected by train vibration.



4.6 Electromagnetic Levels

Electromagnetic emissions are caused by electrical discharges produced when the trainmomentarily loses contact with the overhead electrical power lines. Some villages depend onsimple antennas to receive TV broadcasts from local relay stations. The signals are often weakbecause of long transmission distances. Five locations were identified where electromagneticemissions could potentially affect TV reception.

Funds will be made available were required to alleviate problems resulting from operation of theBaolan railway line. Television reception can be improved by installation of antennas of betterquality, raising the antenna height, adjusting the antenna direction, or increasing the TV signal.

4.7 Surface and Groundwater Resources

The proposed Baolan railway line is within the Yellow River water shed (Figure 4.7-1). Majorperennial river systems include the Weihe, Guanchuanhe, Wuanchuanhe and Yellow Rivers.The Weihe River is prone to rapid flooding during which it typically erodes its banks and ischaracterized by a high silt load. The depth of the water level varies from 0.38 to 0.47, the widthof river varies from 23.0 to 29.0 m, and flow rates average between 7.5 and 1 1.1 m3/s. Mud andsand content varies between 0.20 and 0.60 kg/m3. Background pollution levels (SS, BOD5, andCOD) generally exceed water quality standards due to the discharge of industrial waste.

4.7.1 Construction

The proposed project requires the construction across the Weihe River of 289 bridges and 932culverts. Environmental concerns relate to increased sedimentation and contamination of theriver by in-stream and riverbank construction activities, spillage of fuel and other potentialenvironmental contaminants and construction camp wastes.

Mitigative measures to control potential environmental impacts include:

* Construction of cofferdams around instream construction sites to prevent water flowingthrough the construction area. Water pumped from the pits will be released into a settlingpond to remove sand and fine materials prior to discharge to the watercourse.

• Construction will occur during low flow periods to minimize the risk of flooding upstreamreaches.

* Bridges will be constructed as much as possible to span the rivers, thereby minimizing theextent of in-stream work required.

* Bridge foundations will be constructed during low flow periods to reduce the potential fordirect disturbance of the water quality through siltation.

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* Scour protection will be installed on river banks during the construction period, including theuse of geotextile matting and mortared brick.

* All water courses will be crossed at right angles to minimize alterations to channelmorphology.

* To reduce the impacts on existing irrigation and hydro facilities bridge and culvertconstruction will occur during December to February when irrigation is not occurring.

* Bridge and culvert construction will occur some distance from existing hydro facilities,therefore no impacts are expected. The railway is also designed to detour major rivers andditches as much as possible. Where ditches are crossed, appropriate culverts will beinstalled.

* Spoil materials from tunnel construction will be discharged to settling ponds to removesediments prior to discharge into watercourses or before draining though ditch systems.

* Construction camps will be equipped with leak proof sewage containment facilities.Containment facilities will be properly maintained and emptied on a regular basis. Sewagewill be treated to meet the standards for irrigation water and will be discharged to the localirrigation systems.

* Refuse from construction camps and work areas will be routinely collected into containedsites and disposed of at local sanitary landfills. The environmental inspector associated withthe construction units will ensure that all rules that apply to the correct handling of solidwastes are strictly adhered to and that waste is properly disposed.

* Vehicles and machinery will be maintained in the construction camps in a central area on animpermeable surface. Fuel will be stored in leak-proof above ground tanks on animpermeable surface. Used oil, oil filters and oily rags will be encased in leak-proof drumsand disposed in the local sanitary landfill. Cooking oils will be kept in a locked building on animpermeable surface.

4.7.2 Operation

4.7.2.1 Effect of Bridges on River Flow

The stretch of river near the bridge will remain relatively unchanged after construction of thebridge. Being located in mountainous gorges, the Weihe River will be contained within the riverchannel. Following bridge construction, the percentage of overbank flow will increase to acertain degree resulting in some change to the morphology of the riverbank, however flow willbe contained within the river channel with only minor changes to the riverbank. Mortared brickwill protect the riverbanks from scour.

4.7.2.2 Discharge of Wastewater and Major Pollutants- Major Stations

After completion of the Baolan project, wastewater discharge will total 436.7x104 t/a, which is anincrease of 153.3 xl 04 t/a.

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The predicted level of water consumption during operation of the Baolan railway line willincrease from 412.7 x 104 t/a to 628.9 x 104 t/a or by 52.4% - most of these increasesoccurring at the major stations.

New secondary sewage treatment facilities will be installed at the Baoji, Tianshui, Longxi, andLanzhou Stations. Waste water and sewage generated at these stations will be treated by thesefacilities prior to discharge to the Municipal Sewage Treatment System. Other large stations willdischarge waste to existing domestic waste treatment facilities. Sewage treated at the mainstations will meet the standard for "Comprehensive Sewage Discharge Standard" Class 1(GB8978-96). While total waste water discharge at these major stations will increase as a resultof the new railway line, the volume of pollutants will actually decrease because of the wastetreatment being added (Table 4.7-1).

Table 4.7-1Quantities of Wastewater and Major Pollutants Discharge Before and

After Operation of the Proposed New Line (1 x 104tVa)

Wastewater Production 59.0 79.9 20.9 35.4Discharge Domestic 224.4 356.8 132.4 59.01x10

4t/a) Total 283.4 436.7 153.3 54.1

Normal Discharge 229.2 -341.1 -59.8SS 570.3 Maximum Abnormal 877.8 +307.5 +53.9

Discharge

Normal Discharge 149.6 -313.9 -67.7BOD5 463.6 Maximum Abnormal 723.1 +259.5 +56.0

Discharge

Normal Discharge 373.1 -783.4 -67.7COD 1,156.5 Maximum Abnormal 1801.4 +644.9 +55.8

____ ___ ____ ___ ___ ____ ___ ___ D ischarge

Normal Discharge 13.0 -19.4 -59.9Oil 32.4 Maximum Abnormal 53.1 +20.7 +63.9

Jischarge ._.

Sewage and wastewater at intermediate stations will be treated with a septic treatment systemto meet irrigation standards for water. The treated wastewater will be discharged to irrigationditches.

4.8 Geology

There are ten regions along the proposed railway line where hazardous geologic processestypically occur on a large scale including slides, slumps, mudflows and flooding. Siteinvestigations and interpretation of aerial photographs in the area of the existing rail lineindicates there have been 81 rockslides, 98 slumps and 128 mudflows.

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4.8.1 Construction

The new Baolan line will avoid areas of poor geological stability. Bridges will be built across theWeihe River and major gorges, and tunnels will be built to avoid areas of unstable geologywherever possible. The use of specialized backfill and the development of surface andsubsurface drainage systems will be key to stabilizing the rail bed in the loess terrain betweenLongxi and Lanzhou.

In total, 104 retaining walls will be erected, slope protection installed at 82 locations, bank scourprotection provided at 42 locations, 9 drainage ditches will be relocated, 4 elevatedembankments built and 1 major landslide area stabilized with geotechnical materials andengineered structures.

Tunnel construction may impact underground water flows, which may reduce residential wellwater production to approximately 300 households. Tunnels will be closely inspected duringconstruction to ensure that all seepages are identified and properly sealed to stop flow into thetunnel. Potential ramifications to nearby water wells will also be monitored. Accordingly MORhas allocated RMB 750,000 for expenses that might be incurred for payment of the monitoringprograms, and construction of alternate water supplies.

4.9 Topography, Geomorphology and Soil

The topography ranges from mountainous terrain with numerous steep gorges and windingrivers between Baoji and Tianshui, level to gently undulating plains between Boyang andTianshui, the Weihe gorge (average depths of between 100 and 200 m) between Boyang andShetang , and a loess plain between Tianshui-Lanzhou with several major river crossings andgorges.

In general, the soil along the proposed route is poor and the agricultural production is low.Crops include wheat, corn, beans and oil.

4.9.1 Construction

4.9.1.1 Railbed Construction and Associated Disturbances

Soil erosion is a primary concern when constructing the rail bed, tunnels, bridges, developingborrow and spoil disposal sites, and stripping soil from fertile farmland. In addition to soil erosioncaused by construction, geological failures such as debris flows, and landslides may increaseerosion. The development of borrow sites and spoil disposal areas will result in disruption ofsurface vegetation, and the removal of shrubs, trees and orchards. See Figures 2.4.1-1 to2.4.1-5 for location of major borrow and spoil disposal sites.

4.9.1.2 Access Roads

The design for the construction of trunk and branch roads will vary from place to placedepending on terrain and condition of the existing roads. Fixed designs can therefore not be



prepared. Rather, design criteria have been developed providing guidelines for the location,use, maintenance and abandonment of permanent and temporary access roads. Contractorswill submit plans to the PlUs for approval prior to conducting the work.

Mitigation will minimize the impacts of noise and dust and will control potential erosion resultingfrom the construction and abandonment of temporary roads. Original land use will be restoredin agricultural areas and wasteland with soil will be revegetated promptly following therestoration of the soil cover. Newly constructed permanent access roads will provide a positivebenefit to local residents.

4.9.1.3 Construction Camps

Camps will be located on wasteland, ie., non-agricultural land wherever possible to minimize theimpacts on the local population. Areas of hard, low permeability ground will be selected formaintenance and repair of machinery. The waste oil will be reclaimed and reused, preventingthe pollution of soil and surface water. Any areas of contaminated soil will be removed anddisposed in an approved disposal site on abandonment. Following abandonment, all structuresand equipment will be removed and the land returned to its original condition. Erosion controlmeasures and revegetation will be carried out where required to stabilize the site against thepotential of degradation following abandonment.

4.9.2 Erosion Control Measures

To minimize erosion, the design incorporates use of cut material as fill - to reduce the volumeof discarded overburden or soil material, selection of an alignment to avoid cultivated and fertilefarmland; where this is not possible - to reclaim disturbed areas to equal quality afterconstruction, returning topsoil stripped prior to construction, cultivating soil to relieve compactionand seeding of disturbed areas as soon as possible. In areas of high geologic instabilityengineering designs have accounted for instabilities.

Erosion control measures will include retaining walls, jute matting, drainage control structures -all based on the specific site characteristics. There will be 244 protective structures, including104 retaining walls, 83 reinforced slopes, 42 scour prevention structures, 4 high embankments,11 canal relocations and 3 deep roadbed cuts.

Reclamation will begin immediately following construction to preserve the soil and to minimizethe potential for erosion. The species will be selected based on local soil, weather and siteconditions. Considering the entire rail line, a total of 181.69 ha will be reclaimed and additional112.66 ha are to be planted to grasses and forests, the vegetation depending upon siterequirements and vegetation cover on adjacent lands.

Erosion is anticipated to be under control within two years after completion of construction.Predicted erosion losses during this period of time total 120,829 t/a comprised of 3,500t/a fromcut slopes along the rail line, 4,045 t/a from excavations at new and expanded stations, and

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15,174 t/a from spoil generated from tunnel excavations- calculations based on the use of USLEsoil loss equation using standards derived at local water and soil conservation centers.

With the implementation of the soil erosion control measures it can be expected that after aperiod of five years the soil loss from the reclaimed areas will be less than the current annualloss of soil and the quality and quantity of vegetation on land that was disturbed will be superiorto that which existed prior to construction.

4.10 Vegetation

Vegetation in the study area is mainly cultivated. Native vegetation is primarily herbaceousspecies and shrubby xerophytes. There are no natural forests in the area, trees are primarilyplanted and grow slowly due to the lack of moisture. Vegetation cover ranges from 30% to 50%.

4.10.1 Construction

An estimated total of 85,866 trees, including 36, 675 fruit trees (Apple, Pepper, Peach, Apricot,Pear), and 36, 862 m2 of shrubs will be removed during construction of the rail bed andassociated facilities. When feasible (2,170 m2) bushes and saplings removed duringconstruction will be used in reclamation.

Reclamation will begin immediately following construction to preserve the soil and to minimizethe potential for erosion. Grass seed will be selected to avoid the introduction of weeds. In total200,000 trees, 835,000 shrubs and 37,700 flowers will be planted; and 497,400 M2 seeded tograss and 935,550 M2 seeded to a mixture of plants.

In total 314 .98 ha will be revegetated which is 7.6 times greater than the area of disturbedvegetation.

4.11 Wildlife and Fisheries

There are no known wildlife or fisheries resources in the area of the proposed Baolan railway.The existing railway line has been operating for approximately 50 years without incidence towildlife. Fisheries resources have been disturbed and heavily impacted by past managementincluding over fishing and pollution of watercourses. The new line will operate as the old lineexcept for increased speed and frequency of trains. There are no expected impacts to wildlifeor fish through construction or operation of the system.

4.12 Resource Use

4.12.1 Land Expropriation

The permanent land requirements of the project are 737 ha, of which 441.1 ha will be newlyacquired for the construction of the Baolan line. Another 23.3 ha of housing land will beexpropriated. Temporary land requirement is 389.71 ha.



The newly requisitioned land (441.4 ha) is comprised of 338.5 ha of plowland and 59.4 hawasteland. Temporary requisitioned land is comprised of 300.1 ha plowland and 89.2 hawasteland. Crop production lost from the temporary and permanent use of land is estimated at652897 kg, based upon average production of 2986 kg/ha and 2250 kg/ha in the Shanxi andGansu provinces, respectively.

4.12.1.1 Analysis of Effects on Agriculture Lands

Mitigation to reduce the impacts of construction of the proposed Baolan Second Rail line onprime agricultural land include ensuring that topsoil will be stripped and salvaged forreplacement following construction. This will include 272.7 ha of rail line construction area,174.35 ha for station construction and 43 ha for spoil discard sites from tunnel construction.Reclaimed land must be of similar or better quality to the land that was disturbed. Failing tomeet this standard requires that compensation fees be paid through consultation with the landbureaus of Shaanxi and Gansu Provinces. New agricultural practices such as orchardproduction will be encouraged on land no longer suitable for annual cultivation.

After the new railway is put into operation, 300.1 ha of the 338.5 ha of the farmland disturbedduring construction will be reclaimed to farmland or revegetated thereby reducing the long-termimpacts of the project. Treated sewage, suitable for irrigation will be available, and will beprovided for agricultural use.

During construction 112.66 ha of vegetation will be disturbed, which will be reclaimed tograsses. In addition to the area reclaimed from disturbance an additional 181.69 ha will beafforested. Through reclamation and revegetation procedures the overall soil erosion isexpected to decline from current levels.

4.12.2 Industry and Mining

There are several types of mineral resources that exist along the proposed line including leadand zinc mines in the Tianshui, Chengxian and Xihe Counties; small sulphur ore mines in thevicinity of Tuoshiy; limestone in Wushan and Yuzhong Counties - extracted for cement factorieslocated in Wushan, Gaoya, and Gancaodian; and small-scale dolomite and silica mines for usein a plate glass factory in Lanzhou.

Though mineral resources are abundant in the region crossed by the Baolan Second Rail Line,none of the reserves will be affected by the railway development.

4.12.3 Power Supply

There is a current oversupply of electrical power in the region. Therefore, no impacts to theexisting power supply are expected with implementation of the Baolan project.



The operation of the new rail line will increase the demands on the regional power supplyresulting in an increased use of fossil fuels and a corresponding increase in emissions. It isestimated that the removal rate of particulates (smoke and dust) will be 97% in 2008 and 99% in2013. In 1996, the removal rate of SO2 was 7%. The recovery of SO2 and desulphurizationfacilities are being used more frequently, with the current efficiency rates of most facilities over80%. The removal rate will increase to 85% in 2013.

4.12.4 Effects of Construction on Urban Transportation

Vehicles in the construction of Baolan Railway line will add some pressures to the municipaltraffic. The construction units will arrange their transportation to avoid the rush hours, lesseningdisturbance to the municipal traffic. Construction related vehicles will also avoid passing byhospitals, schools (if students live there) and residential communities at night.



5.0 HISTORICAL AND CULTURAL RESOURCES

Ancient cultural resources and historic sites are numerous along the proposed Baolan rail line.In March to May, 2000, accompanied by the construction and design units, The Institute ofArcheology of Shaanxi Province and The Institute of Cultural Relics and Archieology of GansuProvince surveyed the entire line. A total of 19 cultural relic sites were located in the ShaanxiProvince and 29 in Gansu province.

The protection of cultural relics has been incorporated into the project construction plan and theEnvironmental Action Plan. The three known sites to be disturbed in Shaanxi Province will beexcavated prior to disturbance of the area for borrow extraction.

All 44 cultural relics and mitigation measures to be applied prior to construction have beenreviewed and approved by relevant provincial government agencies.

When cultural relics are discovered during excavation, representatives from the Bureaus willdevelop procedures to ensure that the appropriate protection procedures are adopted.

The cultural relics excavated from the sites will be collected and categorized by the provincialcultural administrations and sent to the cultural relic museum for preservation.

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6.0 SOCIAL IMPACT ASSESSMENT

The total area serviced by this rail line is approximately 70 thousand square kilometers.At present, the total population within this area is approximately 9 mrillion people, andthe cultivated area is approximately 1 400 000 ha. An estimated 24 °/ (3.023 million) ofthe people within the project area live in urban areas, i.e., are non-agriicultural.

The existing highway network is limited and communication and transportation within the studyarea relies on the railway. Highways running along the Weihe River are currently beingupgraded and improved.

6.1 Effects of Closing Railway Stations

Thirty-three of the 74 railway stations along the existing Baolan Railway line will be closed.Some of the older workers will be unemployed after these stations are closed. However, afterBaolan Railway line has been expanded, the requirement workers will be increased providingopportunities for employment after they get some training.

The railway stations to be closed are small countryside stations with little local commercegenerating only low volumes of freight and few passengers. Given these conditions, andconsidering that the road transportation has improved in recent years, the effect on the localeconomy is expected to be minor.

6.2 Construction

6.2.1 Positive Impacts

Railway construction will provide employment to local residents. Five percent of the total volumeof earth and stone work (83x104 cubic meters) will be completed by local workers. This willresult in a total annual income of RMB 2.8x107/year.

Local building material industries will supply cement, sand stone and other materials. Productioncapacity of the Wushan, Gao'ai and Gancho cement companies will increase by 25 to 30%.

The construction project will increase the movement of workers and people in the area,providing a greater exchange of technology and business opportunities. The service industry willhave a corresponding increased market base. Money spent within the local economies isestimated to be RMB 100x108, which will have a multiplier effect as the money is spentthroughout the community. This will improve the business base in the region and will lead toadditional services being provided.

The improvements to the railway will attract other businesses, which will promote thedevelopment of the local economy and increase the overall financial base.



6.2.2 Negative Impacts

Construction will cause an inconvenience in local transportation in the short term. The increasein workers and materials will increase demands on municipal support systems and thetransportation network. Road construction will impact traffic and will result in the closure of someroads.

Some irrigation/water supply systems will be temporarily impacted or permanently damaged(e.g., water wells near tunnel projects) requiring restoration or replacement. Temporary impactsof dust and erosion to cropland may also occur. Increased sewage disposal to ditches andirrigation systems will occur.

Once construction ends, the numbers of workers and the amount of money spent within theregion will decline which may result in some businesses becoming unprofitable.

The following measures will be implemented to mitigate negative impacts:

* strengthening contacts with local government during project development includingproviding public notification to endure that potential workers are educated and aware ofpotential opportunities;

* designing and constructing roads in consultation with local residents. Designating specificroads for the transport of large-scale machines and vehicles. Reducing dust levels on roadsto protect crops; and

* increasing the environmental awareness of construction personnel, establishing rules andsystems for environmental protection during construction, especially the handling ofwastewater, garbage, and sewage.

6.3 Operation

The new rail line will employ 5251 staff, promote the local economy and accelerate the processof urbanization of villages and towns along the line by enlarging cities, and expanding villagesinto towns.

The impact of greatest significance from a social standpoint associated with the proposedBaolan Second Rail line relates to land acquisition and relocation of people.

6.3.1 Land Requisition, Removal and Resettlement

The land requisition, removal and resettlement process is a complicated social task that will becarried out according to the policy and laws from the Government of China and local authoritiesto avoid negative effects during the implementation of the project.

The railway units will handle the removal of dwellings and relocation of individuals employed bythe railway. For individuals not employed by the railway, house removal, resettlement, farmlandexpropriation and reconstruction will be the responsibility of the unit in charge of construction.



This unit will be expected to resolve issues in cooperation with the local government, the railwayoffice and the people affected. The railway construction headquarters will establish the scope ofland requisition and compensation. Local governments will process issues for those peopleunwilling to resettle, ensuring that compensation is properly allocated and that their standard ofliving is not diminished

Special considerations will be made for old, illiterate and semi-illiterate people to assist in theresettlement. Also, those people losing farmland will be given special consideration. Whereappropriate, these people will be provided training to adapt to new employment. The total costof land requisition, removal and resettlement for the proposed Baolan is estimated at203.5539 million RMB, of which land requisition cost is 64.5555 million RMB, and relocationcost is 138.9984 million RMB.

6.3.1.1 General Principles of Land Requisition, Removal and Resettlement

The following mitigation measures will be implemented to minimize the impacts of resettlement:

* reduce land requisition, removal and resettlement to the minimum extent that will still allowthe project to proceed, and use existing railway land as much as possible;

* minimize the amount of land removed from agricultural and urban areas;

* maintain similar productivity of land, production from businesses, business conditions andliving standards of resettled people; and

* adhere to all laws and regulation, provide compensation in a timely manner.

The objectives of resettlement for the proposed new sections of the proposed Boalan secondrailway are:

* local communities should benefit from the earnings of the project development;

* with the help and support of the government, resettled people should be able to raise theirincome standards to at least that which they had prior to relocation;

* the farming population should be resettled on land of similar farming value to reduce therisk of resettlement;

* cultural and educational backgrounds of the population may result in the need for somepeople to seek alternate sources of employment, or a change in profession. However, newemployment must be based on the free will of the relocated individual;

* the resettlement plan will be determined in consultation with effected people byencouraging local participation in all processes of resettlement;

* before land is removed, relocated individuals will be provided compensation in an amountcompensatory with the value of their property; and

* for urban areas, plans will be developed to maintain original production and managementlevels, and to promote regional economic development.



7.0 PUBLIC PARTICIPATION

At the beginning of this project, local media publicized detailed information about this projectthrough radio, TV, newspapers and other media. The general information about the project,such as investment, line location, railway station setting, earthwork, land expropriation range,compensation criteria, and bridge and tunnel arrangements were provided to residents alongthe line.

During the environmental assessment phase (conducted in 1999), assessment units met withmany departments and agencies of agriculture, statistics, planning, forestry, environmentprotection, meteorological department, transportation, land, C.P.P.C.C., NPC, and the People'sGovernment. This included an investigation of the social, economic, and environmental status ofthe future railway line. Experts on this region in various disciplines were also contacted andopinions regarding the environmental and social assessment methodology and evaluationcriteria were solicited.

Public participation surveys were also carried out during different phases of the environmentalassessment work. A standard questionnaire was provided to all participants to maintainconsistency in responses and to allow for a statistical evaluation of opinions.

A total of 66 people were surveyed at the outline stage of the environmental assessment. Afurther 80 people were contacted after the EIA was complete. A third survey of 36 people wasconducted at the request of the World Bank to increase the number of women contacted. Thepeople contacted included different ages, sexes, occupations and strata.

Additional surveys were conducted to satisfy review comments of the World Bank. In April,2000 another 26 people were surveyed while conducting supplementary environmentalassessment work. In June, 2000 another public survey was organized during which 155 peopleresponded to the questionnaire.

In addition to the public participation meetings, a total of ten public consultation meetings wereheld from October 29 to December 6, 2000, attended by a total of 1,054 people. The projectwas described, key environmental impacts identified and measures to mitigate or control theseimpacts were described and discussed.

7.1 Results of Surveys

Knowledge and endorsement of the project increased from the time of the first survey. Resultsof the later surveys, conducted during and following EIA preparation follow:

7.1.1.1 Project Awareness

A large majority of the surveyed people (96.4%) supported the proposed project in the surveyscarried out during and following EIA preparation. Knowledge of the project had increased -



32.5% of the respondents were familiar with the project compared to 6% during the initialsurvey. Agreement with the location of the line (73.8%) remained much the same.

7.1.1.2 Environmental Protection

Environmental protection was an important concern to 93.8% of the surveyed people. Noisewas the key environmental issue for 85.6% of the respondents; 54.4% selected acousticbarriers to be the proper measure to reduce the noise, and 46.3% selected the use of greenbelts. Other environmental issues considered important included: electromagnetic emissions,vibration, garbage, and land requisition. When the people were questioned on the impact of theconstruction to the landscape, 46.1% think it "so-so".

7.1.1.3 Economic Development

Among the sampled group, 92.5% felt that the construction of the proposed railway would havea favorable effect on the local economic development. Individual income is believed to increaseby 48.5% of the respondents.

7.1.1.4 Land Requisition and Relocation

Most of the questioned local residents had knowledge of the proposed project and of landexpropriation. Of the sample group, 80.0% accepted the government's arrangement and willcooperate with the PlUs responsible for requisition of land. As to living conditions after landrequisition, 81.0% of the participants hoped to get reasonable compensation according to therelated national decrees. Some people hoped for new land (28.2%) and for opportunities ofemployment (23.6%). For resettlement, 66.9% hope to settle nearby within the same village,56.7% would accept the government's arrangement, and 11.1% hoped to be relocated in othervillages.

7.2 Comments and Recommendations From the Public

Concerns expressed by the public during the public participation survey and public consultationmeetings (summarized in Table 7.2-1) related to noise, dust, water and soil conservation, landrequisition, water supply, safety at railway crossings, TV reception. The implementation ofplanned mitigative measures should alleviate these concerns.

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Table 7.2-1Summary of Public Consultation Meetings for the Baolan Railway

t4oN ?+ Time?>-' Locaf6t'v.-t?7 Paricipa v s, i-'- - -Ma su*ges- .1 2000.10.29 Caijiasi Village in 102 persons of Reduce the impact to the Rail base

Gangu Caijiaasi Village in vegetation and land, andCounty Gangu County reclaim the borrow pits and

spoil sties.

2 Nov., 30 The 381n middle Teachers and Though a noise barrier will be Near the Lanzhouschool of students, totally installed, the efficiency is station, highLanzhou 105 persons. questioned. Relocation is bridge and noise

requested. barrier aredesigned.

3 Dec., 2 Xinyaopo village 124 villagers of Spreading water on the access Xinqueer Tunnelin Gaoya Town Xinyaopo, road to avoid dust, andof Yuzhong Shangshe, Xiashe reclamation of the spoil sites.County Village.

4 Dec., 2 Yuntian village in 97 villagers of The dust problem and the noise Road baseLongxi County Yuntian Village problem at the Yuntian middle

school.5 Dec., 2 Tonganyi village 102 villagers of After the construction of bridge Xianhe big bridge

in Tonganyi town Tonganyi and finished, the river need to bein Longxi County Shangjie village. dredged in time.

6 Dec., 3 Peijia village in 113 persons of Safety of the villagers and Road baseLuomen town of Peiji village especially the students whenWushan County crossing the railway; the dust

problem.7 Dec., 3 Weishuiyu village 112 villagers of The dust problem and the on- Road Base

in Gangu County Weishuiyu village site rubbish problem8 Dec., 3 Hefeng village in 83 villagers of Less use of farmland and Xijvsigou tunnel

Tianshui Beidao Hefeng and other orchards; request that the wellsDistrict villages developed for construction be!

used for irrigation after thel__________ ________________ project finished.

9 Dec., 4 Doujiaxia villages 128 persons of Reclamation of the borrow pits Road basein Tianshui Doujiaxia Village. and temporary land usedBeidao District during construction; noise at

l Doujiaxia fundamental school.10 Dec., 4 Batuhe village in 87 persons of Safety of the villagers when Road base

Tianshui Beidao Batuhe, crossing the railway; the dustDistrict Dongjiahewan problem. Reclamation of

I villages. temporarily used land

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8.0 ENVIRONMENTAL MONITORING AND CONTROL PROGRAM

Environmental monitoring of the new rail line will be the responsibility of the Z:hengzhou andLanzhour railway bureaus, the Shaanxi and Gansu environment protection bureaus, and theNational environment protection bureau, who will supervise and administer the construction.Environment monitoring includes the management in the design, construction and operationstages.

8.1 Construction

Before Construction is begun a training course will be provided for all staff responsible forenvironmental protection. Training will be provided by the Zhengzhou and Lanzhou Railwaybureaus and topics will include national and local laws and regulations relevant to constructionincluding:

* monitoring and control to the environmental impact (water, air, noise) caused by theconstruction and operation of the new rail line;

* monitoring and control of the resettlement caused by exploration of land; and

* monitoring and control of the environmental impact caused by induced development project.

Monitoring during the construction period will target proper topsoil handling, and implementationof protection measures to avoid soil erosion, appropriate handling and disposal of human wasteand sewage from construction sites. Monitoring of noise and dust levels will be conducted atappropriate intervals to ensure that construction does not affect the environment or the quality oflife for those people living near the construction sites.

Daily monitoring will be the responsibility of the project implementation units. They will developthe criteria and the recording format specific to the environmental issues of concern for theconstruction being undertaken. Results of daily monitoring will be recorded by the PIUsupervisor. Periodic monitoring will be the responsibility of the environmental monitoring unitsappointed by the project implementation units.

Results of monitoring programs will be reported on a daily basis to the relative administrativedepartments at Zhengzhou and Lanzhou Railway Bureaus where they will be recorded in theenvironmental supervisors report. It will be the responsibility of the environmental supervisors toensure that appropriate action is taken by construction units to rectify or correct any activity thatdoes not comply with environmental guidelines and then to report the success of thesecorrective measures. Criteria used to determine environmental compliance will be developedjointly by the construction and supervision units.

Environmental monitoring and control during construction of the Baolan Second Railway Line,will be the responsibility of the Beijing Oasis Environmental Protection Technology CompanyLtd. The management framework is shown in Figure 8.1-1.



8.2 Operation

Environmental monitoring during the operation of the proposed railway will be conducted by theenvironmental monitoring units within the railway system. The professional environmentalmonitoring stations at the provincial, municipal and county level will periodically review themonitoring program, as shown in Figure 8.2-1.

Regular monitoring programs will include the following:

* Sewage: pH, petroleum, COD, SS, BOD5and COD;

* Noise: ambient dB(A); and

* Air pollutants: NO, flue gas, and SO2 (waste gas from boilers, furnaces and diesellocomotives).

Figure 8.1-1 Framework for Environmental Monitoring and Control

Consulting Service

Entrusted, Assisting

Engineering Project Command Post for EnvironmentalCommand Post in Baolan Second Monitoring andXi'an, Zhengzhou Railway, Lanzhou Control UnitsRailway Bureau Railway Bureau

Subcontracting Training

Subcontracted l

I -1 ~ ~~~~~~~Supervising

Constructor SupervisionUnits

| Implementation | Supervision

Proposed Project 44 Suevsn th

implementation

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Figure 8.2-1 Framework for Environmental Monitoring System during the Operationof the Proposed Project

General Environment Monitoring Stationof China (first grade station)

Environment Monitoring Station of MOR Provincial Environment Monitoring Station of(Second grade station) Shaanxi and Gansu (Second grade station)

Environment Monitoring Station of Local 1 [ Environment Monitoring Stations at city 1Railway Bureaus (Third grade station) or region level (Third grade station)

Environment Monitoring Stations of Environment Monitoring Station atlocal Railway sub-bureaus county or district level

(forth grade station) (Forth grade station)

Laboratory of polluting railway units

8.2.1 Monitoring of Resettlement

Monitoring of resettlement will be undertaken by the governmental bodies, and supervised byInstitute of Introduction and Utilization of Foreign Investment, the Southwest CommunicationUniversity, which is an independent third-party monitoring and assessment unit for the proposedproject, entrusted by the MOR and PlUs. Monitoring is to determine the following:

* ensuring the standard of life of the resettled people is similar to or better than their originallevel;

* the payment of compensation for land requisition and relocation is satisfactory; and

* the convenience of transportation of the resettled people.

8.2.2 Monitoring of Secondary Environmental Impacts

The completion of the Baolan Second Railway will greatly improve local transportation, enhancelocal economic development and provide more opportunities in employment. However, therewill also be an increase in environmental impacts and pollution sources from new industries.



The environmental protection administrations in Gansu and Shaanxi Provinces will monitor forissues associated with secondary environmental impacts.

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9.0 ENVIRONMENTAL MANAGEMENT AND TRAINING

9.1 Management

The environmental protection offices in Zhengzhou and Lanzhou Railway Bureaus are in chargeof the environmental management along the proposed Baolan Railway. The environmentalprotection offices and environmental monitoring stations in their subordinated Xi'an andLanzhou Railway Sub-bureaus will supervise the environmental management and monitoringtasks over their respective sections. The local environmental protection departments atprovincial and municipal levels along the proposed line will be responsible for the supervisionand management of environmental aspects related to the construction and operation of theproposed line. The management will cover the complete process of the project, includingdesign, construction and operation. The project implementation units will be liable for theenvironmental problem arising from the construction of the Baolan Second Rail line.

9.2 Environmental Management Training Plan

Beijing Oasis Environmental Protection Technology Co., Ltd., will be responsible for the trainingof technical managers, and full-time and part-time environmental protection staff in theconstruction and supervision units.

Training will focus on:

* Regulations (State, provincial and district) and requirements for environmental protectionand water and soil conservation during construction; and

* Guidelines for environmental monitoring and control during construction.

Trainers are to include experts and officials from the Environmental Protection Office of MOR,Gansu and Shaanxi Provincial EPBs, and Water and Soil Conservation Bureaus; team leadersof the design team in FSDI under MOR, and Beijing Oasis Environmental Protection TechnologyCo., Ltd. The total cost of training for both the construction and operation phases is expected tobe approximately RMB 120 000.

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10.0 ENVIRONMENTAL RISK ASSESSMENT

The environmental risk of constructing the new Baolan railway can be divided into three parts:the environmental risk in design, construction and operational stages. The major risk is to theenvironment.

10.1 Design Stage

The Baoji-Tianshui section of the railway will go along the Weihe river valley located to thesouth of Liupanshan Mountain and the west of Qinling Mountain. The topography is undulatingwith steep valleys and difficult geologic conditions. There are 81 slides and dislocation falls,98 collapse areas, and 128 valleys of mud rock flows to be crossed. Improper construction canresult in mud rock flows or rock collapse. There is a risk of unsafe train operation resulting inloss of life and property. During project design, factors such as topography, geomorphology,meteorology, hydrology and geology, were considered together with social elements such ascities, towns, villages, factories, mines and agricultural land use during selection of the routeand engineering requirements. The project design adheres to all applicable state laws andregulations for environmental protection.

10.2 Construction Stage

The ecological environment of the proposed railway is such that disturbance to soil and water islikely to occur. The main risks include the potential for flooding caused by the railbed blockingthe river system, soil erosion and landslides caused by the stripping of vegetation frommountain sides. Past experience in the area documents a high probability of encounteringinstabilities, especially when groundwater flow is disrupted or intercepted. Water and soil losseswill be prevented as much as possible by selecting an appropriate route and incorporatingnecessary environmental protection measures during design. Borrow pits and spoil disposalsites will be selected in areas of stable terrain to minimize disturbance. Bridges are designed forthe 1/100 year flood events except for extra-long bridges which are designed for 1/300 yearfloods. Culverts are designed for 1/50 year floods. Combustibles, explosives, and poisons willbe controlled and will only be handled by a trained professional.

All construction will adhere to the designs for environmental protection. Construction periods willbe scheduled to avoid flood seasons, and no materials will block existing drainages. Borrow pitsand spoil areas will be located away from unstable geological conditions.

Construction units will have an organization and preparation plan to deal with emergencies. Allemergencies will take priority over construction. Following construction the disturbed areas willbe fully reclaimed to the existing land capability to prevent soil erosion.

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10.3 Operation Stage

Railway transportation has a relatively low risk of operation in comparison to other forms oftransportation. During operation the greatest risk is from leakage of potentially hazardousmaterials and accidents. This risk is mitigated through strict adherence to operationalregulations including the management of dangerous cargo during loading and unloading, andstorage. Railway operations will accumulate amounts of waste oil and other materials. Thesegoods will be periodically disposed of through the appropriate methods.

Operational procedures will adhere to the regulations of train procedures and the handling ofdangerous goods.

Throughout all phases of the project there is a commitment to providing all personnel involvedwith the appropriate level of training to ensure that the appropriate regulations andenvironmental protection measures are implemented in a timely fashion.

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APPENDIX A

APPENDIX A

PROJECT DOCUMENTS

APPENDIX A - The World BankEnvironmental Assessment Summary for theProposed Baoji-Lanzhou Second Railway LineMarch 2001

APPENDIX A-1Document Issued by State Environmental Protection Administration

No. (1999) 132

Reply Letter of Examination Opinions on the Environmental Appraisal Outlineabout the Second Line of Baoji-Lanzhou on Longhai Railway Financed

by the World Bank Loan

The first Exploration and Design Institute of Ministry of Railways:

We acknowledge receipt of your letter of "reporting the environmental appraisal outline aboutthe second line of Baoji-Lanzhou on Longhai Railway" No.( (1999)315). We reply your above-mentioned letter (abbreviated as outline in the following) and raise our examination opinions asfollowing:

I. We agree with the work contents determined in the outline in principle. You may begin yourenvironmental appraisal work based on it.

I. You should pay attention to the following problems when you draft the report:

1. You should integrate your environmental appraisal work with the overall citydevelopment plan, environmental protection plan and environmental function districtsdivision of the on-line cities and counties. The key points of appraisal are impacts onecological environment, noise environment and water environment. The contents ofappraisal work and form should be based on the stipulations of the environmentsupervision document No. (1993) 324.

2. The key points of ecological environment appraisal are the impacts of removal soils,the protection of slag discard yards, the renovation measures of agricultural ecologyand vegetation. Water and soil protection plans should be listed in a separatechapter.

3. There are relatively large amount of noise sensitive points in this project and so inyour appraisal you should list the standard-exceeding noise areas, the extent ofexceeding and the population affected in the railway section of major environmentalsensitive points. You should also suggest the protection measures of noiseenvironmental pollution and demonstrate their technical and economical feasibility.

4. You should pay special attention to the demonstration of technical and economicalfeasibility of the standard emission and disposing measures for the sewage in waterenvironment impacts appraisal.

Ill. The standards of appraisal should be based on the environmental function district divisionof the project location. If the function division is still not determined, it should bedetermined by the document issued by Shaanxi Environmental protection Bureau andGansu Environmental protection Bureau.

IV. The appraisal expense should be calculated according to the actual work volume andthe expense-collecting standard approved by the local price administration department.

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State Environmental Protection AdministrationSept. 1, 1999

CC: Department of Development Plans of Ministry of Railways, Shaanxi Environmentalprotection Bureau, Gansu Environmental protection Bureau, the Construction ProjectsAdministration Centre of Zhengzhou Railway Bureau, the Environmental ProjectAppraisal Center of State Environmental Protection Administration

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APPENDIX A-2

Specialist proposition of Examination Meeting for Appraisal Outline about the Second Line ofBaoji-Lanzhou on Longhai Railway

I. This appraisal outline is drafted according to standards. Its contents are overall. The keypoints are outstanding. The materials are rich. The level appraisal method and thedefinition of appraisal factors are basically appropriate. The protection objectives arebasically clear. The installation of subjects is relatively reasonable. It can be reported forapproval after revision and supplement.

II. The Problems Which Should Be Paid Attention to in Revising and Drafting of Report:

1. The documents of No. 31 and No. 5 (1993) issued by the State Council and therelevant plans of Baoji city, Tianshui city, Longxi city and Lanzhou city should besupplemented as the drafting basis. The functions and types of the relevant rivers onthe railway line should be re-ratified.

2. Further ratification is needed for the ecological environment level appraisal. Detailedanalysis and expounds are needed for road and passenger stability conditions in thebad and special geologic sections where double and single detour measures areadopted and the sections where the two detour measures co-exist. The key appraisalpoints should be the protection of project soil (slag) discard yards, the loss of waterin the main agricultural field protection areas and the surface of the tunnels. Theforecast of soil fertility of agricultural ecology, the quality of soil, the growth volume ofplants and the sand load on the construction ground can be ignored.

3. In the noise environment appraisal, for the existed line where the two lines co-existand the single detour section, you should notice whether noise sensitive points withinthe distance of 30m exist. If necessary the current and forecast data should becalculated. Ordinarily equal-value line chart is not necessary for the existed section.Economical and technical comparisons are necessary for the sections where noisereduction measures are adopted.

4. The appraisal of electromagnetism environment can be simplified. The appraisalmaterials for the electromagnetism projects already evaluated can be fully used.Conclusions and measures should be raised for the protection objective.

5. For the appraisal of water environment, the water system chart on the line (includesWeihe function district division chart) should be supplemented and the sewageemission points , the appraisal and monitor points should be indicated. The sewagedisposing measures in the main sections, the standard-achieving conditions and theenvironment problems which still exist should be supplemented in the report. For thesewage emission in Tianshui Station attention should be paid to the protection areasof city water resources and the under-ground pipeline plan of the city.

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APPENDIX A -The World BankEnvironmental Assessment Summary for theProposed Baoji-Lanzhou Second Railway LineMarch 2001

6. In the subject of ecological environment impact appraisal, there should be a specialchapter for water and soil preservation plan. Overall quantity control contents areneeded for the subjects of water environment and atmosphere.

August 13, 1999

Specialist Signature Form of Examination Meeting for Appraisal Outline about theSecond Line of Baoji-Lanzhou on Longhai Railway

(August, 1999)

Name Position Working Unit SignatureInstitute of Acoustics, ChineseLi Bing Guang Research Fellow Acdm ofSine

. ~~~~~~Academy of SciencesEnvironmental protection Committee,

Lai Lu Senior Engineer China Railway Institute

Appraisal Center, StateHan Guo Gang Research Fellow Environmental Protection

AdministrationLi Yao Zeng Deputy Research Institute of Scientific Research,

Fellow Ministry of Railways

Lei Si Wei Senior Engineer North-West Research Institute ofMineral Smeltery

Xi'an University of ArchitecturalZhang Qin Ling Senior Engineer Science



APPENDIX A-3

Letter of Shaanxi Environmental protection BureauShaanxi Environment Letter No. (1999) 67

Reply Letter on the Standards Adopted by Environment Impacts Evaluation of theSecond Line of Baoji-Lanzhou on Longhai Railway

The First Exploration and Design Institute of Ministry of Railways:

We acknowledge receipt of your letter about the adopted standards by "the environmentimpacts evaluation of the second line of Baoji-Lanzhou on Longhai Railway financed by theWorld Bank loan". We agree with the environment impacts evaluation standards suggested byyour institute in principle and have the following opinions:

1. You should refer to and implement the "comprehensive emission standards ofShaanxi local environment standards for major water pollution in the Weihe watersystem(Shaanxi section) " in your evaluation of water environment evaluation.

2. You should refer to and implement the "non-pollution ecology impacts part oftechnical guidance on environmental impacts---industry standards of environmentalprotection of the People's Republic of China."(HJIT19-1997)

Shaanxi Environmental protection Bureau

July 12, 1999

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APPENDIX A-4

Document of Gansu Environmental protection BureauGansu Environment No. (1999) 19

Reply Letter on the Standards Adopted by Environment Impacts Evaluationof the Second Line of Baoji-Lanzhou on Longhai Railway Financed

by the World Bank Loan

The First Exploration and Design Institute of Ministry of Railways:

We acknowledge receipt of your letter on the adopted standards by "the environment impactsevaluation of the second line of Baoji-Lanzhou on Longhai Railway financed by the World Bankloan". After study, we agree with the evaluation standards suggested by your institute inprinciple and the details of our instructions are as follows:

I. Water

1. For the ground water, the "ground water environment quality standards" (GB3838---88)should be executed:

1) For the sections of provincial territory of Weihe---Yuanyang town, Wushan,Wanchuan River and the Yellow River, the third category should be executed.

2) For the section of Weihe from Yuanyang town, Wushan to Wenfeng town, Longxi,the fourth category should be executed.

3) For the Dingxi section of Guanchuan River from the county seat to Chankou, thefifth category should be executed.

2. For the waste water, the first category of "comprehensive emission standards for wastewater"(GB8978-1996) should be executed. During the construction period the wastewater from ordinary living should be disposed properly.

3. For the agriculture irrigation water, the second category of "standards for the quality ofagriculture irrigation water" should be executed.

II. Noise

1. For the noise in the railway boundary territory, "the noise limits for the railway boundaryterritory" (GB12525---1990) should be executed.

2. During the construction period, "the noise limits for the construction boundary territory"(GB12523---1990) should be executed.

3. For noise, "environment noise standards for city area" (GB3096---1993) should beexecuted. For ordinary area, the fourth category should be executed and for thesensitive points(schools and resident areas), the second category should be executed.

Ill. Atmosphere



1. For the ambient atmosphere, the second category of "the quality staindards for ambientatmosphere" (GB3095---1996) should be executed.

2. For the waste gas of boilers, the standards for the second category areas of "theemission standards for the atmosphere pollution of boilers" (GB13271---91) should beexecuted.

IV. Ecology

For the category of soil erosion, 'SL90---96 "classified standards for soil erosion" shouldbe executed.

V. Electromagnetism

For the electromagnetism radiation, the second and third categories of image damagesystem of "the subjective evaluation methods for the images of color T\/s" should beexecuted. The ratio of signal to noise is bounded by 30Db.

VI. The original document of Gansu environment (1999) 16 is annuiled.

Gansu Environmental protection Bureau

Sept., 12, 1999

Sub: major construction projects evaluation standards instructions

CC: the Department of Supervision of State Environmental Protection Administration, theDepartment of Planning of Ministry of Railways, the Environmental Project Appraisal Center ofState Environmental Protection Administration, the Environmental protection Bureau ofLanzhou, the Environmental Protection Bureau of Tianshui and the Environmental ProtectionBureau of Dingxi

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APPENDIX A-5

Specialist Evaluation Opinions on the Pre-Examination Meetingabout the Report of the Environment Impacts of

Second Line of Baoji-Lanzhou on Longhai Railway

The meeting about the pre-examination of the environment impacts of the second line of Baoji-Lanzhou on Longhai railway was held on Jan. 28, 2000 in Beijing. The meeting was presidedby the Department of Development Plans of Ministry of Railway, and representatives from theEnvironmental Project Appraisal Center of State Environmental Protection Administration, theAppraisal Center of Project Designs of Ministry of Railways, Gansu Environmental ProtectionBureau, Lanzhou Environmental Protection Bureau, Shaanxi Environmental protection Bureau,Baoji Environmental Protection Bureau, the Institute of Scientific Research of Ministry ofRailways, the First Research Institute of Ministry of Railways attended the meeting. Eightspecialists from Chinese Academy of Sciences, North-West Research Institute of MineralSmeltery, Xi'an University of Architectural Science were invited to the meeting. An evaluationteam was organized and the list was attached. The representatives and specialists heard thesummary introduction of the report by the evaluated unit. After discussion the team raised thefollowing opinions:

1. The composition of the report is overall. The materials are sufficient. The major points areclear. The evaluation scope is proper. The responsibility scope of water and soil lostprevention is clear. The analysis of environment impacts is reasonable, the measures arepracticable and the conclusions are believable for the disasters in the bad geologicalareas. The report accords with the evaluation opinions in the No. (1999) 132 letter of theState Environmental Protection Administration about the environment evaluation outline ofthis project and the requirements of the World Bank loan. We suggest that the report bedeleted, simplified, revised and supplemented properly and reported to higher authoritiesfor approval.

11. Suggestions

1. Further improvement and reasonable demonstrations are necessary for the positions of majorsoil taking and discard yards in combination with the local plans of cities or towns in theregards of agricultural fields and water conservancy. Re-examination of the slag yardpositions along the river is necessary. The yards which invade the riverbed should berepositioned and interruption of flood division is not permitted.

2. Noise Environment: In the two sides of the existed line the fourth category of GB3096-93standards, and leg7O/70 Dba (day and night) should be adopted in the evaluation. If thesecond line causes an increase of above 3Dba in the sensitive points near the existed, noise-reduction measures should be adopted. The noise standards stipulated by GBJIII-88 of thenational environment letter No. (1999) 46 should be adopted in the double detour and singledetour areas of the new line. In the two sides of line the standards of 78/70db for outdoor ofresident areas should be adopted. The standards of 60db(a) for daytime should be adopted

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for the evaluation of outdoor areas of school ( classrooms). Adjustment measures arenecessary and the relevant investment budget should be suggested.

3. Water Environment

Oil-leakage sedimentation tanks of oblique blank and advection are needed for thedisposition of sewage which contains oil in the Baoji passenger train removal section.Re-utilization of the disposed sewage in the Baoji passenger transportation areashould be considered. Air-floating units are necessary for the disposition of the sewagewhich contains oil in Tianshui section, but non-dissolving air-floating should beadopted. In the Longxi removal section, after filtrated by coke, the sewage whichcontains oil can be emitted. Ordinary disposition yard is necessary for Lanzhou sectionand oil-leakage by sedimentation and non-dissolving air-floating should be adopted.

4. Environmental protection measures and investment should be listed one by one according tothe administration districts division of provinces and districts and the categories of projects forthe purpose of examination and acceptance.

The Specialist Team Li Bing Yan

Jan. 28, 2000, Beijing

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List of Experts of Preliminary Meeting of EIA of the Proposed Second Lineof Baoji-Lanzhou Line of Lianyungang-Lanzhou Railway

(28 January, 2000)

Name"W Prlssoab title U'nit Si-neRLi Binguang Researcher(headman) Acoustics Research Institute of the Chinese Academy of

ScienceLailu Senior engineer Environmental Protection Committee of the Chinese

Railway Society

Zhao Guangfu Senior engineer Assessment Center of State Environmental ProtectionBureau

Zhao Yuexia Senior engineer Appraisal Center of Engineering Design of MOR

Qian Zhenyu Researcher North-West Branch of Scientific Research Institute of MOR

Zhang Qinling Senior engineer Environment and Engineering Department of XianArchitectural Scientific and Technological University

Zhu Laidong Senior engineer North-West Scientific Institute of Mining and Metallurgy

Zhou Yiyi Senior engineer The Fourth Designing and Surveying Institute of MOR

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