China - Third Xinjiang Highway Project : environmental impact assessment (Vol. 2 of 5) : Environmental impact assessment

E537 Vol. 2 Xinjiang III Highway Project (Kuitun - Sailimu Lake) THE ENVIRONMENTAL IMPACT ASSESSMENT Xinjiang Environmental Techniques and Assessment Center January 2002   > A _ = _ _ __ _ _ _ _ _ _ _ .,- ___ _ _ _ __'__ __ _ _ _ __ _ _ _.__ _ _ 's. ZAN tR H Pr4fAh ki *W44M , iefRtJLQ MOMM-, A*XJWIR*Vf- l '_ ., iteB XtteFkiie fkl iHi 44ijf : Y :44v :i1f iit' vP 4004 Al ,.,;~~M 2oo ' :l9 1 H 2004't-12 A 31 H. |(w ~~~~~~ ~ ~~~~1999 / H Prepared by: Xinijiang Environmllental Techlniques anid Asscssmnclt Center Director: Gao Lijun (No.02670 Xingang zhengzi) Reviewed by: Gao Lijtin (No.02670 Xingang zhengzi) Principal-in-charge: Li Xingbua, (No.02671Xingang zhengzi) [Huang Shaohua (No.026SOX lngang zhengzi) Participants: Huang Shaohua, (No .0268OXingang zhengzi) Sheng XIhui, (No.1056OGang zhengzi) Tang Deqing, (No.02683Xingang zhen,zi) Guo YuLiong (No.02681 Xin-gang zheng/i)   Content Chapter I G eneral ... .. .. ... .. .. ... .- ... .. ... .. .. ..1 1.1 Project Background . *.........................................1 1.2 Assessment Objectives and Categories. 2 1.3 Preparation Basis. 2 1 .4 Contents and Focuses of the Assessment ............................................. 3 1.5 Assessment Standard and Plhases ...................................................... 4 1.6 Assessment Scope and Protection Objectives. 5 1.7 Techniques and Methods of the Assessment . 6 1.8 Assessment Procedures ........................... 7 Chapter II Project Description. 8 2.1 Title and Characteristics of the Project. 8 2.2 The Geological Location of the Project. 8 2.3 The Alignment and Major Control Points. 8 2.4 Forecast of Traffic Volume ............................. 9 2.5 Construction Scale and Main Technical Standards .10 2.6 Major Work Quantities . 12 2.7 Engineering Introduction . 13 2.8 Investment Estimation and Arrangement . 17 2.9 Schedule of Project Implementation ... 18 Chapter III Status and Evaluation of the Environmental Quality............................................................... 19 3.1 Introduction of Natural Environment ................................................ 19 3.2 The Status and Assessment of Soil and Ecological Environment-.----------- 21 3.3 Investigation and Evaluation on Quality of Surface Water .34 3.4 Status and Assessment of Acoustic Environmental Quality .39 3.5 Status and Assessment of Air Environmental Quality 43 3.6 Status and Assessment of Socio-economic Environment-.----------------------47 3.7 Status Investigation of Linking Roads. ...............................-----.....49 3.8 Identification of Environmentally Sensitive Spots .51 Chapter IV Forecast Analysis on Regional Environment Impacts ...52   4.1 Analysis on Regional Ecological Environmental Impacts .52 4.2 Impact Assessment on Surface Water Environment. . ----. -----.------.--62 4.3 Assessment of Air Environmental Impact .63 4.4 Forecast and Assessiment of Acoustic Environmental Impact .68 4.5 Assessment on Socio-economy Environmental Impact .81 4.6 Analysis on Environmental Impacts of Linking Roads .90 4.7 Analysis on Soil Erosion Impact .- 92 Chapter VAnalysis on Alternatives" ....................................... 95 5.1 Analysis Methods on the Alternatives . ---........................ ........95 5.2 Comparison Analysis on Alternatives A and B. . ---------------------------96 5.3 Comparison of Partially Substitute Plans .101 5.4 Comparison Results of All Alternatives and Plans-.----------------------------104 5.5 Comparison of Alternative B and Alternative 0 (without Project) . 05 5.6 Recommendations ..106 ChapterVI Cost Estimation & Mitigation Measures of Environmental Impact .107 6.1 Measures to Minimize Environmental Impact during Designing Period-.----107 6.2 Measures to Minimize Environmental Impact during Construction Period--- 113 6.3 Measures to Minimize Environmental Impact during Operation Period . ---.--.119 6.4 Investment Estimation of Environmental Protection .126 Chapter VII Plan of Environmental Monitoring and Control --128 7.1 Plan for Environmental Management-.----------------------------------------------128 7.2 Environmental Monitoring-.----------------------------------------------------------132 Chapter VII Public Consultations.......................................135 8.1 Significance and Role of Public Consultation-.----------------------------------135 8.2 Method of Public Consultations. . -------------------------.------------------136 8.3 Results of Public Consultation---- --.--.140 8.4 Feedback to the Project. .--....--.. ...... 145 Chapter IX Conclusion and Recommendations .146 9.1 Assessment Conclusion-........................................----.*-.*--.*-.*-146 9.2 Recommendations .*- 152   Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 Chapter 1 General 1.1 Project Background Xinjiang LIygur Autonomous Region is located in the center of Eurasia Continent and far away from sea. Highways are the major means of transportation within the Region and to the neighboring provinces and countries. Highway transportation plays a very important role in Xinjiang. The Kuitun - Sailimu Lake Highlway (hereinafter the Kuisai Highway) is one part of the Lianyungang - Korgas national trunk highway. It forms a main section of the national trunk highway "Three Longitudes and Three Latitudes". In the Xinjiang 30-year Network Program, it is one part of "Y-type' main passage. It lies in the middle of Eurasian Continental Bridge. Since ancient times, it has been a road for international trade and cultural exchanges between the countries of middle and East Asia. Of 13 opened passes in Xinjiang, the Kuisai Highway reaches 8. Therefore, it is the crucial highway conmectinig eastern and westem areas in Xinjiang. The Country focuses on developing the western regions. Kuisai Highway, as one of the significant projects of infrastructure constrmction, will play a significant role in the development. However, the existing Kuisai highway is of low standard and poor quality, providing poor service to traffic. Its present condition cannot meet the requirements of fast social and economic development in the locale. Following the opening of the Unimqi - Kuitun Highway, it will undoubtedly become a bottleneck to traffic in the section from Urumqi to Korgas Pass. Therefore, the proposed Kuisai Highway will play an important role in improving transportation conditions of the national highway corridor. It will relieve the conflict between poor transportation capacity and fast economic development requirements by removing the bottleneck section from Urumqi to the Korgas Pass, which can guarantee smooth traffic flow on National Road 312, improve the Region's ability to connect with outside areas and accelerate economic development. The State Development and Planning Committee, the Ministry of Conmmunication and the World Bank have in principle approved the proposed Kuisai Highway Project. It will be constructed with World Bank Loan. The Project Executive Office of Xinjiang High Grade Highway Construction Authority has authorized Xinjiang Highway Planning, Survey & Design Institute to undertake the Projcct Feasibility Studies, the Engineering Feasibility Studies and the initial engineering design. It has also authorized Xinjiang Environmental Techniques and Assessment Center to undertake enivironmienital impact assessment. Project Feasibility Study Report has ratified by the State Council on April of 2001 (see SPC Doc. No. 574 (Jijichu 2001) "Notice of Ratifying the Project Feasibility Study Report of Kuitun-Sailimu Take Highway in National Trunk-way of Lianyungang to Korgas").  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 1.2 Assessment Objectives and Categories 1.2.1 Objectives The objectives of construction environmental impact assessment of Kuisai Highway is to survey social and economic status, the natural ecological status, noise environment and the air quality along the alignment of the proposed highway. Such assessment will be in accord with likely features of highway construction and future traffic status. It will forecast and analyse the Project's degree of impact and scope of influence in acoustic and air environment, the natural ecology, agriculture and husbandry and social and economic environment during construction and operation periods. It will make recommendations in prevention measures for technique feasibility and economical reasonable environmental protection and submit a scientific basis for design and administration departments. This is to minimise any unfavourable impact to environment by the Project. Producing a well co-ordinated economy and environment. 1.2.2 Categories Based on the relevant Document No. [1993] 324 "Circular on Strengthening Management of the EIA of the Projects Loaned by International Financial Organizations" by the SDPC, the National Environmental Protection Bureau, the MOF and the Bank of China, the stipulations in the Guideline of Environmental Assessment by the World Bank (OP/BP/GP4.01) and the conmnents on TOR by the National Environmental Protection General Bureau and the World Bank, the Environmental Impact Assessment (EIA) has been completed as "Category A". According to the national technical guideline of environmental assessment, acoustic environrnent has been assessed as Class II; exhaust gases from vehicles Class III; the ecological environment as Class I and others under Class III. The EIA was carried out according to the Kuisai Highway Feasibility Studies Report by the design unit. 1.3 Preparation Basis I) The entrustment letter about ELA for Kuisai Highway Project by the Project Executive Office of Xinjiang High Grade Highway Constrmtction Authority; 2) "The Proposal of Kuisai Highway Project"; 3) Feasibility Studies Report of Kuisai Highway Project by Xinjiang Highway Planning, Survey & Design Institute; 4) "The Approval on Construction of Kuisai Highway Project"; 5) Document No. 253 of State Council of P.R.C "Management Regulation of Environmental Protection for Project Construction"; 6) Implementation details of "Management Methods of Environmental Protection for Project Construction" by Xinjiang Uygur Autonomous Region; 7) Document No. l1993] 324 "Circular on Strengthening Management of the EIA of the Projects Loaned by International Financial Organizations" by the SDPC, the National Environmental Protection Bureau, the MOF and the Bank of China; 8) The Guideline of Environmental Assessment by the World Bank (OP/BP/GP4.01); - 2 -  Environmental Impact Assesmient Report of Kuisai Highway Xinjiang, C'hina January 2002 9) 'Environmental Protection Law of P. R. C"; 10) "Atmospheric Pollution Law of P. R. C"; 11) "Water Pollution Control Law of P. R. C": 12) "Acoustic Pollution Control Law of P. R. C"; 13) "Land Law of P. R. C"; 14) "Grassland Protection Law of P. R. C": 15) "Soil and Water Conservation Law of P. R. C"; 16) "Highway Law of P. R C"m 17) "Specifications for EIA of Highway (on trial)" (JTJ 005-96); 18) "Technical Guidelines for EIA: Non-pollution Ecological Impact" (HJ/T19-1997); 1.4 Contents and Focuses of the Assessment 1.4.1 Assessment Focuses The Assessment was compiled on the basis of the Feasibility Studies Report, using the TOR and comments thereon as a guide, the environmental impact features and the overall urban and town development programs. It focuses on ecological and acoustic environment. 1.4.2 Assessment Contents Except the key assessment on ecological and acoustic environmient, air quality, water quality, socio-economic impacts, agriculture and husbandry along the alignment and also the Sailimu Lake landscape have been investigated and assessed in details. Within the relevant requirements by the World Bank, public consultation, resettlement and the analysis on the profit and loss of the Project environment economy have been described in individual chapters. Reference should be made to the TOR for specific contents in each chapter. Supplementary assessment was made according to experts' opinions and comments on TOR as follows: I) The assessment of ecological environmental impact should focus on ecological protection functions in different sections. It is necessary to assess soil erosion under both wind and wvater erosion and to increase investigation of wild animal behavior in desert and grassland. 2) Acoustic environment assessment is carried out according to requirement of Class II, focusing on present status monitoring and impact forecast of major sensitive protected objectives. A map of acoustic class in the sensitive sections shall be drawn and the proposed acoustic environment protection measures should be technically demonstrated. 3) To raise the protection requirements for Sailimu Lake scenic area. 4) The public consultation will focus on the investigation of residents and herdsmen directly influenced by the Project and describe the measures to be taken in the Report. - 3 -  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, Chilna January 2002 5) Environmental Management and Monitoring Plan should include ecological monitoring. 1.5 Assessment Standards and Phases 1.5.1 Environmental Standard * Surface Water The assessment factors are PH, F, general hardness, petrol sorts, CODMn and BOD5. The assessment standard adopts the ones stipulated in "Environmental Quality Standard of Surface Water" GHZB1-1999. The standards of Class III see Table 1.5-1. Quality Appraisal Standard for Current Status Surface Water Table 1.5-1 Unit: mg/L (except PH) Petroleum Item pH clr F SO42 Category CODc, BODs Total Hardness Standard Value (mg/L) 6.5-8.5 250 1.0 250 0.05 20 4 450* Note: *Total Hardness is calculated by CaCO3 Living Drinking Water Standard (GB5749-85) is employed. Class III Standard of GHZBI-1999 * Air Quality Assessment of air enviromnental quality adopted Class II limited value in "Environment Air Quality Standard" GB3095-1996. NMHC referred to the consistency value of non-organization discharge in national "Air Pollutant Comprehensive Discharge Standard" (GB/T16297-1996). Details see Table 1.5-2. Quality Appraisal Standard of Air Environment Table 1.5-2 Pollutanm TSP N02 CO NMHC Pb Pollted TS;;;(mgPm) (mg/nO) (mg/mO) (mgH-,) (p 0m3) Hour Density 0.24 10.00 4.00 Daily Average 0.30 0.12 4.00 Quarterly Average 1.50 * Noise According to "Environmental Noise Standard in Urban Areas" GB3096-93, Class IV standard is applied for residential area and the first row by the road in assessment area. Class I is applied for classroom, school and hospital. Environmental noise standard value sees Table 1.5-3. Environmental Noise Standard for Urban Areas Table 1.5-3 Unit: Leq: dB (A) Category Applicable Areas Day Night 0 Scenic spots, sanatoriums 50 40 Residential, Educational, Cultural and 55 45 Institutional 2 Combined Residential, Commercial and 60 50 Industrial 3 Industrial 65 55 4 Trunk roadsides 70 55 -4 -  Envx ironmental Impact Assessriicnit Report of Kuisai Highwmay XiiijiansY, Chinia Jariuaiy 2002 * Standards for Emission * Class 11 in "Comprehensive Emission Standards for Air Pollutant", GB16297-1996 * Emission Statidard for Light-duty Vehicle, GWPB 1 -1999 * Emission Standard for Petrol Evaporation Pollution, GB 14761.3-93 * Emission Standard for Exhaust Pollutants from Motorcycle at Idle Speed, GB 14761.5-93 * Emission Standard for Smoke at Free Acceleration from Vehicle with Diesel Engine, GB14761.6-93 * Emission Standard for Smoke with Full Loads with Diesel Engine, GB14761.7-93 * "Comprehensive Emission Standard for Polluted Water", GB8978-96 * "Acceptable Noise Limitation for Motor Vehicles", GB 16170-96 * "National Standard for Noise at Boundaries of Construction Sites", GB 12523-90 1.5.2 Forecast Assessment Phases I) Based on the projcctcd construction program of the Project's Feasibility Studies Report, in alignment choice and design phase, 1999-2000; construction phase, 2001-2004; and operation phase, 2005-2025, impact of the Project on the environment has been analyzed. 2) With reference to the forecast traffic volumes in Feasibility Studies Report, the ratio forecast and assessment time for environment impacts during three phases of operation are 2005 (short-tenn). 2015 (medium-term), 2025 (long-term). 1.6 Assessment Scope and Protection Objectives 1.6.1 Assessment Scope 1) Scope of ecological environment assessment will be lOOOm to cach side of the proposed Highway as ordinary assessment area (including option of new alignment and old road, quarries, pre-cast fields, construction camps, batching plants and access roads). 2) Scope of noise impact assessment will be 200m on each side of the proposed Highway as ordinary assessment area. Within the scope, the existing sensitive noise areas will become major areas, including alternatives of new alignment and using old road. 3) Scope of air environment assessment will be 500m on each side of the proposed Highway, including altematives of new and old alignment. 4) Scope of socio-economic environment assessment covers 200m on each side of the proposed Highway, designated the directly influenced area. While the indirectly influenced areas include each Xianig with roads traversed, villager's trips, livestock migration, agriculture and husbandry, flood discharge, flood control, pollutant emission and development program of townI and city. -5 -  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 1.6.2 Protection Objectives 1.6.2.1 Protection Objectives of Ecological Environment Shaqiudaoban to Heishantou and the Sailimu Lake are the sensitive sections for vegetation; the right-of-way will be strictly controlled and then with rational restoration. Protect ecological environment quality in the assessment area ensuring no deterioration during construction. Control the damage degree and scope to soil environment, grassland vegetation resource, woods, wild animals and original landforms. Ecological damages must be minimized with proper mitigation measures to prevent deterioration of ecological environment. The section from Shaqiudaoban to Heishantou will be guaranteed not to become desert after construction of the Project. The natural landscape in Sailimu Lake will not be ruined due to the highway construction. 1.6.2.2 Protection Objectives of Socio-economic Environment I) Residents' living environment Protect the environmental quality in towns, cities, villages, enterprises, residential areas, schools, hospitals, sanatoriums, tourism areas and natural landscapes (Sailimu Lake). Control the impact on these locations during the construction and operation periods. 2) Agriculture and Husbandry Impacts' scope and degree towards agriculture and husbandry should be controlled. Protect irrigation systems, transportation of agricultural machinery and livestock migration routes. 3) Natural Landscape and Scenic Area Protect aesthetics of scenic spots and natural landscapes from being devalued due to construction of the Project. 1.6.2.3 Air and Acoustic Environment Guarantee the air and acoustic quality and keep them within standards of relevant functional area. 1.6.2.4 Water Environment Guarantee the water system's environmental quality within the relevant standards. Avoid changing irrigation systems and facilities for flood control and flood discharge. 1.7 Techniques and Methods of the Assessment According to the features of high-grade highway construction, the actual status of the alignment and the natural environmental conditions, the TOR of EIA has been prepared with the expert consultation and the screened related information. For ecological environmental assessment, the traditional geographic, biological, socio-economic methods were applied for investigation and analysis. A local ecological expert and a local social expert were invited to conduct ecological and cultural surveys. According to the features of the fragile vegetation, these experts determined the ecological sensitive spots and put forward some relevant mitigation measures for impacts on -6 -  Environmental Impact Asessment Report of Kuiisai Highway Xinjiang, China lantiary 2002 ecological environment. For air and noise, according to the regulation and requirement of "'Teclmical Guide for EIA", except that computer model forecast was applied, site monitoring values and data during construction and operation periods were used for comparison prediction. such as Turpan-lJrumqi-Dahuangshan Highway (TUDH) and Unimqi-Kuitun Highway (UKH). 1.8 Assessment Procedures Details for assessment procedures see the flowchart 1.8-1. EIA of Kuisai Highway Survey current ctatus & Collect & analysis collect data & engineering data information |DrnftTflR nfJFIA Public Consultation Reviewed by the World Bank & the State Environmental Protection Bureau Draft EIA I ' W S D > S) ' : ~~~t c d i~~~~~~~ ~ ~ ~ ~ ~ ~ cu~~~~~~~~~~~~~~~~~~~~~~~~O ~ ~ ~ ~ ~ ~ c Piihlic Conslltation Revicw by the Bank & the Bureau | Final EIA Flowchart 1.8-1 Assessment Procedures - 7 -  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 Chapter II Project Description 2.1 Title and Characteristics of the Project 2.1.1 Title The Highway construction title is Xinjiang Kuitun Sailimu Lake Highway Project. 2.1.2 Characteristics The Kuitun -Sailimu Lake Highway Project is the Project to upgrade the existing road and construct new sections partially. 2.2 The Geological Location of the Project The proposed Kuisai Highway is located in Xinjiang Uygur Autonomous Region. Commencing from the western end of the Ururnqi Kuitun Highway, ending at Sailimu Lake a total length of 311.5km. The Kuisai Highway, part of National Road 312 has been a crucial passage for cultural exchange between China and countries to the west since ancient times. For Project location refer to Annex Fig. 1. 2.3 The Alignment and Major Control Points 2.3.1 Start and Finish Points The Project starts from the end point of Urumqi-Kuitun Highway and ends at Sailimu Lake 2.3.2 Alignment and Main Control Points Between start and finish points of the Project, the alignment runs from east to west. The main control points are Wusu City, Gaoquan (Farmn 124), Tuotuo, Jinghe County, Shashanzi (Farm 83), Wutai, Bole Fork and Sitai. 2.3.3 Alternatives There are two alternatives in the Engineering Feasibility Studies Report of the Project. Reference Alternative--- construct a new highway. Proposed Alternative--- upgrade the existing road. The alignment of Reference Alternative runs typically east to west. Westward from Kuitun to K253, it passes under the Kuitun to Dushanzi leased railway. An interchange will be constructed at K254+940 where the highway intersects with Karamay to Dushanzi section of National Road 217. Continuing westward crossing the Kuitun Rive r at 1.5km downstream of the existing Kuitun Bridge. Thereafter, it will cross National Road 312 at K260.3, while to south of the Northern Xinjiang Railway. Further west it passes Gaoquan, Tuotuo and Shaqiudaoban. To avoid a sandy area, the route crosses over the existing road and the railway at K386. The to the south of Shaquanzi to existing railway intersection, it crosses over the railway with an interchange at K407+300. Then back to the southern side of the existing road to Heishantou. Between - 8 -  Environmental Impact Assessment Report of Kuisai Highway Xinjiang. China January 2002 Heishantou and the existing road it passes through Huanggonig Village l.Skm south of Jinghe County. Continuing westward to the south of the old road then via Shashanzi and Wutai Town and thereafter crossing over the existing road west of Wutai. Through Bole Fork it runs to the north of the existing road passing Sitai to the end Sailimu Lake connecting the already upgraded road. Alignment and the main control points in Proposed Altematives are basically the same as the ones in Reference Altermative. While Proposed Alternative mostly will use the existing road apart from the three sections in Wusu (Kuitun East Interchange Toudaochangzi Village), Jinghe County (Heishantou - Bajiahu) and Shaqiudaoban - Heishantou with total length of 73.1km. which will be newly constructed, because the two alternatives are quite close. In the Feasibility Studies Report, Proposed Alternative is recommended. The details refer to Annex Fig. 2. 2.4 Forecast of Traffic Volume According to the EFSR, for the forecast traffic volume on completion of the Project sees Table 2.4-1, comparison of vehicle type sees Table 2-4-2. Traffic Volume Forecast Table 2.4-1 Starting Point Duke Wusu Gaoquan Jinghe Shashanzi Daheyanzi Bole Fork Year Interchange Duke Inter. -Wusu Gaoquan Jinghe Shashanzi Daheyanzi Bole Fork Sailimu Lake 2005 7949 13298 6692 7876 7300 8742 8584 2953 2010 11410 18648 10168 11298 11212 12314 12156 4046 2020 19910 31616 17500 19170 20776 20972 20742 6591 2025 23002 36076 20088 22331 24567 24431 24163 7641 Note: According to the requirements of JTJOO1-97 issued by MOC, Traffic volume for expressway and Class I road from starting point to Bole Fork is indicated with small passenger vehicle, while for Class 11 road from Bole Fork to Sailimu Lake it is indicated with medium standard vehicle. Ratio of Vehicle Type and Day & Night Distribution Coefficient Table 2.4-2 Day & Night Distribution Locations Ratio of Vehicle Type% Coefficient Light Medium Heavy Light Medium Heavy Kuituri-Wusu 54.15 41.37 4.46 1.27 1.36 1 .32 Interchange Wusu Interchange- 28.87 62.57 8.60 1._7 1.731 1.62 Shashanzi' I__ _ _ _ _ _ _ _ _ Shashanzi-Bole Fork 28.87 62.57 8.60 1.24 1.65 1.62 Bole Fork- 21.81 66.93 11.26 1.13 1.25 Sailimu Lake 2 Note: Day & Night Distribution Coefficicnt=traffic volume in 24 hours/traffic volume in 12 hour-daytime -9-  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 2.5 Construction Scale and Main Technical Standards 2.5.1 Construction Scale According to the forecast traffic volumes and technical status of the existing road, the whole alignment of the Project is divided into three sections; each will adopt a separate class. Kuitun-Wusu: 4-lane expressway automobile only; 18.5km long; with 28m wide subgrade, calculated speed of 120km/h, 3m wide of median strip and restricted vehicle control of entrance and exit. Wusu-Bole Fork: 4-lane Class I road; total length in Reference Altemative is 236km with restricted access, the length of Proposed Alternative is 235 with partial control of entrance and exit. The design standard is 25.5m wide subgrade; design speed of 100km/h and 3m wide of median strip. Bole Fork-Sailimu Lake: Class II with length of 58km, 12m wide subgrade, 9m wide pavement and design speed of 80km/h. hi Reference Alternative, old road will be remain for access road; In Proposed Alternative, only 60.5km of old road be kept for auxiliary road, others occupied by new road. To attract traffic volumes Reference Alternative's proposed Highway will rationally connect with existing National Road 312 and other roads. There are 8 interchanges with 9.5km long linking road to connect with the old road. In Proposed Alternative, most part will use old road; there are only 5 interchanges, 1 grade separation, and some intersections. 2.5.2 Technical Standard The main technical standards of the Project approved by the State see Table 2.5-1, the comparison between new and old routes see Table 2.5-2. Main Technical Standards of Kuisai Highway Table 2.5-1 ~ Road sections Kuitun-Wusu Bole Fork - Index Wusu - Bole Fork Sailimu Lake Topography Plain with slight hills Plain with slight hills Hilly area Class of Highway Expressway Class I highway Class 11 highway Calculated vehicle speed (km/h) 120 100 80 Design Length of Route (km) 18.5 235 58 Subgrade width (i) 28.0 25.5 12.0 Lanewidth (m) 2x2x3.75 2x 2x3.75 9.0 Median strip (m) 3.0 2.0 Left side strip (m) 0.75 0.5 Right side strip (m) 0.5 0.5 Hard shoulder width (m) 3.5 3.0 Hard shoulder width (m) 0.75 0.75 1.5 Sight distance (m) 210 160 110 Minimum curve radius (m) 1000 700 250 Maximum curve length (m) loo 85 70 Maximum slope (%) 3 4 Loading Capacity designed for Truck - Over 20t Truck - Over 20t Truck - Over 20t bridge and culvert Trailer - 120t Trailer - 120t Trailer - 120t Note: Expressway with subgrade 28m wide and pavement 19.25m wide; Class I road with subgrade 25.5m wide and pavement 18m wide; Class 11 road with subgrade 12m wide and pavement 9m wide. - 10-  En\ironmental Impact Assessnient Repoit of Kuisai High wav Xinjians, Chiria January 2002 Comparison between New Route and Original Road Table 2.5-2 Width of Width of Width of Number of Diastrophic Filling Maximum Subgrade Pavement Median Lanes Slope Slope slope (in) (in) Trip (mn) Las Sop(% Soe sle(% Expressway 28 19.25 3 4 1.5 1:1.5 3% Class I 25.5 II 2 4 1.5 1:1.5 3 % Highwal OGroignaI 12 9 No 2 2% 1:1.5 3 % 2.5.3 Auxiliary Works 1) Administrative Departments, Toll Station, Parking Areas One administrative department (temporanly locate at Jinghe) will be set up along the Kuisai Highway, including three maintaining and administrative sites, and three parking areas also will be built. In Reference Alternative, total 9 toll stations will be established along the whole line, including one main tollgate, one interchange toll station and 7 branch stations. In Proposed Alternative, 4 main toll stations will be set up along the line. 2) Telecommunication and Monitoring The communication and monitoring along the whole line will be designed in a lump and built by stages, the optical cable communication also will be adopted, clharge monitoring will be built in advance, and traffic monitoring built anaphase. 3) The Linking Roads Total 4 Linking roads will be built along Kuisai Highway. Because the Kuisai highway will cross the national road, the separating interchanges will be set up and the Links mainly focus at line-changing sections and interchange areas, the construction of Links will improve the grade of original roads in interchange areas. Its details can be seen from following table2.5-3. Status of Linking Engineering along Kuisai Highway Table 2.5-3 Length of Class of Linking Road I.and Occupation No. Name Chainage Links (im) Original Proposed Pasture (m2) Trees(m2) I Interchange of Ktittun West K254+998 1660 Out-standard Class 11 24900 2 Grade Separation ofWusu K260+028 1915.53 Class 111 Class 1I 17033 1950 3 Interchange ofJinghe K425+638 860 Class Ill Class 11 18140 2700 4 Bole Fork K495+340 920 Class 11 Class II 22440 Total 5355.53 Class 11 82513 4650  Environmental Impact Assessment Report of Kuisai Highway Xinjiang. China January 2002 2.6 Major Work Quantities The major work quantities of the recommended altemative (Proposed Altemative) of the Project see Table 2.6-1. Engineering Quantities of Kuisai Highway Mainline (Proposed Alternative) Table 2.6-1 Unit Total Kuitun- Wusu-Bole Fork Bole Fork Item Unlt 2Quantity Wusu -Sailimu Lake Highway classification Expressway Class I highway Class II highway Total Length Km 311.5 18.50 235 58.0 Subgrade Earthwork I OOOm3 12505 882.426 9548 1948 Subgrade Stones lOOOm3 195.5 16.50 179 Pavement lOOOm2 6378 427.521 5428 522 Large bridge rn/No. 872/4 228/1 644/3 Medium bridge ri/No. 368/7 308/6 60/1 Small bridge m/No. 657/43 149/9 434/29 74/5 Culverts No. 923 44 700 179 Interchange No. 5 2 3 Railway Grade Separation No. 3 1 2 Highway Grade No. 10 1 9 Separation No Underpass No. 12 3 9 Intersections No. 15 - 13 2 Non-cultivated land acquisition Mu 139048 2054.97 10911.83 938 Cultivated land Mu 1953.7 210.63 1743 acquisition Tree Felling No. 210.63 1813 32692 House Resettlement M2 70063.11 700 69363.112 Removal of Electric and Telecommunication Cables Piece 3611 77 3534 Management Division No. I Management Office No. 3 3 Parking Area No. 3 3 Toll Plaza No. 4 3 - 12 -  En\mirnmental Impact Assessment Repomt of Kuisai Highwxay Xilljiang. Chlia Januarv 2002 2.7 Engineering Introduction 2.7.1 Subgrade 2,7.1.1 Design of Subgrade Elevation Only in Jinghc Hcishantou and Sitai road sections, sub-grade needs to be excavated, because they are located in hilly or river beach areas. The other sections of the proposed Highway are located in the Gobi Desert, natural grazing land and faming area. Predominantly this Project is one of subgrade filling. The subgrade fill height mainly depends on topographical conditions, clearances of viaducts, bridges, culverts and underpasses. The average filling height is: expressway 2.7m, Class I road 2.3m and Class II road around 1.2m. According to local geological conditions, the minimum subgrade fill height shall not be less than 1.0m. Subgrade fill materials shall meet the requirements of the design specification. In fanning area, fill shall be taken from designated borrow locations. In the Gobi Desert, materials can be taken from adjacent to the roadside. 2.7.1.2 Subgrade Cross Section a) Subgrade Width of Kuitun to Wusu Expressway Subgrade width 28.0m, lane width 4 x 3.75m, left side strip 0.75m, hard shoulder width 3.5m (including right side strip 0.5m), earth shoulder width 0.75m, median strip 3.00m. b) Wusu to Bole Fork Class I Highway Subgrade width 25.5m, lane width 4 x 3.75m, left side strip 0.50m, hard shoulder width 3.0m, earth shoulder width 0.75m, median strip 2.00m. In this section, Class I road can make full use of the frec land in the existing road corridor. Overall cross section will be applied. In desert without any residents, it is possible to adopt the design of separate Class I cross section. c) Bole Fork to Sailimu Lake Former part is an area of plain, 35km of the section from Sitai to the destination is in hilly area. Considering that the route arranged alongside open valley will not cause too high quantity of hard work and there is no resettlement problem, therefore Class II highway standard for slight hilly area will be adopted for this section, that is, subgrade width 12m and pavement width 9m. 2.7.1.3 Drainage and Protection Works The natural ground slope of the plain area in this Projcct is very slight, especially in the farming area. There is a danger that water will pond adjacent to the subgrade (such as Gaoquan, Bajiahu Farm and Shashanzi). Water does not drain easily through the natural watercourses. Drainage will require detailed design to overcome ponding taking such water through lower elevation ditches. Retaining dykes need to be built at outer side of the ditch to prevent irrigation water from seeping illto the subgrade. The subgrade throughl the long section of the Gobi might be easily flood - 13  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 damaged because of lack of vegetation anid large violent floods. The "Y"-shape water blocks will be set up within this section, and introduce water into bridges and culverts. In river beach sections, side slope of front face embankment shall be consolidated with cast-in-place concrete slab according to the water level of the flood and in combination with bridge diversion works. 2.7.1.4 Earth and Stone Quantities of Subgrade For the estimate of earth and stone quantities, see Table 2.7-1. Estimated Quantities of Subgrade Earthwork and Stonework Table 2.7-1 Unit: X 103a' Section Chainage Subgrade Earthwork Aggregates Kuitun - Wusu K248+500-K267 1009 -- Wusu -Bole Fork K267-K503 9548 16.5 Bole Fork - Sailimu Lake K503-K560+775 1948 179 Total K248+500-560+775 12505 195.5 2.7.2 Earth for Engineering The program to borrow and stockpile materials and the location of borrow pits. 2.7.3 Construction Materials and Transportation Status The route is located on the northern slope of Tianshan Mountains, the majority of which belongs to alluvial and diluvial plain, apart from the section between Sitai to Sailimu Lake, which is located in hilly areas at the foot of the mountains. There is abundant sand and gravel along the line. Quarries Details see Table 2.7-2. Quarries Along Kuisai Highway Table 2.7-2 Location Chainage Name Storage Distanice Remarks 1. Stone Bayingou K254+978 Gabbro Rich 36.0 Crushing Value 12.344% Gurtu K348+000 Diabase Rich 24.0 Crushing Value 14.92% Wulanhate K382+000 Limestone Rich 10.0 Crushing Value 16.97% Heishantou K417+000 Diabase Rich 8.0 Crushing Value 14.37% Daheyanzi K177+000 Sand rock (green) Rich 8.0 Crushing Value 14.78% Bole K501+000 Limestone Rich 20.0 Sitai K530+000 Sand rock (green) Rich 5.5 - 14 -  Environmental Impact Assessment Report of Kuisai Highway Xinjiang. China January 2002 Sailimu Lake K560+775 Limestone Rich 5. 0 Collected at upstream and downstream 2. Gravel Kuitun River K259+080 Gravel Rich 6. 0 Collected at upstream and downstream Sikeshu River K2991350 Gravcl Rich 6.0 Collected at river bed Gurtu River K337rOoO0 Gravel Rich 8.0 Collected at river bed 3. Sand & Gravel Kuitun River K259+080 Sand Gravel Rich 2.0 Screened on the river bed Ganhezi Ditch K280+000 Sand Gravel Rich 2.0 Also called Xiejiadigou. Sikeshu River K299-350 Sand Gravel Rich 2.0 Scrcencd on the rivcr bed Gurtu River K337+000 Sand Gravel Rich 1.0 Screened on the river bed Tuotuo River K368-+-000 Sand Gravel Rich 2.0 Screened on the river bed Jinghe Bridge K430+000 Sand Gravel Rich 2.0 Screened on the river bed Bajiahu K440+000 Sand Gravel Rich 2.0 Screened at Gobi Desert Shashanzi K461+000 Sand Gravel Rich 2.0 Screened at Gobi Desert Daheyanzi K474+350 Sand Gravel Rich 2.0 Screened on the river bed Wutai K496+000 Sand Gravel Rich 2.0 Screened at Gobi Desert Xiasitai K516+000 Sand Gravel Rich 1.0 Screened at stream eroded area Sitai K527+000 Sand Gravel Rich 1.( Screened at strcam croded area Luanshanzi K541+080 Sand Gravel Rich 1.0 Screened at stream eroded area 4. Sand Kuitun River K259+080 Sand for uncrate Rich 0.5 Screened on the river bed Ganhezi Ditch K280+000 Sand for uncrate Rich 1.0 Screened at stream eroded area Sikeshu River K299+035 Sand for uncrate Rich 0.5 Screened on the river bed Gurtu River K337+000 Sand for uncrate Rich 0.5 Screened on the river bed Tuotuo River K368+000 Sand for uncrate Rich 1.0 Screened on the river bed Heishantou K414+000 Sand for uncrate Rich 3.0 Screened at stream eroded area Jinghe K430+000 Sand for Concrete Rich 0.5 Screened on the river bed Bajiahu K440+000 Sand for uncrate Rich 1.0 Screened at Gobi Desert Shashanzi K461+000 Sand for Concrete Rich 1.0 Screened at Gobi Desert Daheyanzi K474+350 Sand for Concrete Rich 0.5 Screened on the river bed Wutai K496+000 Sand for Concrete Rich 3.0 Screened at Gobi Desert Xiasitai K516+000 Sand for Concrete Rich I .0 Screened at stream eroded area Sitai K527+000 Concrete Rich 1.0 Screened at streani eroded area Luanshanzi K541+0S0 Concrete Rich 1.0 Screened at stream eroded area - 15 -  Environmental Impact Assessnient Report of Kuisai Highway Xinjiang, China January 2002 Table 2.7-2 (continued). Location Chainage Name orStage Distance Remarks (kin) 5. Clay Ganhezi Xidagou K280+000 Clay Rich 5.0 Jinghe K429+000 Clay Rich 8.0 6. Water Manmade canal water, Along the Route K248-K270 Canal Water Rich 1-2.0 engineering purpose and drinking Ganhezi Ditch K279+600 Gully water Provided 1.0 Seasonal water Manmade canal water, Along the Route K28 I -K299 Canal Water Rich 0.5-1.0 engineering purpose and drinking Sikeshu River K299+350 Canal Water Rich 1.0 River water Manmade canal water, Sikeshu-Gaoquan K299-K319 Canal Water Rich 1-2.0 engineering purpose and drinking Manmade canal water, Gaoquan-Gurtu K319+K337 Canal Water Rich 0.5-1.0 engineering purpose and drinking Gurtu River K337+000 River Water Rich 0.5 River water for engineering purpose and drinking Tuotuo Canal K368+000 Canal Water Rich 0.5 Trunk canal water Motor-pumped water; draw Shaqiudaoban K387+000 Well Water Limited 1.0 underground water for drinking Manmade More manmade canals along Ji nghe-Shashanzi K425-K461 Canal Water Rich 2.0 the route South Trunk Canal 467+000 Canal Watcr Rich 0.5 Less water in river, more Daheyanzi River K476+000 River, Canal Rich 1.0 water in trunk canals, water generating power all over the _______________ ~~~~~~~~~~~~~year. Jinghe Agriculture K496+000 Well Water Rich 1.0 Motor-pumped water, Development Zone canal water Wutai K527+000 Well Water Rich 1.0 Motor-pumped water Small canal draws from Sitai K560+500 Spring Water Limited 1.0 mountain spring with less water volume. Original National Road 312 along the Sailimu Lake lake, water Lake Water Rich 2.0 Salty lake water, not can be taken drinkable, may rinse material at the access road to lake - 16-  Environmental Impact Assessment Report of Kuisal Highway Xinjiang. China January 2002 2.8 Investment Estimation and Arrangement The first proposal was to make a inew expressway from Kuitun to the Sailimiu Lake. In order to protect fragile ecological environmeit, the best way is to reduce new alignments. Accordingly an alternative was developed where only the 73.1km is new road, the next 180.4km is an upgraded class I existing highway, and the last and most fragile 58km is an upgraded class II existing highway. This is the biggest change of the project from environmental reasons. In order to minimize impacts on residents of Wusu and Jinghe, the bypasses run out of these two places are designed respectively using the existing road and constnicting a new section on the south sides. This is to minimize impacts on residents and to protect cities. In the section of Shaqiudaoban-Heishantou. a new line will be constructed on the south side of the existing road to prevent damages by flood and sand. For Proposed Altermative, the static investment is RMB 2.65 million Yuan; total cost is RMB 2.786 million Yuan. Details see Table 2.8-1. Estimated Investment of Kuisai Highway (Proposed Alternative) Table 2.8-1 Construction sections Chainage Highway | Type Construction Estimated Amouont Average Price of Class Length (kin) (RNIBY10,000) per km (Y1O,000) K2748+500-K E-,pv-ss- Kutitin-Wtist* New 18.5 28522.5464 1541.7593 267 way Wusu-Toudaochangzi K267-K284 Class I New 17 15676.9767 922.1751 Station K284-K413 Class I Upgrading 116 t 07341. 1816 922.1751 Mainline Shaqiudaoban - Heishantou K387 - K399 Class I NCw 12.6 11619.4063 922.1751 Jinoghe Railway Station-Jinghe K413-K438 Class I New 25 230S4.3775 922.1751 Cotton Oil Factory Jinghe Railway Station-nole Fork K438-K502 Class I Upgrading 64 59019 2064 922.1751 Bole Fork-SailimuLake K502-K560 Class 11 Upgrading 58 19341.0338 333.4661 Kuimunm West Interchange K254+998 Class 11 Upgrading 1 217 405.8282 333 4661 -ink-ing WLusU Grade Separation K260+028 Class 11 Upgrading 2 156 718 9529 333 4661 Road Jirighe Interchange K425+638 Class 1 lpgrading 1186 286 7808 333 4661 l__________ Bole Fork K495+340 Class It Upgr-ading 0.92 306.7888 333.4661 lotal 311.5 264574.733 .Note: Total investment includes loan interest RMB Y135,669.459 during the constru ction period: commitment fee RMBY 14.006,250 and Insurance RMBY 12.000,000 the investment of linking roads has been included in the total nvestment. - 17 -  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 2.9 Schedule of Project Implementation The Kuisai Highway Project will be constructed with foreign loans, with significant length and major investment. It is one of the notable projects on the national trunk route. The Project must be arranged according to the national highway construction procedures and the requirement of foreign loans. The specific Project implementation arrangement sees Table 2.9-1. Project Implementation Schedule Table 2.9-1 I Item Preparation of Construction Classification Remarks t Road Section \ Construction (Year) Period (Year) Kuitun-Wusu Expressway 1998-2001 2002-2005 Including linking roads Wusu - Bole Fork Class 1 1998-2001 2002-2005 Including linking roads Bole Fork - Sailimu Lake Class 11 1 998-2001 2002-2003 - 18 -  Environmental Impact Assessment Report of Kuisai Highway Xinjiang. C hina January 2002 Chapter III The Status and Evaluation of the Environmental Quality 3.1 Introduction of Natural Environment 3.1.1 Topography The proposed Kuisai Highway is located in upper fringes of alluvial and diluvial plains on the northern foot of Tianshan Mountain and the southem edge of Junggar Basin. The section from Kuitun to Jinghe is about 560m-330m above sea level, slanting from south to north and fonr horizontally alluvial and diluvial plains. The section from Jinghe River to Sailimu Lake is 330-2118m above sea level, which belongs to Bortala Valley, in which the section from Jinghe to Wutai slants from south to north and reaches Ebnur Lake, typically low salty swampland. Bortala Valley becomes narrow from Wutai towards west and goes by the basin edge and into mountain gradually, slanting from south to north. The proposed Highway mainly lies at the edge of oasis, passing agriculture fields of 42km (13% of total length) and 269.5km of desert (87% of the total). 3.1.2 Hydrology The proposed Highway is located in the west section of the Northern Tianshan Mountain side stnk belts. The mountain front structure is not obvious from Kuitun to Tuotuo section. and totally disappears from Tuotuo to Jinghe section. The mountain range connects with Quatemary Period stratum so that its lack of adjustment of the mountain front structures. Therefore, the base layer crevice water and river seepage water compensates the plain pyretic water. The underground water is abundant due to small valley area. In the upper fringes of the diluvial fan, the water table lies at a depth of several tens of meters. In the alluvium and diluvium, the water table is below ten meters. The water's degree of salination is carbonate water smaller than 0.5g/l (freshwater). At the edge of alluvial and diluvial plain, that is connection of slanting plain, the spring water overflow area has becn formed. The water table depth is around 2 to 3 meters, it issues in the way of springs and marsh swamp. For example, near Gaoquan. Shaquanzi, Jinghc and Wutai, the water-mineralized degrees are relatively high, wvhich is 1-3g/l sulphate chloride carbonate water (feeble half-salt water). Along the proposed Highway, except some areas, such as Gaoquan, Shaquanzi, Jinghe, where the ground water table is higher, the other areas are all more than 10 meter. From Jinghe County to Kuitun, the water-mineralized degree is less than Ig/l. There is plenty of water. This area is suitable for sand and gravel excavation. It belongs to No. IV loose rock leaking water in the plain. The structure is unique stone and gravel layer. which is very loose and permeable for water. - 19-  Environmental Impact Assessment Report of Kuisai Highway Xinjiang, China January 2002 3.1.3 The Status of the River System The rivers in the Project area all belong to the Ebnur Lake water system. The direction of flow for all rivers is from south to north leading to the Ebnur Lake. All rivers originate in the west Tianshan Mountains of Xinjiang. They are in the main Kuitun, Sikeshu, Gurtu, Jinghe and Daheyanzi Rivers. These rivers contain water throughout the year, while most of the water volume is intercepted upstream for agriculture irrigation. The remaining flow tends to be minimal, sometimes disappearing completely. However during flooding water volumes can be extremely high. The flow peak of the large rivers in these areas results from snowmelt and mountain rainstorm in a mixed runoff. Other smaller rivers are the result of rainstormn and intermittent springs. In diluvial fan lands, because of scarcity of plant life, when flooding starts, the converging speed is fast, and current turbulent, resulting in flooding. It is calculated that about IOOkm road section will pass through flow-over area (such as Toto - Shaqiudaoban, Shashanzi - Daheyanzi -Wutai - Sitai section). The flood might damage the highway, so subgrade protection sections will be longer. Main hydrological characteristics of the rivers are shown in Table 3.3-1. 3.1.4 Meteorology The areas through which the proposed highway passes belong to a continental dry climate. Typically, very long and cold winters and very short and extremely hot summers. In spring and autumn, atmospheric temperature rises and falls sharply. The basic climate characteristic in the areas is that the difference in annual and daily temperatures can be great, annual rainfall is little and evaporation is considerable. The annual average temperature is 5.80C-7.30C. Annual average rainfall is 91.4-183.2mm, maximum drifting snow depth reach 1341cm, maximum frost depth reaches 137-172cm. The frost-free period in a year lasts 140-185 days. The frost season begins from November and ends in March of the next year. Maximum wind speed is 20m/s; annual average wind lasts less than 33 days. Annual average maximum evaporation is 1562.4-2046mm, which is greater than rainfall. That is the main reason of the dry climate. Meteorology status in each area along the line sees Table 3.1-1. 3.1.5 Earthquake Intensity The Project area is located in the Junggar Basin sunken belts. Because of the moving of Yanshan Mountain and the Himalayas, the sunken stratum of Mesozoic and Genozoic era in front of the mountain are folded and broken, formning fracture belts parallel to Tianshan Mountain in axial direction. The new structure is moving very strongly. In Northern Tianshan the earthquake intensity zone is very active along route. In 1944, because of the west section of Tianshan Mountain Boluokenu moved a Grade 7.25 (9.28 degree) earthquake occurred in Wusu. For earthquake intensity, according to Division Map of Earthquake Intensity in China (1990) (as Table 5-1), the section from Kuitun-Wusu-Sikeshu lies betveen Class VII and Class VIII, the rest of the route belongs to Class VIl intensity zone. It is suggested that the section from Kuitun-Wusu-Sikeshu precaution be constructed against earthquake of Class VIII intensity and from Sikeshu to Sailimu Lake, of Class VII intensity. - 20 -  Environnmental Impact Assessment Repoit of Kuisai Highway Xinjiang. China January 2002 Major Meteorological Factors along the Kuisai Route Table ..1-1 Item Unit Kuitun Wuso Jinghe Bortala Annual Average Temperature