Page 1 Page 2 Integrated Safeguards Data Sheet (ISDS) Section I – Basic Information Date ISDS Prepared/Updated: March 4, 2004 Report No.:AC411 A. Basic Project Data A.1. Project Statistics Country: China Project ID: P081749 Project: Hubei Shiman Highway Project TTL: Michel Bellier Total project cost (by component): Appraisal Date: March 8, 2004 Loan/Credit amount($m): IBRD: 200 Board Date: June 15, 2004 Other financing amounts by source: ($m.) Managing Unit: EASTR Sector: Roads and highways (90%);Sub-national government administration (10%) Lending Instruments: Specific Investment Loan Is this project processed under OP 8.50 (Emergency recovery? Yes? [ ] No? [ x] Environmental Category: A Safeguard Classification: S2 A.2. Project Objectives The main objective of the project is to support socio-economic development of Hubei province by enhancing its access to other provinces particularly the western region of China, improving local mobility within poor, remote western parts of province and strengthening governance of the provincial road sector. The project will produce the following outputs: \01\02 The construction of Shiyan–Manchuangan Expressway (SME), which will increase transportation capacity in a corridor connecting Hubei to western provinces. \01\02 A program of local road improvements (LRIP) in the poor northwestern part of Hubei. \01\02 A series of institutional strengthening and policy development activities for road management and improvements in road safety in Hubei. The following key results indicators have been selected: \01\02 SME: traffic levels and breakdown by user category on the expressway and on the parallel national highway (NH316); percentage of long distance traffic. \01\02 LRIP: average daily traffic, transport costs and daily bus-services on improved local roads, numbers of days they are closed, in areas served by LRIP road sections. \01\02 Institutional activities: — Increased skills of HPCD staff — Efficiency of the management of the expressway — Better cost efficiency of highway maintenance through new technologies — Strengthened HPCD priorities on highway safety — Improved safety for commercial transport operations. The Bank’s assistance strategy for China calls for: (a) improving the business environment and helping accelerate the transition to a market economy; (b) addressing the needs of the poorer and disadvantaged people and regions; and (c) facilitating an environmentally sustainable development process. Furthermore, the Country Assistance Strategy (CAS) identifies the strengthening of regional integration and competitiveness through a well-functioning multimodal transport system as a key objective, entailing the facilitation of trade and su pp ort to the develo p ment of la gg in g western re g ions. Within that framework, Page 3 the Bank’s highway strategy is to help the government meet its transport sector objectives and at the same time support the achievement of the Millennium Development Goals. The project will facilitate trade, support China’s transition to a market economy, address the transport needs of less-developed areas, and help open up western provinces by increasing road capacity to meet demand for road transport and enhancing the efficiency of the highway sector. A.3. Project Description The project has three components: highway capacity investment (the SME), local road improvements (the LRIP), and institutional strengthening and road safety. These activities aim to strengthen HPCD’s capacity to manage the provincial highway network efficiently. The construction of SME will support the development and integration of western provinces, together with the LRIP it will contribute to local development in Hubei province and a better responsiveness of the road network to social needs, and the institutional and road safety activities will improve the management efficiency of the provincial highway network and address negative road impacts. Highway Capacity Investment (US$383.60 million) The project will improve highway capacity in northwestern Hubei province with the construction of the 107.3 km expressway (SME) between Shiyan in northwestern Hubei and Manchuangan in Shaanxi province at the border with Hubei. In Shiyan, SME will link to Xianshi Expressway, which opened for traffic in December 2003, thereby linking Wuhan to the Shaanxi border. There SME will connect to an expressway section planned to reach Xi’an, the Shaanxi capital, and eventually Yinchuan in Ningxia province farther north. SME will support and integrate urban and rural economic activities in Hubei. Moreover, SME will facilitate interregional trade and passenger movement to and from western provinces by making shorter itineraries possible, thus reducing transport costs for long-distance traffic. Local Road Improvement Program (US$50 million) The LRIP aims to improve the competitiveness of the local economy and bring socioeconomic benefits to roadside communities by enhancing their mobility and their ability to meet their education, health, and other social service needs. A series of Class III and IV roads will be rehabilitated or upgraded in Shiyan prefecture, which is a poor, remote area in the mountainous northwest of Hubei province. That area was selected because of the high proportion of low-income counties in that area (GDP per capita is RMB 2,201 [US$266] outside urbanized zones, 26 percent of the provincial average), the condition of local roads, the high priority the province gives to improving accessibility in this area, and the potential for leveraging the benefits of the SME, which will traverse this area. The LRIP component will have multiple phases. A series of criteria will be used for the selection of LRIP roads. The first phase, estimated to cost $26.14 million, has been identified: the upgrading of Baoxia– Zhushan road (85 km) to Class III standard and the construction of the Jiangjunhe bridge over the Han River. Additional local road sections will be identified in subsequent phases of project implementation. Institutional strengthening, policy development and road safety (US$6.60 million) The Bank has supported a number of institutional strengthening and road management initiatives in its ongoing highway projects in Hubei province, and this project will build on that work. It will assist HPCD in adopting more efficient practices for managing the road network. The following activities will be undertaken: \01\02 Pilot study on expressway asset management . The HPCD will pilot-test total asset management for an expressway. This study will cover the complete range of asset management issues. Recommendations will address the applicability of asset management in Hubei Province and identify the steps necessary to implement that approach on the entire HPCD road network. Page 4 \01\02 Capital mobilization study. This study will identify sources of funding and methods of road investment financing. \01\02 Study on new technologies for road maintenance. This study will identify and test technologies that offer possibilities for improving the quality of road maintenance or reducing its cost. \01\02 Study on Project Group Management. This study will look for ways to improve efficiency of operations and resource utilization. \01\02 Training program. The project will finance a major training program, to meet needs identified during a training-needs assessment review, with the support of the Hubei Communications Technical College. \01\02 Procurement of equipment. The project will procure equipment for (i) construction quality control and monitoring, (ii) operation and maintenance of the SME thereafter and the highway network, (iii) strengthening the institutional capacity of HPCD. \01\02 Highway safety management plan. The HPCD will prepare a safety management plan that sets out its road safety goals, objectives, policies, and priorities for Class I and Class II roads and the measures that it is taking to achieve them. \01\02 Safety of commercial transport operations. The project will address the safety of commercial transport operations, with a view to introduce safety criteria for transport enterprises seeking HPCD approval to operate freight and passenger services. A.4. Project Location and salient physical characteristics relevant to the safeguard analysis: The proposed Shiman Expressway starts at the Xujiapeng interchange at the northeast of Shiyan city, passes near the urban area, and ends at the Manchuanguan town in Shaanxi province through a tunnel. At the east end, the project will connect with the Xianshi Expressway, which continues the Bank-funded XiaoXian Expressway. At the west end, the Shiman Expressway will connect to another expressway planned by Shaanxi province. The entire expressway falls within Shiyan municipality, and the alignment is oriented roughly northwest to southeast. The t opography of the area is deeply rolling, with sharp peaks and absolute elevation varying from 200 m to 1,200 m above Yellow Sea level. The differential height of the expressway varies from 40 m to 480 m. The expressway crosses the Hanjiang River, a major river in the project area. According to the environmental assessment reports, forest coverage in the project area is 22.7 percent and is composed of mostly mason pines and oak trees. Because of human habitation and development going back several generations, almost all the forest cover is tertiary in nature and does not support an active floral or faunal population. There is no nature reserve or forest park in the project area. Because of its hilly and mountainous topography, soil structure, and intense rainfall, the area is highly susceptible to erosion and landslides. B. Check Environmental Category A [ X ], B [ ], C [ ], FI [ ] Comments: C. Safeguard Policies Triggered Yes No Environmental Assessment ( OP / BP / GP 4.01) [X] [ ] Natural Habitats ( OP / BP 4.04) [ ] [X] Pest Management ( OP 4.09 ) [ ] [X] Page 5 Cultural Property (draft OP 4.11 - OPN 11.03 -) [X] [ ] Involuntary Resettlement ( OP / BP 4.12) [X] [ ] Indigenous Peoples ( OD 4.20 ) [ ] [X] Forests ( OP / BP 4.36) [ ] [X] Safety of Dams ( OP / BP 4.37) [ ] [X] Projects in Disputed Areas ( OP / BP / GP 7.60) * [ ] [X] Projects on International Waterways ( OP / BP / GP 7.50) [ ] [X] * By supporting the proposed project, the Bank does not intend to prejudice the final determination of the parties' claims on the disputed areas Page 6 Section II – Key Safeguard Issues and Their Management D. Summary of Key Safeguard Issues . D.1. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts. Environment The major safeguard issues associated with the Shiman Expressway project are: (i) the selection of an optimal alignment, to avoid and minimize impacts on villages and communities along the alignment; (ii) minimization of the use of agricultural land; (iii) avoidance of cultural relic sites and unstable geological terrain; (iv) adequate public consultation; and (v) integration of the proposed environmental mitigation measures in the Environmental Management Plan (EMP). The environmental impact assessment report found that the proposed highway would not affect ecologically sensitive areas, and that its construction and operation would have no significant impact on the environment, provided the mitigation measures given in the EMP are implemented properly. The final alignment minimizes the loss of agricultural land and residences; minimizes the impacts and disruptions on the livelihood and day-to-day activities of the affected people and communities, and reduces the potential risks of landslides and erosion in the mountain areas. It also avoids disturbing the Quinglong Dinosaur Egg Fossil Nature Reserve Area along the alignment. The major environmental impacts will likely occur during the construction of the expressway and the other roads. Potential impacts are: increase in noise, potential increase in soil erosion, and generation of dust during construction and transport of materials. Lesser impacts include alteration of hydrogeological regimes, interference with the local people and traffic, and impacts on the local ecology and irrigation system. The impact of construction materials hauled in traffic (noise, dust, congestion, traffic safety, etc.) using the existing highways is also a potential concern. Safe disposal of excess excavated material from cuts and tunnels in the mountain areas will require close attention and supervision during construction. Traffic noise, air pollution from vehicle exhaust emission, soil erosion, and water pollution from service and administration areas are potential major adverse impacts during the operation period. Social Both the LRIP and SME components of the project are located in the poorer areas of the southwestern region of Hubei province, which borders the poor southeastern part of Shaanxi province. The LRIP is designed to contribute to reducing poverty through improvements in road sections selected on the basis of criteria developed to target the poorer areas of the province: poverty level of population, townships and villages served by the road, traffic level, feedback of local farmers, and other social indicators. Consequently, the project will strengthen and complement the current Government poverty alleviation efforts by providing more efficient and less costly means of transportation to the population in the poor areas. The Social Investigation and Research Institute of Beijing University has carried out a social assessment in the areas served by Shiman Expressway and the first phase of the LRIP and completed a social assessment report and a poverty alleviation appraisal report. The social assessment screened the socioeconomic settings, reviewed the key social development issues in the project areas, identified key stakeholders, facilitated community consultation through focus group discussions and interviews, and provided feedback on the concerns and recommendations of the community. The social assessment report indicates that local economic development is impeded by inconvenient transportation, lack of information, and low sale price of agricultural productions, among other things. The report also concludes that the project will meet urgent transportation demands and should increase farmers’ family income, improve the connection to outside markets and foster employment opportunities, reduce poverty and benefit villagers, and promote the social position of women and children’s education. The villagers interviewed support both the expressway and local road improvements. Page 7 The social assessment paid particular attention to ethnic minority communities, women, and other vulnerable groups to ensure that they participate in and benefit from the project. The report concludes that no minority community is affected by the project. Thus, a separate minority community development plan is not needed. Road sections under further phases of the LRIP are not yet selected. However, Social Assessments will be carried out to assess any adverse impacts of those projects and whether ethnic minority communities, that are not acculturated or economically integrated with the Han population, are affected. Whenever that is the case an Ethnic Minority Development Plan will be prepared, not only to mitigate adverse impacts but also to ensure that affected communities equitably benefit from the project investment. Shiman Expressway is expected to require the permanent acquisition of land and some structures, and thus will cause adverse impacts to the resettlement of affected households. The HPCD has submitted a resettlement action plan (RAP) for the Bank’s review, which includes a census of population according to gender and age criteria, an analysis of land capacities, a feasibility study for land redistribution among production teams and villages, alternative migration plans to mitigate adverse impacts on land acquisition, broad consultation regarding land-based livelihood restoration and the migration alternatives to gather the farmers’ feedback. The first phase of the LRIP does not involve any involuntary resettlement. In order to address possible resettlement issues under further phases, HPCD has developed a resettlement policy framework. At the Shiyan City end, SME will connect to the Xianshi Expressway that opened for traffic in December 2003, and at the Manchuanguan end SME also connects to another expressway planned by Shaanxi province. The Bank reviewed the resettlement management of Xianshi expressway during the preparation of the previous Hubei Xiaoxian Highway project and found that the project has complied with domestic regulations and procedures on land acquisition and resettlement and on environment. With respect to the Shaanxi Expressway section, the Shaanxi Provincial Communication Department has informed the Bank that the project is being prepared in accordance with the State relevant policies and construction procedures, the State Land Law and State Land Management Regulations. Furthermore, the Ministry of Communication Department will not approve that project without an environment protection report approved by the State Environment Bureau. D.2 Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area. One of the main reasons for constructing the Shiman Expressway is to improve the effectiveness of the Hubei highway network in order to sustain socioeconomic development in the province and improve accessibility in poor areas in Hubei Province through the local roads improvement program. The major indirect impacts will result from an increase in tourism to the Wudang, Niutou, Sifang, and Baima mountains. The construction of interchanges may also lead to the potential expansion of business activities at the interchanges, leading to noise, dust, traffic congestion, etc. D.3. Describe the treatment of alternatives (if relevant) The selection of the final expressway alignment went through a number of iterations, beginning with the selection of three road corridors linking Shiman to Manchuanguan. These corridors were evaluated and compared with each other: length of the corridor, traffic volumes, proximity to major urban and population centers, topography and geotechnical conditions, flooding potential, land acquisition, resettlement, social impacts, environmental and cultural impacts, etc. The selected corridor was chosen because of its shorter length, geotechnical stability in mountain terrain, lower excavation and fill requirements, absence of critical habitats, minimum spoil generation and disposal, ease of construction, etc. After the corridor was selected, two alignments were identified and the same criteria were compared, but in more detail. This comparison emphasized minimizing loss of agricultural land, avoiding cultural and noise-sensitive areas, bypassing villa g es to minimize resettlement, avoidin g g eolo g icall y unstable areas, minimizin g s p oil dis p osal, etc. For Page 8 the selected alignment, several sub alignments were identified and compared. The outcome is an alignment with minimal environmental and social impacts, shorter length, avoidance of landslide-prone areas, avoidance of the Dinosaur Egg Fossils Nature Reserve Area of Qinglong Mountain, generation of minimum excess spoil, etc. Work is continuing to minimize spoil material further, develop an excess waste disposal management plan, and move farther from the Dinosaur Egg Fossil Nature Reserve Area. With respect to social issues, minimizing and mitigating the adverse impacts of Shiman Expressway on the resettlement of affected households have been major considerations in the selection of the alignment. The Bank team has requested HPCD to compare different alternatives to minimize land impacts on local farmers. Accordingly, the alignment could be improved. D.4. Describe measures taken by the borrower to address safeguard issues. Provide an assessment of borrower capacity to plan and implement the measures described. EMPs have been prepared for Shiman Expressway and the first-phase roads of the LRIP to: (i) avoid environmental and social impacts, by judicious selection of the alignment; (ii) minimize impacts where possible; and (iii) mitigate the impacts through either stand-alone technical measures or incorporation of the measures in the design, construction specifications, or contract documents. The SME EMP includes practical and cost-effective measures necessary to mitigate the project-related impacts by incorporating them in the design and by implementing them during the construction and operation phases. The EMP specifies the appropriate mitigation measures, environmental monitoring plans, training, institutional arrangements, implementation schedule, budget needs, etc. necessary to implement the mitigation measures and strengthen the borrower’s capacity. Major mitigation measures include: watering to prevent dust, installation of noise barriers, relocation of households and schools to protect against excess noise, implementation of safety measures during transport of materials, safe disposal and reclamation of excess waste materials, etc. It also includes extensive revegetation and replantation of disturbed areas and slopes. HPCD has also prepared an RAP for Shiman Expressway. The borrower has proposed two major strategies to address livelihood restoration and a series of poverty reduction measures to mitigate the project’s adverse impacts on displaced people, as follows: \01\02 The project will affect 99,323 m² of residential structures, constructed primarily of earth and wood, about 62 percent of major structures required by the project. In China, the priority of family plan is to improve living standard regardless of family wealth. The Bank team has suggested that HPCD compensate for the earth and wood structures at replacement cost and also consider several initiatives: (i) a form of assistance to displaced families in the poor area; (ii) a policy of preferential support for poor families who may not be able to build better-quality houses, e.g., brick and wood houses, but are eager to build them; (iii) a field survey and population consultation on the minimum living space per family; and (iv) protection measures for cultivated land to avoid using topsoil to build earth and wood houses. HPCD has increased the compensation rates for the replacement of earth and wood structures to exceed the replacement cost, which will benefit 60 percent of displaced families, and will also provide supplementary cash assistance to poor families who may not able to construct 20 square meters of brick-and-wood house per person. HPCD has identified the poor families who will be supported by supplementary assistance. \01\02 It is the first time that HPCD offers an opportunity to eligible displaced people to use the cash compensation for land and resettlement to develop family-based businesses through broad consultation. With respect to the LRIP, first phase projects do not entail any land acquisition. However, a resettlement policy framework has been developed by HPCD to address the management of possible land acquisition under the second or further phases. First phase investments do not affect either any ethnic minority. Nevertheless, should the Bank safeguard on Indigenous People be triggered on a next phase road section, an EMDP would be prepared in accordance with the Bank guidelines. Page 9 The Shiman Highway project will be the fourth World Bank project to be implemented by the borrower and as a result, the borrower has developed ample in-house capacity to implement, supervise and monitor both the EMP and the RAP. D.5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. The key project stakeholders are the Hubei Provincial Communication Department (HPCD), the farmers who may lose land and livelihoods; villagers and communities that may be displaced, divided, or impacted because of the alignment passing through or near their villages; and hospitals, schools, libraries and individual households that may be affected by the construction and operation of the proposed expressway and the interconnecting roads. Three rounds of public consultation have been carried out with the affected people and communities (December 2002 and March and August 2003), and the relevant information and documents were provided at the village/town hall meetings. A total of 3,279 people have been consulted, and the environmental assessment reports have been placed in 12 libraries of the affected areas in Shiyan City, Yun County, and Yunxi County. In addition, the major findings and the summary of the environmental assessment reports have been broadcast and published in the local and provincial newspapers and made available at the www.cnhubei.com and www.people.com.cn . With respect to social issues, a three-part participatory approach has been undertaken. First, all affected households and villages have been identified through the census and social economic surveys. Project information has been provided to the affected villages and local governments through newspapers, posters, and public meetings. Second, all affected villages have participated in the preparation of village-based production rehabilitation plans. HPCD has established working groups of local agricultural experts, resettlement staff, and village representatives to discuss livelihood restoration measures. Third, Beijing University assessed the social impacts on displaced people through a participatory approach, focus group discussions on poverty reduction, and focus group discussions on women. The information dissemination and consultation process will continue during project implementation. A resettlement information booklet, indicating the detailed entitlements of each household, compensation and entitlement policies, and grievance procedures will be distributed to affected people before resettlement is implemented. The affected communities will play a key role in finalizing and implementing their livelihood restoration programs. Furthermore, an internal and independent monitoring process of resettlement operations has been designed in the RAP. Finally, the RAPs will be placed in local libraries December 28, 2003, and their availability will be advertised in local newspapers in February 2004. E. Safeguards Classification (select one) [ ] S 1 . –The project has significant, cumulative and/or irreversible impacts; where there are significant potential impacts related to several safeguard policies. [X] S 2 . – One or more safeguard policies are triggered, but effects are limited to their impact and are technically and institutionally manageable. [ ] S 3 . – No safeguard issues [ ] S F . – Financial intermediary projects Page 10 F. Disclosure Requirements Date Environmental Assessment/Audit/Management Plan/Other: Date of receipt by the Bank 12/15/2003 or Not Applicable Date of “in-country” disclosure …/…/… or Not Applicable Date of submission to InfoShop 02/12/2004 or Not Applicable For category A projects, date of distributing the Executive Summary of the EA to the Executive Directors …/…/… or Not Applicable Resettlement Action Plan/Framework/Policy Process: Date of receipt by the Bank 01/15/2004 or Not Applicable Date of “in-country” disclosure …/…/… or Not Applicable Date of submission to InfoShop 02/12/2004 or Not Applicable Indigenous Peoples Development Plan/Framework: Date of receipt by the Bank …/…/… or Not Applicable Date of “in-country” disclosure …/…/… or Not Applicable Date of submission to InfoShop …/…/… or Not Applicable Pest Management Plan: Date of receipt by the Bank …/…/… or Not Applicable Date of “in-country” disclosure …/…/… or Not Applicable Date of submission to InfoShop …/…/… or Not Applicable Dam Safety Management Plan: Date of receipt by the Bank …/…/… or Not Applicable Date of “in-country” disclosure …/…/… or Not Applicable Date of submission to InfoShop …/…/… or Not Applicable If in-country disclosure of any of the above documents is not expected, please explain why. Section III – Compliance Monitoring Indicators at the Corporate Level OP/BP 4.01 - Environment Assessment: Yes No Does the project require a stand-alone EA (including EMP) report? X If yes, then did the Regional Environment Unit review and approve the EA report? Are the cost and the accountabilities for the EMP incorporated in the credit/loan? X OP/BP 4.04 - Natural Habitats: Yes No Would the project result in any significant conversion or degradation of critical natural habitats? X If the project would result in significant conversion or degradation of other (non- critical) natural habitats, does the project include mitigation measures acceptable to the Bank? OP 4.09 - Pest Management: Yes No Does the EA adequately address the pest management issues? X Is a separate PMP required? If yes, are PMP requirements included in project design? Draft OP 4.11 (OPN 11.03) - Cultural Property: Yes No Does the EA include adequate measures? X Does the credit/loan incorporate mechanisms to mitigate the potential adverse impacts on physical cultural resources? X OD 4.20 - Indigenous Peoples: Yes No Has a separate indigenous people development plan been prepared in consultation with the Indigenous People? X If yes, then did the Regional Social Development Unit review and approve the plan? If the whole project is designed to benefit IP, has the design been reviewed and approved by the Regional Social Development Unit? Page 11 OP/BP 4.12 - Involuntary Resettlement: Yes No Has a resettlement action plan, policy framework or policy process been prepared? X If yes, then did the Regional Social Development Unit review and approve the plan / policy framework / policy process? X OP/BP 4.36 – Forests: Yes No Has the sector-wide analysis of policy and institutional issues and constraints been carried out? X Does the project design include satisfactory measures to overcome these constraints? Does the project finance commercial harvesting, and if so, does it include provisions for certification system? OP/BP 4.37 - Safety of Dams: Yes No Have dam safety plans been prepared? X Have the TORs as well as composition for the independent Panel of Experts (POE) been reviewed and approved by the Bank? Has an Emergency Preparedness Plan (EPP) been prepared and arrangements been made for public awareness and training? OP 7.50 - Projects on International Waterways: Yes No Have the other riparians been notified of the project? X If the project falls under one of the exceptions to the notification requirement, then has this been cleared with the Legal Department, and the memo to the RVP prepared and sent? What are the reasons for the exception? Please explain: Has the RVP approved such an exception? OP 7.60 - Projects in Disputed Areas : Yes No Has the memo conveying all pertinent information on the international aspects of the project, including the procedures to be followed, and the recommendations for dealing with the issue, been prepared, cleared with the Legal Department and sent to the RVP? X Does the PAD/MOP include the standard disclaimer referred to in the OP? BP 17.50 - Public Disclosure: Yes No Have relevant safeguard policies documents been sent to the World Bank's Infoshop? X Have relevant documents been disclosed in-country in a public place in a form and language that are understandable and accessible to project-affected groups and local NGOs? X All Safeguard Policies: Yes No Have satisfactory calendar, budget and clear institutional responsibilities been prepared for the implementation of the safeguard measures? X Have safeguard measures costs been included in project cost? X Will the safeguard measures costs be funded as part of project implementation? X Does the Monitoring and Evaluation system of the project include the monitoring of safeguard impacts and measures? X Have satisfactory implementation arrangements been agreed with the borrower and the same been adequately reflected in the project legal documents? Not yet Signed and submitted by: Name Date Task Team Leader: Michel Bellier March 4, 2004 Project Safeguards Specialist 1: Anil Somani March 4, 2004 Project Safeguards Specialist 2: Liu Zhefu March 4, 2004 Project Safeguards Specialist 3: Approved by: Name Date Regional Safeguards Coordinator: Glenn Morgan March 9, 2004 Comments: Sector Manager: Jitendra N. Bajpai March 4, 2004 Comments: Regional Safeguards Sector Director : Maria Teresa Serra March 10, 2004 Page 12