JBIC ODA Loan Project Mid-Term Review 2006
Evaluator: Hiroshi Oita (OPMAC Corporation)
Field Survey: January, 2007
Project Name: People’s Republic of China, Gansu Province Road Construction Project (L/A No.C01-P161)
Outline of Loan Agreement
Loan Amount/Contract Amount/Disbursed Amount
Loan Agreement
Completion Date (Planned)
Final Disbursement Date
Executing Agency
Operation & Maintenance Institutions

Mid-Term Review Selection Criteria: 20,013 million yen / 14,691 million yen / 11,217 million yen (as of end of February 2007): March 2002 (5th year after L/A concluded): Main road (highway) completed in December 2005, road portion of regional road completed
in December 2003. Facilities similar to “road stations” are expected to be completed at theend of 2007.
: July 2008
: The People’s Government of Gansu Province (Communications Department): Main road (highway) : Gansu Changda Highway Co., Ltd.
Regional road : the Communications Bureaus of Baiyin City (Jingtai County) and Lanzhou
City (Yongdeng County).
: Local government cooperation

Project Objective
To construct a main road (highway) in Gansu Province between Liusaike (Jingyuan County, Baiyin City) and Baiyin District with a total length of about
110km, together with improvements to a total of about 100km of regional road between Jingtai County (Baiyin City) and Xicao (Yongdeng County,
Lanzhou City), in order to improve access to markets and promote regional development, and thereby contribute to improve people’s welfare and reducepoverty in an inland region.
Consultant: Pacific Consultants International (Japan)
Contractors: (Contractors with total contracts of 1 billion yen or more)GANSU PROVINCIAL HIGHWAY ENGINEERING GENERAL COMPANY (China), GANSU TIANDI ROAD BRIDGE ENGINEERING CO., LTD. (China)
RBG, 1ST ENGINEERING SUB OF 2ND HIGHWAY ENGINEERING BUREAU (China), GANSU WUHUAN HIGHWAY ENGINEERING CO., LTD. (China)
THE 2ND ENGINEERING CO., LTD. OF CHINA TIESIJU CIVIL ENGINEERING (China), YUEYANG ROAD & BRIDGE CONSTRUCTION CO. (China)
THE 3RD ENGINEERING CO., LTD. OF THE 12TH GROUP OF CRCC (China), SHENGYANG HIGH ROAD BUILDING COMPANY (China)
1

LONGJIAN ROAD & BRIDGE LIMITED COMPANY (China), GANSU WUHUAN HIGHWAY ENGINEERING CO., LTD. (China)
1ST ENGINEERING CO. OF 1ST HIGHWAY ENGINEERING BUREAU OF CHINA (China)

Overview of Results
Item
Relevance(1) National Policy
Level

Ex-Ante Evaluation Results (March 2002)(1) National policy level
In China, economic disparities are developing between
coastal and inland regions, and the launch of “Great Western
Development” (Note) for the Western Regions which arelagging in development was taken up in the 10th Five Year
Plan (2001 to 2005). This emphasized the importance ofaccelerating infrastructure construction in the Western
Regions. In particular, road development is essential for
economic development of the regions, improvement ofpeople’s welfare, promotion of economic interaction with thecoastal regions, etc.
Inland regions comprise about 90% of the national landarea. However, as of the end of the year 2000, the roaddensity of inland regions was 0.11km/km2, far below the
0.42km/km2 of coastal regions. This kind of regional disparity
in road development leads to limited access to markets andlower transport efficiency, so its improvement is ranked as apriority policy.
Gansu Province, which was targeted by this project, had aper capita GDP of 3,836 yuan in the year 2000, below thenational average of 7,078 yuan. It is a poor province, as thisranks it as 30th among the country’s 31 special
municipalities, provinces, and autonomous regions (excluding
Taiwan).
(Note) The Great Western Development is a focused mission over the2

Mid-Term Review Results and Expected Ex-Post
Evaluation Results at the Time of Mid-Term Review(1) National policy level
The 11th Five Year Plan (2006 to 2010) aims at a shift
towards sustainable development, with a particular emphasis
on infrastructure development in rural areas. In this plan,road development as basic infrastructure continues to be
ranked as a priority in order to achieve harmonious
development between urban and rural areas, maintaining
consistency with policies from the 10th Five Year Plan. Thereis also no change in the position of Great Western
Development as a long term development goal.
The level of per capita GDP in Gansu Province was 7,455
yuan in 2005, below the national average of 13,985 yuan. It
still remains the poorest province after Guizhou province, as
there was no change in its rank as 30th among the country’s
31 special municipalities, provinces, and autonomous
regions.
As such, the significance of completing this projectcontinues at the national policy level, and the relevance of
project implementation has not been lost.

10-year period from 2001 to 2010, based on the outline in the “StateCouncil Notification on Several Policy Measures for Great Western
Development,” proposed by President Jiang Zemin in June 1999, andannounced in December 2000. It aims to correct the disparities that
arose as a result of the prioritized development of eastern coastal
regions. Infrastructure development, ecological and environmental
protection, agricultural improvements, science and technology
education, etc. are to be implemented in 10 western provinces, 2central autonomous regions, and autonomous prefectures in 3 central
provinces.

(2) Policy Measure
Level(2) Policy measure level
Road construction was a priority development target in the10th Five Year Plan. To make road transport the artery for
China’s passenger and freight transport, it set the goal ofpromoting the development of high standard main national
trunk roads which cover the entire territory of China. For
regional economic development, it also raised the goal ofincreasing the percentage of paved roads focusing on
development of national roads and provincial roads,
improving the road network throughout the country.
The “5 Vertical 7 Horizontal” routes criss-cross the entire
country as main trunk roads. Development targeted the partsof this network which pertain to the western regions. The
target of this project was the highway between Liusaike andBaiyin, which is part of the highway between Dandong(Liaoning province) and Lhasa (Tibet Autonomous Region),
one of the “7 Horizontal.”
The 10th Five Year Plan of Gansu Province also raised
construction of 12 trunk roads in the province (called “4Vertical, 4 Horizontal, 4 Heavy”) as a priority goal, along
3(2) Policy measure level
Similar to the national plan, the 11th Five Year Plan for
Gansu Province also strongly calls for balanced development
among regions. Completion of the road network by 2020
continues to be a goal, and the road targeted by the Japanese
ODA loan is an important part of the “4 Vertical, 4
Horizontal, 4 Heavy” road plan of Gansu Province.
The highway between Liusaike and Baiyin is also anational priority road (GZ25) which links Dandong to Lhasa.
At the same time, it was the last remaining section whichlinks the capital of Ningxia Hui Autonomous Region(Yinchuan City) with the capital of Gansu Province(Lanzhou). Thus, this road is regarded as fulfilling animportant role for development of the western regions.

with putting effort into development of regional roads andrural roads as poverty reduction. Development of these roads
was announced as the “Main Points of the Western Regions
Development Gansu Province Road Transportation
Development Plan,” aiming at completion of the road
network in the province by 2020.
(3) Planning Level(3) Planning level(3) Planning level
As described above, these roads are constructed as part of The project is being implemented according to the planning
the national and provincial plans. According to domestic described on the left.
standards, the main road is constructed as a highway, with theregional road repaired as a secondary road. This contributes
to improvement in access to markets, regional development,poverty reduction, etc.

Effectiveness(1) Operation andEffect Indicators(1) Operation and effect indicators(a) Quantitative effects
Indicator

Road name

Increase in traffic volume(converted into number ofsmall cars, cars/day)
Reduction in travel time(hours)Increase in travel speed(km/hr)Reduction in time to accessmarket (hours)
Increase in volume ofagricultural produce shipments(10,000 tons/year)
Employment opportunities forthe poverty group at roadrelated facilities (people)(1) Operation and effect indicators(a) Quantitative effects

Liusaike to Baiyin
Jingtai to Xicao

2000
ex-anteevaluation
9,106
4,750

2008
Targetyear
13,304
5,770

Liusaike to Baiyin
Jingtai to Xicao
Liusaike to Baiyin
Jingtai to Xicao
Liusaike to Baiyin
Jingtai to Xicao
Liusaike to Baiyin
Jingtai to Xicao

2.9
2.9
56
37
3.7
3.1
4.3
4.8

1.4
1.8
78
58
1.4
1.5
8.0
8.6

Liusaike to Baiyin
Jingtai to Xicao

–
–

55
20

4

Indicator

Road name

2008
Targetyear

Liusaike to Baiyin
Jingtai to Xicao

2006
Midterm
Review
7,370
3,741

Increase in traffic volume(converted into number of smallcars, cars/day)
Reduction in travel time(hours)Increase in travel speed(km/hr)Reduction in time to accessmarket (hours)
Increase in volume ofagricultural produce shipments(10,000 tons/year)
Employment opportunities forthe poverty group at road related
facilities (people)

Liusaike to Baiyin
Jingtai to Xicao
Liusaike to Baiyin
Jingtai to Xicao
Liusaike to Baiyin
Jingtai to Xicao
Liusaike to Baiyin
Jingtai to Xicao

1.11
1.66
100
70
1.5
1.65
11.41
n.a.

1.4
1.8
78
58
1.4
1.5
8.0
8.6

Liusaike to Baiyin
Jingtai to Xicao

100
60

55
20

13,304
5,770

Increase in per capita GDP ofregions along the roads(yuan/year)
Increase in per capita incomeof regions along the roads(yuan/year)

Liusaike to Baiyin
Jingtai to Xicao

5,561
2,735

10,736
4,727

Liusaike to Baiyin
Jingtai to Xicao

2,028
1,667

3,458
2,946

Increase in per capita GDP ofregions along the roads(yuan/year)
Increase in per capita income ofregions along the roads(yuan/year)

Liusaike to Baiyin
Jingtai to Xicao

n.a.
n.a.

10,736
4,727

Liusaike to Baiyin
Jingtai to Xicao

n.a.
n.a.

3,458
2,946

(Note) Regarding the traffic volume in the year 2000, the 9,106 cars/day figure for(Note) There are no changes to the target values or target year. The 7,370

the main road (Liusaike to Baiyin) is from current data for National Road 109.

cars/day for Liusaike to Baiyin is the highway portion. Traffic volume on

2008 data is traffic volume for the highway.

National Road 109 is 4,836 cars/day.
(Source) Responses from the Gansu Changda Highway Co., Ltd. and Gansu

Internal Rates of Return
EIRR : Main road18.1%
: Regional road 22.3%
FIRR : Main road
6.2%

Province Communications Department

The 7,370 cars/day on the main road (highway) Liusaike
to Baiyin in 2006 is far below the 11,353 cars/day estimatedfor 2006 at the time of ex-ante evaluation. On the other hand,(Source) Ex-ante evaluation report (however, figures of traffic volume on National Road 109 (which runs partially“Employment opportunities for the poverty group at road parallels the highway) was estimated at 4,211 cars/day for
related facilities” are from JBIC internal data)
2006, and 4,799 for 2008, but the actual figure for 2006 was
4,836 cars/day. This actual result is a little higher thanestimated, but it is not a great difference.
Traffic volume on the Jingtai to Xicao regional road isalso below the volume forecast at the time of the ex-anteevaluation. The estimate for 2006 was 5,074 cars/day, but it
decreased to 3,741 cars/day instead. Regarding this point, theGansu Province Communications Department indicates that
this is due to different measurement sites. According to an
explanation by the Communications Department,
measurements of traffic volume are the volume of traffic thatpasses one location, and also, the measurement location in
the year 2000 was set up near the Jingtai County Castle
which is close to an urban area with relatively heavy traffic
volume. Then it decreased in 2006 because the observationsite was moved to the Jingxi Road Overloading Inspection
5

Station, where there is less traffic volume than at County
Castle.
Large growth in traffic volume is forecast on sections ofboth the highway and regional road near the provincial
capital of Lanzhou. This is because as mentioned below,
construction of development districts is progressing along
the road near Lanzhou, and the movement of people andgoods is forecast to become more active due to population
growth of those development districts and factory operations.
Regarding travel time on the targeted sections, on the mainroad it fell dramatically from 2.9 hours before construction
to 1.1 hours, and from 2.9 hours to 1.7 hours on the regionalroad.

(b) Qualitative effects
1) Promotion of regional development
Shorter routes, improvement in the road pavement
situation, etc. lead to effects of reduced travel time,
distribution cost reductions, etc. This leads to increased traffic
volume which promotes increased distribution, resulting inincreased economic activity in the region. Formation of theprovincial road network, improved market access which
benefits poor regions, and associated regional development
along the roads are also promoted.

6(b) Qualitative effects
1) Promotion of regional development
Due to road improvements, travel times on the targeted
sections fell by 1 hour or more on both the highway andregional road, resulting in the large achievement of 1.5 to 2
hours shorter time to access markets. Improvements in theinvestment environment due to this kind of roaddevelopment are leading to growth of development districts
as shown below.
Development districts are being constructed along themain road, called “One park, three districts”: Chinese
Academy of Sciences High Tech Industrial Park, West
District, Pingchuan Central District, and Longchuan
Concentrated Industry District. There still remainunoccupied sites in each development district, but a large
truck factory, food processor, and factories for furs, etc. havealready moved in. By completing this road, Lanzhou (theprovincial capital of Gansu Province) is within 1 hour by car,and future development is expected in this economic zone
which includes Lanzhou.
Also along the regional road, the Circular Economy
Industrial Park is being developed near the road’s start on the
Xicao end, and Geely Automobile is already building an
automobile factory with a capacity to produce 100,000 autos
per year, and production begins in 2007. Also, theQinwangchuan Agriculture High Tech Model Base is being
built since 2003 about 8km from the starting point at Xicao,
aiming to become a research and development base for hightech agriculture focusing on potato research. A total of about
30,000 people will live there if this base is completed.
In this way, development is progressing along both themain road and regional road, with steady growth expected inroad users.
2) Poverty alleviation
Of the five administrative areas along the routes of thisproject, four are national level poverty-stricken counties(“Jingyuan County”, “Pingchuan District”, “Jingtai County”,“Yongdeng County”). The following effects are expected
through completion of this project:• Through improved market access from poor areas,
increased opportunities to sell agricultural produce etc.,
and accompanying income growth.
• Reduced transport time and decreased shipping damage
etc. enables a shift in cultivation from grains to high value
added produce, resulting in income growth.
• Employment during the construction period, and increased
employment opportunities after completion at service
72) Poverty alleviation
Due to improvements in time to access markets, thevolume of agricultural produce shipments also grew
dramatically by threefold on the targeted section of the
highway. According to a poultry farmer in Pingchuan District
which is along the highway, highway use has led to reduced
transport time and decreased freight damages due to theimproved road surface, enabling sales of eggs to Sichuan
Province and Xinjiang area, greatly contributing to
improvements in life. Incidentally, the four administrative
districts designated as national level poverty-stricken
counties were already removed from this classification in2006. (Refer to data attached below)
Also, 1,460 local people are employed during

areas and operation management facilities such as toll construction, with 50 jobs after completion for cooks, boiler
stations on the main road.
men, cleaners, etc. in service areas, etc.
• Improved living environment due to improved access toschools and hospitals.
(2) Analysis of Factors
Influencing
Effectiveness andImpact(2) Analysis of Factors Influencing Effectiveness and Impact(a) Cooperation with the local government
Gansu Province and Akita Prefecture signed a friendshippartnership in August 1982. At the same time, a friendshippartnership was also signed between Lanzhou City and Akita
City. Over the 10 years from 2001 until 2010, multifaceted
cultural interchange has been carried out, such as both sides
sending two people each for cultural exchange.

(2) Analysis of Factors Influencing Effectiveness and Impact(a) Cooperation with the local government
From July 31 until August 5, 2004, a JBIC mission with
Akita Prefecture “road station” authorities as members met
with the head of the Gansu Communications Department,
President of Gansu Changda Highway Co., Ltd., and otherGansu province government and local government
authorities. They inspected planned sites for “road stations”
and held a workshop. Regarding plans to build a facility
similar to a “road station” along the regional road, Akita
Prefecture has shown its intention to actively cooperate, andmethods of specific cooperation are being investigated by
Akita Prefecture and JBIC.

(b) Land acquisition and relocation
About 730ha of lands are expected to be acquired by thisproject for the main road, and about 130ha for the regionalroad. Also, an estimate was received that about 1,250
residents are subject to being relocated for the main road, andabout 690 residents for the regional road.

(b) Land acquisition and relocation
423ha of lands were acquired for the main road by thisproject, and 59ha for the regional road. Also, 99 householdswith 542 residents were relocated for the main road, and 3
households with 15 residents for the regional road.
The area of lands acquired and number of residents
relocated decreased because almost all the requisitioned
lands were mountainous and rough terrain. Also, in the initial
forecast, if farmland was requisitioned, the entire families ofthe owners were included as possible residents to be
relocated. For the actual move, only the houses were subject
to eviction, and the people subject to being relocated were8

less than the initial forecast.
(c) Consideration for the environment
The effects of air pollution, water pollution, soil erosion,and noise are anticipated, and measures are taken.

(c) Consideration for the environment
It was explained that proper measures were taken during
construction against air pollution, water pollution, and noise.
As countermeasures after completion, greenery is being
planted along the roads and measures taken against soil
erosion from slopes. There are no areas where soundproofing
walls and double paned windows are currently thought
necessary as noise countermeasures.

(d) Consideration for social aspects
The following considerations are taken.
• For socially vulnerable people living in areas along the
project route, such as elderly people living alone, andpeople who are poor or disabled, concrete measures will
be taken such as providing labor for home construction
after being relocated.
• During construction, about 5000 people from the poverty
group will be employed as civil construction workers.
After completion, about 300 people from the poverty
group will be employed at operation facilities such asservice areas, toll stations, etc.

(d) Consideration for social aspects
After the relocation, problems regarding elderly people
living alone and disabled people are not arising. There is
active employment during construction (1,460 people), andthe project is also working hard to employ local residents
after completion (50 people).

(e) Construction of facilities similar to “road stations”
On the regional road, facilities similar to Japan’s “roadstations” are to be built as service areas. A parking lot, rest
area, place to sell local specialty products, tourist information
desk, etc. will be placed together, aiming at promotinginteraction between road users and the local area, andstimulation of the local economy. The local county(e) Construction of facilities similar to “road stations”
Of the two service area locations planned to be built on theregional road, one location has been eliminated due to lackof expected demand. The location to establish the otherservice area has been decided, but specific details of its
development are being further investigated. As it will belocated in a poor area, items for sale and targeted customers

9(3) Factors Affecting
Sustainability

governments will manage operations.

should be thoroughly studied to make it an attractive facility
for users so that sales by producers of agricultural produce
and local specialties at the service area can provide them areliable livelihood. Providing it with functions as amultipurpose assembly place for residents including
education and training, as a crisis headquarters and refuge
areas during disasters, etc. should also be studied.

(f) Traffic safety measures
There is nothing particular to note at the ex-ante evaluation
stage.

(f) Traffic safety measures
Improving the road surface on the regional road leads tomuch faster driving speeds. As a result, there are fears thatspeeding will lead to an increase in traffic accidents. Traffic
accidents create not only human losses but also large
economic losses, so even more consideration must also begiven to thorough safety education and development ofsafety facilities.

(3) Factors affecting sustainability• Operation and maintenance system
Gansu Changda Highway Co., Ltd. will be in charge of
operation and maintenance. Toll income etc. of this projectwill be allocated to operation and maintenance expenses, etc.
In case there is a lack of operation and maintenanceexpenditures, the Gansu Provincial People’s Government willhandle them with a fiscal subsidy. This company is planningto operate it with 35 staff who have rich experience in road
operation and maintenance. It also plans to use foreign
consultants, etc. to strengthen the organization of its operating
structure. Thus there are no particular concerns regarding
operation and maintenance capabilities.

(3) Factors affecting sustainability• Operation and maintenance system
Gansu Changda Highway Co., Ltd. is in charge of
operation and maintenance. The operation and maintenancesystem is established, and no particular problems can beseen.
As for the highway, problems concerning operation andmaintenance are expected following the increase in traffic
volume. Weight regulations for large trucks are currently
insufficient, so increased maintenance expenses due to roadsurface damage are a concern. Operation and maintenancewill be implemented based on national standards, but
performing timely and proper maintenance is important forsmooth traffic, so attention should be paid to thoroughly10

implementing weight limits, securing sources of funds, andmaking timely expenditures. Also, in the future, policies for
efficient management will become an issue which should be
investigated.
Reference Information
Efficiency(1) Outputs(1) Outputs(a) Main road: Replacement for the current road (No. 109)
• Section: Liusaike (Jingyuan County, Baiyin City)
to Baiyin District (Baiyin City)• Total length: about 110km• Road standard and lanes: Highway, 2 lanes each direction• Width: 24.5m• Center divider: Fixed type• Pavement: asphalt• Bridges: About 40 locations (including the approximately
1km Yellow River Bridge)• Interchanges: 6 locations• Service areas: 2 locations• Toll stations: 7 locations• Machinery and electrical facilities: toll collection,communications, surveillance control systems, etc.
• Construction and maintenance equipment: Civil work andpaving equipment, inspection vehicles(b) Regional road: Upgrade of the current road (number 201)
(3rd Class → 2nd Class)11(1) Outputs(a) Main road: No changes except for those shown below(completed).

• There are 34 major bridges.
The Xintian Yellow River Grand Bridge is 860m.

• Toll stations: Changed to 6 locations. One location
became unnecessary due to connection
with the Baiyin to Lanzhou Highway.

(b) Regional road (road portion is complete)• Section: Jingtai County (Baiyin City)
to Xicao (Yongdeng County, Lanzhou City)• Total length: About 100km• Road standard and number of lanes: 2nd class road,1 lanes each direction• Width: 12m• Pavement: asphalt• Bridges: 14 locations• Service areas: 2 locations(facilities similar to “road stations”)• Service area: One location on the Jingtai County end. It
was judged that demand is not expected at the Yongdeng
County end near Lanzhou City, so its construction waseliminated.

(c) Consulting services (50 man months)(c) Consulting services (36.6 man months)• Construction work supervision• Man months were reduced due to a shorter work schedule,• Environmental measures (Handling problems of water
winter work stoppages, etc.
pollution, air pollution, noise, soil erosion, etc. Technology
transfer)• Support for the road management system (strengthening theorganization, establishing proper toll levels, traffic safetymeasures, guidance for operating service areas, etc.)• Overseas training(2) Period(2) Period(2) Period• Main road: March 2002 to May 2006
• Main road: March 2002 to December 2005 (complete)(46 months)• Regional road: March 2002 to December 2004
(According to the project ex-ante evaluation report, the • Regional road: March 2002 to December 2003
(Road portion complete. Completion ofproject was to start in February 2002)
facility similar to a “road station” expected12

at the end of 2007)(Project start was at the time when L/A was concluded)
Completion of construction work was earlier than planned
because land acquisition and procedures to relocate residents
progressed rapidly, thorough project management was
conducted, and winter construction work became possible
due to improvements of construction methods.
Lessons Learned andRecommendations

Lessons Learned• Regarding plans to build service areas similar to Japan’s “road stations” on the regional road, the implementation plan must
be studied while recognizing the standard of living differences between Japan and China (in the subject regions) anddifferences in the stages of development of their societies.
Recommendations• For construction and operation of facilities similar to “road stations”, JBIC should seek the cooperation of Akita Prefecture,and continue to support further strengthening of friendship relations of Akita Prefecture with Gansu Province.
• For the regional road, in the targeted regions along the road it is necessary to continue to work on thorough safety educationin schools, implementation of activities for raising awareness in traffic safety via bus companies and transportation
businesses, development of safety facilities, etc.

Indicators Establishedfor Use at the Time of
Ex-Post Evaluation

The following were shown at the time of project ex-anteevaluation.
• Increase in traffic volume(converted into number of small cars, cars/day)• Reduction in travel time (hours)• Increase in travel speed (km/hour)• Reduction in time to access market (hours)• Increase in volume of agricultural produce shipments(10,000 tons/year)• Internal rates of return (FIRR, EIRR) (%)

13• The operation and effect indicators were established basedon the project ex-ante evaluation report. When these
indicators were confirmed at the time of the mid-term
review, the Chinese parties did not object to following up
on them. On the other hand, in the contents of the Minutesof Discussion (M/D) exchanged in November 2001
between the JBIC ex-ante evaluation mission and theGansu Province government, and in the Project
Memorandum (P/M) agreed upon in May 2002 which
expanded on it, more detailed indicators were shown
which became the basis of the operation and effectindicators in the project ex-ante evaluation report. The

latest values of detailed indicators based on the P/M weresought at the time of the mid-term review, but figures
beyond the project ex-ante evaluation report were notprovided.
• Regarding follow up on the operation and effect indicators
based on the project ex-ante evaluation report, Gansu
Changda Highway Co., Ltd. is the contact point for Gansu
Province.
However,thiscompany’s
principal
responsibility is the main road (highway), while forregional roads, one must seek the cooperation of theCommunications Department of the Gansu Province
government. Actually, the Communications Bureaus of
Baiyin City (Jingtai County) and Lanzhou City (Yongdeng
County) are in charge of operation and maintenance.
Therefore, when seeking data on items at the level ofdetail in the P/M, it is necessary to request cooperation of
the Gansu Province Communications Department inadvance to perform a survey of those items. Also one
should arrange for direction from the central government
to the Gansu Province government (Finance Department
and Communications Department) to provide cooperationin the survey. However, further examination is required todecide whether such time-consuming effort is necessary toobtain the detailed data for indicators in the P/M.

14

Situation in Areas near the Gansu Province Road Construction Project Site
(Comparison of 2002 and 2006)

Year
JingtaiCountyYongdeng
CountyBaiyinCity
JingyuanCountyPingchuan
District

Middle school
NumberNetofenrolment
schools
(%)
02
06
02
06

Percentage
receivingwater supply(%)

Numberofhospitals

06

Primary school
Net
Numberenrolmentof(%)
schools
02
06
02
06

02

06

02

06

02

06

02

06

1.3

0.96

169

173

92.1

96.8

22

22

93.7

99.5

17

29

2

2

24.2

17.1

90.8

96.8

50.12

8.97

8.38

355

315

100

100

48

45

99.2

99.4

16.47

25.8

3

3

24

18.6

98

99.8

172

174.6

19.6

14.79

912

996

96.2

99.7

176

185

93.2

97.2

16

21

25

26

23.91

16.92

91.2

98.6

8,100

45.1

46.60

7.2

5.3

229

231

91.3

95.4

51

52

90.6

96.3

15

18

2

2

22.7

16.8

89.9

97.8

11,326

108

10.67

0.91

0.79

73

75

96.1

99.6

26

26

93.6

98.1

36

48

5

5

19.5

15.1

93.9

99.2

Populationin poverty(unit:
10,000)Per capita
GDP(yuan)

Population(unit: 10,000)

02

06

02

06

02

6,700

9,800

23.1

23

5,625

9,497

49.59

6,600

9,600

5,200

7,100

Source: Responses of Gansu Province Communications Department

15

Infantmortality rate(%)

Percentage
receiving
electricity(%)