1. Introduction

1.1. Project Background

The proposed Harbin-Jiamusi (HaJia Line hereafter) Railway Project is a new 342 km

double track railway line starting from the city of Harbin, running through Bing County,

Fangzheng County, Yilan County, and ending at the city of Jiasmusi. The Project is

located in Heilongjiang Province, and the south of the Songhua River, in the northeast

China (See Figure 1-1). The total investment of the Project is RMB 38.66 Billion Yuan,

including a World Bank loan of USD 300 million. The construction period is expected to

last 4 years, commencing in July 2010. Commissioning of the line is proposed by June

2014.

HaJia Line, as a Dedicated Passenger Line (DPL) for inter-city communications and an

important part of the fast passenger transportation network in northeast of China will

extend the Harbin-Dalian dedicated passenger Line to the the northeastern area of

Heilongjiang Province, and will be the key line for the transportation system in

Heilongjiang Province to go beyond. The project will bring together more closely than

before Harbin , Jiamusi and Tongjiang, Shuangyashan, Hegang, Yinchun among which

there exists a busy mobility of people potentially demanding high on passenger

transportation. The completion of the project will make it possible for the passenger line

and cargo train line between Harbin and Jiamusi to be separated, and will extend the the

line Harbin-Dalian passenger line to the northeast of Heilongjiang Province,It willl also

strengthen the skeleton of the railway network of the northeastern part of China and

optimize the express passenger transportation network of the northeast. As another

express railway to divert the passenger train and cago train, the pjoject will relieve the

pressure of the transportation between Harbin and Jiamusi and will play an important role

in the smooth execution of the snational strategy of “revitalize the old industrial bas of

Northeastern Provinces” . In addition, the execution of the project will also play an

important role in ensuring the good transportation as a rear-area for the trading ports

between China an Russia , in accelerating the development of the relevant trading ports,

in developing the economic division and cooperation between China and Russia and the

economic win-win and promoting the regional economic development and flourishing the

frontiers of the northeast of China.

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1.2. Environmental Asessment (EA) Preparation

According to World Bank OP4.01 Environmental Assessment, the proposed project is

classified as Category A, dur to the scale of potential environmental and social impacts.

As a result, the Bank required a full environmental impact assessment report. Chinese

environmental impact assessment laws and regulations also required preparation of a full

enviornmental impact assessment report.

MOR retained China Railway Third Survey and Desing Institute (TSDI) Co., Ltd. for

EIA preparation. The TSDI has Class A environmental impact assessment accreditation

from Ministry of Environmental Protection (MEP). The EIA report was prepared in

accordance with relevant provisions specified in China EIA laws / regulations and

technical guidelines, as well as consideration of World Bank

Figure 1-1 Harbin-Jiamusi Dedicated Passenger Line (HaJia Line)

safeguard policies.

The final English EA documents submitted to the World Bank inlcude:

• Enviornmental Impact Assessment Report (EIA)

• Environmental Management Plan (EMP)

• EA Executive Summary

This report is the English version of the Environmental Impact Assessment, which

includes a sumary of the main text and the following Annexes:

• Annex 1 List of Main Applicable Laws and Regulations

• Annex 2 Screening of Environmental Objects

• Annex 3 Ecological Baseline Survey

• Annex 4 Baseline Noise Monitoring

• Annex 5 Noise Impact Prediction Table

• Annex 6 Mitigation Measure for Noise Control

• Annex 7 Baseline Vibration Monitoring

• Annex 8 Vibration Impact Predication Table

• Annex 9 Mitigation Measures for Vibration Control

The Chinse EIA report was approved by the Ministry of Environmental Protection on

Nov XX, 2010.

2. Legal and Regulatory Framewok

2.1 Environmental Assessment Purpose and Principles

The purpose of the environmental impact assessment is as follows.

1. Through the survey and supervision of the existing conditions of the environment sensitive

items and environment, it is expected to have an understanding of the existing environmental

conditions of the region. And with strategy of sustainable development as the guide line to

carry out the policy “Prevention as a major concern and protection as the priority” ,

“Development and protection as equally important aspect” and with environmental evaluation

as a guide in designing , construction and environmental protection and to forecast the impact

of the project on the environment during its construction and operation. And based on the

forecast results, the controlling measures presented in the design document can be proved,

which is imperative. n the light of the principle characterized by “letting the new measures to

substitute the old, it aimed to forward corresponding measures and proposals in order to

reduce and control the emission of pollutants and to reach the target of keeping total amount

of emission of pollutants within the controlled limit of the region and to proved a scientific

ground for the local environment protection department to control and plan the environment.

2. To carry out the principle of “people oriented” by involving the public in the project and

residents in the proving of the project, so that the decision of the project will be more

democratic , scientific, to avoid the potential dangers created by the impact of the project on

the environment in the future. To guide the public to the management and supervision of the

environment protection during the construction and operation of the project. And at the same

time to publicize the national laws, statutes and policies on environmental protection.

3. To provide a ground for environmental protection and engineering design and environmental

management of the project from the perspective of environmental protection, together with

the analysis of the economic benefits and too prove the feasibility of the project.

The principle of the environmental assessment - The assessment is based on the national

laws, statutes, and relevant documents and with the environmental evaluation guiding

principle and the technological criteria for railway environment as the guiding principle.

The assessment is done in the light of the characteristics of the planned railway and with

sensitive problems involved in ecological damage, noise ,and vibration as the evaluating

principle. During the assessment full use is made of the existing data with the necessary

supplementary elements such as survey, monitoring, and analogical monitoring of the

existing conditions.The assessment is done in the light of the engineering design and

with full consideration of different assessment elements for different section of the

planned line. And finally based on the assessment results a control measures and

suggestions not only feasible in technology but also rational in economy are put forward.

2.2 National Laws and Regulations

The preparation of the EIA for the proposed project fully complies wit hthe provision of relevant Chinese natonal laws and regulations for construction projects. A list of relevent laws, regulations, technical guidelines and relvant document is presented in Annex 1.

Table 2-1 summarizes some key provisions of applicable laws and regulations and project compliance relative to the preparation of environmental impact assessment and project design.

Table 2-1 Key Environmental Laws and Regulations and Project Compliance

Laws and Regulations Key Applicable Provisions Project Compliance

Environmental Protection Law “Construction projects that would cause environmental pollution must follow the provisions ofrelevant environmental protection rules and regulations. The environmental impact assessmentdocument must assess the pollution the project is likely to produce and its impact on theenvironment, and stipulate the preventive and mitigation measures. The EA documents shall,after initial examination by the authorities in charge of the construction project, be submitted tothe environmental protection administration authorities for approval following specifiedprocedure.”

“Pollution mitigation measures of a construction project must be designed, built andcommissioned at the same time with the main part of the project. No permission shall be givenfor a construction project to be commissioned or used, until its installations for the preventionand control of pollution are examined and considered up to the standard by the relevantenvironmental protection authority which had originally reviewed and approved theenvironmental impact assessment documents.

• EIA is prepared according to relevantlaws/regulations and technicalguidelines.

• Mitigation measures are developed inan EMP, incorporated into projectdesign, and are to be implementedand supervised during construction.

• Final acceptance inspection will becarried out before commissioning.

Environmental ImpactAssessment Law

“The State adopts a categorized management approach for environmental impact assessment ofconstruction projects according to the extent of environmental impact of construction projects……The Project proponent shall prepare Environmental Impact Assessment Report, orEnvironmental Impact Assessment Form, or Environmental Impact Registration Formaccording to the follow criteria:

1) An Environmental Impact Assessment Report is required for a construction projectthat may cause major impact on the environment, giving comprehensive and detailedevaluation of the pollution generated and environmental impact caused by theconstruction project;

“Catalog for the Categorized Environmental Impact Assessment Management for ConstructionProjects shall be compiled and published by the environmental protection administration underthe State Council.”

“For construction projects that involve water conservation and soil erosion control, a Water andSoil Conservation Plan must be prepared and approved by relevant water resource authorities.”

• A full EIA report is prepared, andapproved by Ministry ofEnvironmental Protection.

• A dedicated Water and SoilConservation Plan is developed andapproved by water resourcesauthorities.

Notice on Strengthening EIAManagement for ConstructionProjects Funded by Loans fromInternational FinancialInstitutions

“The construction project must abide by environmental protection laws, regulations andstandards of China, and subject to EIA policies. With precondition of compliance with ChinaEIA provisions, consideration should be given to technical requirements of the IFI.”

• EIA and EMP are prepared incompliance with World Bank OP4.01and in consideration of World BankSafeguards.

Environmental ProtectionManagement Regulations forTransport Projects

“All environmental protection facilities in transport projects must be simultaneously designed,constructed and put into operation with the main body project…After project completion, theproject proponent shall submit application for acceptance inspection to the environmental

• Mitigation measures are developed inthe EMP and incorporated intoproject design, and are to be

Laws and Regulations Key Applicable Provisions Project Compliance

protection authority which had originally reviewed and approved the environmental impactassessment documents.”

implemented and supervised duringconstruction.

• Final acceptance inspection will becarried out by MEP beforecommissioning.

Solid Waste PollutionPrevention and Control Law

“It is forbidden for any units or individuals to dump or pile solid waste into rivers, lakes,canals, channels, reservoirs and flood lands and bank slope below the highest water level andother places where laws and regulations stipulate to be forbidden to dump or pile solid waste.”

“The construction units shall timely remove the solid waste produced during the construction ofthe project and shall utilize or dispose of the solid waste in accordance with the requirementstipulated by the relevant administrative department in charge of environmental sanitation.”

• A Water and Soil Conservation Planis developed, and incorporated intoEMP and contracts forimplementation

• Waste will be recycled or properlydisposed of in preselected andapproved disposal sites with a re-vegetation plan.

Water Pollution Prevention andControl Law

“It is forbidden to discharge or dump industry waste residues, urban refuse or other wastes intoany water body…. It is forbidden to pile or deposit solid wastes and other pollutants on floodland and bank slopes below the highest water level of rivers, lakes, canals, irrigation channelsand reservoirs”

“Domestic and drinking surface water sources protection zones shall be divided into Class 1protection zone and Class 2 protection zone…. It is forbidden to construct or expand anyprojects that have noting to do with water supply facilities and protection of water sourceswithin the Class 1 zone. It is forbidden to construct or expand projects that would dischargesewage into water bodies within the Class 2 zone.”

• Mitigation measures regarding wastemanagement are built into the EMP.

• The alignment is carefully chosen toavoid drinking water resourceprotection areas.

Forestry Law “Construction project, survey and mining operations shall not occupy forest land or occupy aslittle forest land as possible. If forest land is to be occupied or acquired, project proponent shallsubmit a land use application to the forestry authority of the people's government of or abovethe county level, and, after examination and approval, pay forest restoration fees according tothe standard stipulated by the state.”

• The alignment is designed withtunnel-bridge-tunnel scheme tominimize occupation of forestry land.

• Legal procedures will be followedfor land acquisition andcompensation for restoration.

Wildlife Protection Law “The State protects wildlife and its habitats. It is forbidden for any one to illegally hunt ordestruct wildlife habitats.”

“If a construction project produces adverse effects on the environment for the survival ofwildlife under special state or local protection, the construction unit shall submit a report on theenvironmental impact. The department of environmental protection shall, in examining andapproving the report, seek the opinion of the department of wildlife administration at the samelevel.”

• Alignment is carefully chosen toavoid protected natural habitats

• Tunnel-bridge-tunnel scheme isadopted to minimize fragmentationimpacts.

• Potential impact is thoroughlyaddressed in the EIA, and necessarymitigation measures are developed inthe EMP.

Wild Plants ProtectionRegulations

“The State protects wild plants and their habitats. All units and individuals shall be forbidden toillegally collect wild plants or damage the environment for their survival.”

• Alignment is carefully chosen toavoid protected natural reserves.

• Protected wild plants are identified

Laws and Regulations Key Applicable Provisions Project Compliance

“If a construction project may produce adverse effects on the environment for the survival ofthe wild plants under special state or local protection, the construction unit shall make anassessment on the effects in its submitted report on the environmental impact; ……”

and protection measures developed

Nature Reserve ProtectionRegulations

“Nature reserves are classified into three zones, known as the Core Zone, Buffer Zone andExperimental Zone ….No unit or individual are allowed to enter the Core Zone, except thosewho have been approved.….”

“A certain amount of area at the periphery of the Core Zone can be designated as Buffer Zonewhere only scientific research and observation activities are allowed. The area at the peripheryof the Buffer Zone is designated as Experimental Zone where scientific experiments, teachingtraining, visit and observation, tourism and taming and breeding rare and endangered wildanimals and plants and other activities are allowed.”

“Production facilities shall not be constructed in the Core Zone and Buffer Zone of naturereserves….For projects to be constructed in Experimental Zone, the discharge of pollutants ofprojects shall not exceed the pollutant discharge standards stipulated by the state or the localgovernment.”

• Alignment is carefully chosen toavoid protected natural reserves

• For un-avoidable reserves, alignmentis arranged in Experimental Zoneusing tunnel scheme to minimizeimpact

• Other necessary measures aredeveloped in EMP

Scenic Area ManagementRegulations

“All the scenic spots and natural environment in the scenic area shall be protected strictly andshall not be damaged or changed at will. …All the construction inside the scenic area or itsperipheral protection area shall be harmonious with the landscape…. Trees inside the scenicarea and its peripheral protection area shall be cultivated and managed according to theplanning regardless of its tenure rights and shall not be felled. ……It is forbidden to fell ancientand famous trees. ……”

• Alignment is carefully chosen toavoid scenic areas as much aspossible

• For un-avoidable scenic areas,alignment is arranged to avoid mainscenic spots

• Greening plan and special design ofstations are developed to beharmonious with the landscape

Water and Soil ConservationLaw

“In the construction of a rai1way, highway or waterway project, the disturbance of vegetationshall be minimized; waste sand, rocks and earth thus created must be disposed of in an areaspecially designated for the purpose, and shall not be dumped out into any river, lake, reservoiror any ditch or canal other than the specially designated area; slope protection must be built orother land management measures adopted on hill-slopes within the frontage of the railway andhighway; after the project is completed, trees must be planted and grass grown on the earth--fetching area, excavated land surface and the exposed land surface for the disposition of wastesand, rock and earth, in order to prevent soil erosion. ”

• A Water and Soil Conservation Planis developed, and incorporated intoEMP and contracts forimplementation

Urban Old and Famous TreesManagement Method

“No units or individuals shall, for any reason or by any means, fell old and famous trees ortransplant old and famous trees without approval….If for special need that the Class 2 old andfamous trees should be transplanted, it should, after being examined and approved by the urban

• Alternative alignment is studied toavoid old and famous trees to theextent possible

Laws and Regulations Key Applicable Provisions Project Compliance

greening authorities, be submitted to the provincial construction authorities for approval; thetransplanting of Class1 ancient and famous trees should be examined by the provincialconstruction authoritiesand be submitted to the provincial government for approval….”

• Un-avoidable trees will be relocatedfollowing applicable legal procedures

Notice on StrengtheningNational Green CorridorConstruction by State Council

“Green Corridor Construction is a major part of national greening campaign, and its mainobjective is to build green belt along roads, railways, rivers/canals and embankment….”

“Green Corridor must be planned together with overall planning of roads, railways and waterresources facilities, and be designed, implemented and finally accepted prior to commission atsame time with main projects”

“By 2005, all expressways, 60% of existing railway lines….shall be greened. By 2010, allroads, railway lines, rivers/canals and embankment that have the possibility of greening shallbe greened”

• Extensive greening plan is designedalong the railway line followingrelevant technical guidelines

Cultural Property Law “For large scale infrastructure projects, project proponent shall submit application to provincialand municipal cultural property management authorities which will organize specializedinstitutes to conduct archeological survey and investigation within the project scope.”

“During project construction or agricultural activities, if cultural relic is found, one shouldimmediately stop to protect the site, and report to local cultural property authorities. When acultural authority receives such reporting, it shall, under normal situation, visit the site within24 hours and provide decision within 7 days. The cultural property authority can report to localgovernment to mobilize police department to protect the site. Chance find of important culturalrelics shall be immediately reported to national cultural property administration which shallissue decision within 15 days since receipt of such reporting.”

• Cultural property survey along thewhole line has been conducted bylicensed archeological institutes.

• Alignment is fine-tuned to avoidexisting cultural relics sites

• Chance-find procedure will bestrictly followed.

Notice on Strengthening NoisePollution Control of Railway

“New railway project must be subject to EIA procedure. …In urban areas, interchange shall beadopted and the railway tracks shall be fully-fenced to eliminate horning noise impact duringoperation. …Mitigation measures shall be adopted to ensure compliance with Railway BorderNoise Limit Standard.”

“Urban planning department shall, in accordance with Urban Regional Noise Standard, avoidplanning of noise sensitive buildings such as schools, hospitals, residential areas, governmentalor research institutes near the railway.”

• Noise impact is thoroughly assessedfollowing EIA technical guidelines

• Noise mitigation measures (noisebarriers, sound-insulation windows,seamless rail, noise damping systemetc.) are designed to mitigate noiseimpact

2.3 World Bank Safeguard Polices

The preparation of environmental impact assessment documents also follows the requirements of the World Bank’s safeguard policies. Ten World Bank safeguard policies were screened for the project. Of the ten policies, five are triggered: (1) OP4.01 Environmental Assessment; and (2) OP4.12 Involuntary Resettlement. The EIA documents have been prepared according to the requirements of these safeguard policies, which are summarized in Table 3-2.

Table 2-2: Applicable World Bank Safeguard Policies and Project Compliance

Safeguard Policies Actions

Environmental Assessment (OP/BP 4.01) • Category A project. Full EIA and EMP are prepared.

Involuntary Resettlement (OP/BP 4.12) • RAP is prepared.

2.4 Assessment Scope and Applicable Standards

The overall project scope considers the following:

• The entire Harbin-Jiamusi Railway main line, 342 km in length, including new Jiamusi east terminal, 8 intermediate stations and renovation of existing Jiamusi station, and liaison lines affiliated to Harbin and Jiamusi terminal (Figure 3-4-1). Harbin Terminal is not included in the project.

• Construction period: construction is expected to commence in July 2010 and complete in June 2014, with a total construction time of 4 years.

• Operation period: from commencement of operation until 2020 for the near future, and 2030 for the far future.

2.4.1 Assessment Scope and Grade

The assessment scope of this EIA covers the main railway alignment, stations, auxiliary lines, traction sub-stations (which is for power supply purpose), borrow pits and disposal sites, access roads, construction/camp sites etc. The impacts addressed in the EIA include environmental impacts (e.g. ecology, water, air, noise, etc.) and social impact (e.g. traffic disturbance, restriction of access due to fencing, impact on local drainage/irrigation system, impact on local community life, induced impacts etc.)

The assessment scope and grade of each environmental factor is determined as shown below in Table 3-3, according to the relevant stipulations of Technical Guidelines for Environmental Impact Assessment of Railway Construction Projects (TB10502—93) and regional environmental features.

Table 2-3: Environmental Factors and Assessment Scope and Grade

Environmental factors

Assessment Grade Assessment Scope

Area within 300m at the both sides of the center lines along the outer rails of the railway line.

Area within 30m at the both sides of the center line of the construction access road.

Area within 100m out of boundaries of temporary sites.

The boundary of Mayi Rive Wetland Nature Reserve is 9 km away from the alignment.

Ecological environment

I

The alignment will cross Class II protection Zone of Yilan County Drinking Water Protection Area

Acoustic environment

I

Sensitive objects within 200m at the both sides of the railway line.

Vibration

IArea within 60m from the center lines along the outer rails at the both sides of the railway line.

Assessment scope for impact on televisions shall be within 80m from the center lines along the outer rails of the railway line

Electromagnetic frequency

N/A Assessment scope for impact on traction substations

shall be within 50m from the boundary walls of the traction substations, and focus area for analysis of impact on GSMR base station shall be the area of 50m in radius from the antennas.

Wastewater discharge outlets at stations along the railway line

Discharge of waste water produced in construction of key works during the construction period

Water environment

III

Assessment scope for source water production areas along the railway line shall be from bridge locations to downstream intakes

Chimney emission outlet of new boiler in railway stations.

Atmospheric environmental

III

Area with 50m from the construction site.

Solid waste generated during construction stage. Solid waste

N/A

Solid waste generated from railway operation.

2.4.2 Assessment Standards

Standards for the project environmental assessment are presented below in Table 3-4. The standards were established in response to the official reply from the environmental protection bureaus of Heilongjiang Province, the city of Harbin and Jiamusi to the Letter of Request for Verification of the Environmental Standards Proposed for the New Harbin-Jiamusi Railway Line. These standards are based on general national standards as well as local regulations and planning.

Table 3-4 Applicable Standards for Environmental Assessment

Type Env.

Factor Standard No. Standard Name Function Zone and CriteriaApplicable Area/Subject

Zone 2-daytime 60dBA�night time 50dBA

60m and beyond from the center lines of the outer rails. School and hospital within assessment scope A

cous

tic

GB3096-2008 Acoustic

Environment Quality Standard

Zone 4-daytime 70dBA�night time 55dBA

30~60m from the center lines of the outer rails

Vib

ratio

n

GB10070-88 Environmental

Vibration Standards for Urban Area

Daytime: 80dB; Night time: 80dB

Residential area, schools and hospitals etc. along the railway line.

Wat

er GB3838-2002 Surface Water

Environment Quality Standard

Class III~V water body standards

Ashi River, Feiketu River, Mayi River and Mudanjiang River, etc.

Env

iron

men

talQ

ualit

ySt

anda

rd

Am

bien

tA

ir

GB3095-1996 Ambient Air Quality

Standard and its amendment

Class II Entire alignment

Dis

char

geSt

anda

rd

Noi

se

GB12525-90

Emission Standard and Measurement

Methods of Railway Noise on the

Boundary Alongside Railway Line

Daytime: Leq70 dBA Nighttime: Leq70 dBA

Place at 30m away from the center line along the outer rails

Type Env.

Factor Standard No. Standard Name Function Zone and CriteriaApplicable Area/Subject

GB12523-2008GB12524-90

Noise Limits for Construction Site and

Measurement Methodology of

Noise on the Boundary of

Construction Site

Depending on the type of construction activities

Construction sites

Class III

Binxi Station, Fangzheng Station, Yilan Station, Jiamusi Station�discharge into urban sewer system

Class I

Binzhou Station, Gaolimao Station, Geoleng Station, Dalianhe Station, Hongkeli Station, East Jiamusi Station: discharge into nearby waterbody

Was

tew

ater

GB8978-1996

�Comprehensive Wastewater Discharge Standards�

Discharge from construction site will comply with receiving water body function.

GB8702-88 Regulations for Electromagnetic Radiation Protection

4kV/m 0.1mT

Be healthy to human body

Ele

ctro

mag

netic

/CCIR Recommended

Methodology Signal-to-noise ratio not

less than 35dB Radio television reception for inhabitants

Ambient air

GB13271-2001Pollutants Emission Standard for Boiler Zone 2, Time II Railway station

3. Project Description and Engineering Analysis

3.1 Project description

The HaJia Line is designed to be a Dedicated Passenger Line (DPL) incorporated with inter-city function. It is an important portion of the Northeast China fast-speed railway network, an extension of the HaDa DPL to northeast Heilongjiang Province, and a backbone passenger line of of the province.

The total length is 342 km, with 5 km existing BinJiang line in Harbin city and 337 km new. The total investment of the entire project is RMB 38.66 Billion Yuan, including a World Bank loan of USD 300 million. The construction period is expected to last 4 years, commencing in July 2010. Commissioning of the line is proposed by June 2014.

Key project technical parameters are presented in Table 3-1 below.

Table 3-1: Key technical parameters of the Gui-Guang Line

Parameter Unit

Type Railway dedicated passenger line (DPL) Track Double Design speed 250 km/h Length 342 km Minimum curve radius 4000m, in difficult locations sharper curves

shall be tolerated Maximum grade 20 in 1000 Distance in center line of two tracks

4.6 m

Traction Electric Train type Electric Multiple Units Effective length of departure track 650m for freight and 650m for passenger trains Train operation control Automatic 3.1.1 Project Contents and Scale

A description of key project works and land occupation is summarized in table 3-2

Table 3-2 Project Content and Scale

Works Unit Quantity

Length of line Kilometer of trunk line 342.057

Permanent land occupation hm2 1416.27

Temporary land occupation hm2 534.78

St at io Renovation station 1

New station 8

Relocation station 1

Backfill 104m3 1437.24

Excavation 104m3 2674.54

Mortar rubble 104m3 246626 Subg

rade

Ancillary facilities Civil grill m2 5028924

Extra-long Bridge Linear meter/bridge 157506.23 /88

Long bridge Linear meter /bridge 15084.71/53

Medium bridge Linear meter /bridge 271.66/3

Box bridge M2/bridge 2391.84/4

Culvert Horizontal linear meter/bridge 10547.68/294 Bri

dge

and

viad

uct

Highway overpass Square meter/bridge 38615.76/62

Tunnel Double-line tunnel Linear meter /bridge 14093/9

Traction substation / 8

House demolition and resettlment m2 906750

Newly built production houese m2 99969

Total investment estimate RMB100 million Yuan 386.64

3.1.2 Railway Alignment

The proposed Harbin-Jiamusi (HaJia hereafter) Railway Project is a new 342 km

double track railway line (including 5 km of existing Binjiang Line and newly built

line 337 km)starting from the city of Harbin, running through Bing County,

Fangzheng County, Yilang County, and ending at the city of Jiasmusi.

The land form of the project area is mainly alluvain plain, low mountains and rolling

hills. Between Harbin and Bin County the land form is mainly the alluvian plain of

the Songhua River. Between Bin County and Jiamus the land form is mainly rolling

hills.

3.1.3 Subgrade Embankment

The length of embankment subgrade is 150 km, amounting to 44% of the total main

line.

3.1.4 Stations

The HaJia Line will have 10 stations, including Harbin terminal (which is not

included in the project) in the west end, 8 intermediate stations and Jiamusi terminal

in the east end. Between two adjacent stations the average distance is 37.97km, the

maximum is 58.507 km (between Shengli and Fangzheng), and the minimum is

18.02km between Dalianhe and Yilan.

In Jiamusi, the existing Jiamusi terminal will be upgraded to a dedicated passenger

station; the existing east Jiamusi station will be relocated, and functioned as an freight

station.

3.1.5 Bridge Works

A total of 144 bridges/viaducts will be constructed along the whole railway main line,

for a total length of 172862 m, accounting for 51% of the total line length.

A total of 294 culverts/underpasses will be built, which means, not considering bridges/viaducts there will be 1.9 culverts per kilometer of the the rail line.

3.1.6 Tunnel Works

A total of 9 tunnels will be construced along the whole railway line, for a total length

of 14km, accounting for 4.2% of the total line length. The longest tunnel will be

Houshishan Tunnel, with a length of 4,902 meters.

3.1.7 Electrification Works

A new AT power supply system will be providd to the main line between Taiping Bridge (where the newly HaJia line connects existing BinJiang line) and Jiamusi. A total of 8 AT traction stations will be constructed.

Power will be sourced from the local grid under an electricity purchase agreement between HaJia DPL Company and local electrical grid companies. Each company will be responsible for constructing a transmission line to each railway traction substations prior to operations. They will also prepare environmental assessments of their transmission line in accorance with national EIA regulations and technical guilelines, and submitted to local environmental authorities for review and approval.

3.1.8 Aggregate, Spoil and Borrow Materials

The project will need to borrow 4.9 million m3earth and stone materials, which will be obtained under commercial agreements with local land resouce bureaus of Bin County, Fangzheng County, Yilan County and Jiamusi City. At preliminary design stage, 12 exisisting borrow pits have been identified.

The project will generate 17.2 million m3 of spoil materials, of which 1.2 million m3 of tops soils will be reused for revegeation. The remain 16 million m3 of spoils will be disposed of at 45 spoil sites that have been identified during design stage.

3.1.9 Temporary Construction Works

Temprorary works include material storage and processing plant, beam fabricating yard, mixing plants, access road, camp etc. Temporary works long the whole alignment are summarized in Table Table 3-3.

Table 3-3 Temporary Construction Works

Name of Tempoary Work Unit Quantity

Material storage and processing plant Nr. 4

Beam fabricating (storage) yard Nr. 10

Long rail storage base Nr. 2

Ballastless track slab prefabricating yard Nr. 3

Concrete mixing plant Nr. 31

Temporary transmission line km 163

Construction sites and camp Nr. 143

Temporary soil storage yard Hm2 71

Construction access road km 202

3.2 Engineering Analysis

The purpose of engineering analysis is to analyze the project environmental settings, and the type, nature, and scale of project activities. Based on the engineering analysis, scoping and screening of project environmental issues are conducted.

3.2.1 Scoping and screening of environmental issues

The project will result in environmental impacts during construction stage and operation stage as well. During construction, the main environmental issues include disturbance to ecological environment along the alignment, noise, vibration, wastewater, dust, solid wastes; during operation stage, the negative impacts include noise, vibration, and wastes. Social disturbance such as land take and resettlement and community severance are also potentially significant.

Based on the nature of the environental and social issues, environmental settings and the sensitity, an screening matirx of environmental issues is developed, see Table 3-4

Table 3-4 Environmental Screening

Ecological Environment Physic-Chemical

Environment Social Economic Environment

Stag

e

Activities

Sig

nifi

canc

e

land

form

Veg

etat

ion

Soil

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Significance � � � � � � � � � � � � � � � �Land take and resettle

� -S -S -S -M -M -M

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access road / temp works

� -L -L -L -M -M -M -M -S -M -M -M -S

Material storage and

hauling � -M -S -M -M +M -S -M

Subgrage earth stone

works � -L -L -L -M -M -M -M -M -M -M -M -S

Bridge / viaduct

� -M -M -M -M -M -M

Subgrade protection

� +M +L +S +S +M +M +M

House building

� +S -S -S

Greening and

reclaimation� +L +L +L +S +S +S +M +M

Spoils disposal

� -M -M -M -S -S -S -S -S

Camp � -S -S -S +S Train

running � -L -L -L -S +M

Station � -M -M -M +L +L +LTrain

preparation� -S -S -S -S

Ope

ratio

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Domestic waste

� -S -S -S -S -S

Note: Two types of impacts are indicated in the matrix

1. Incremental impact: + positive impact, - negative impact, L High Impact, M Moderate

Impact, S Low Impact, Blank No Impact

2. Combined/Cumulative impact: I Significant Impact, II Moderate Impact, III Low

Impact

3.2.2 Ecological environmental impacts

Land Occupation

Permanent land occupation of the project is caused by construction of subgrade,

station/terminal, bridge/viaduct, culvert, tunnel portal. The total permanent land

occupation of the project amounts to 1,416.27hm2. Permanent land occupation of the

project will change functions of the original land, of which arable land is 903.20

hm2(63.8% of the total), woodland is 419.85 hm2(29.65% of the total). On the

condition of satisfying technical criteria, bridge and viaduct scheme is maximized to

reduce permanent land occupation as much as possible.

Temporary Land occupation of the project is caused by borrow pit, disposal site,

access road, and other temporary works. The total temporary land occupation of the

project amounts to 534.78hm2.

The porject construction activities, such as excavation and filling will cuase land

occpation, vegetation clearance, damages to soils of irrigation facilities, and has the

potential to result in degradation of soil conservation function and negative impacts to

agricultural production in the regions along the line.

Earth and Stone Works

Total earth and stone works of the project amount to 4,111×104m3�of which filling

is 1437×104m3�and excavation is 2,675×104m3. Material balance will be achieved

to the extent possible. The quantity for reuse is 951×104m3. Total total spoils is

1,723×104m3�of which 119×104m3 of top soils will be reused for revegetation.

Eventually, 1,605×104m3 will be disposed of at spoil sites.

Environmental impacts cuased by earth and stone works include

• Land clearance and preparation will result in damages to original natural landscapes and

the biological environment, short-time exposure of earth’s surface and soil erosion.

• Embankment filling will result in excavation and filling of a large area of surface layer of

the earth, soil erosion. In addition, construction and material hauling for embankment will

cause dust and pollution to ambient air quality.

• Construction of embankment protection works, including drainage system, will cause

flushing, damages to irrigation system and soil erosion.

• Material borrowing practices will cause loosening of land surface and soil erosion

• Spoil disposal practices will potentially cause soil erosion if not well managed.

Bridge Works

Bridge may change the natural hydrological conditions in river, valley, and channels,

which will in turn cause flushing to river bed and bank and impede flood discharge.

Bridge pier construction will generate spoils and wastes that may pollute river,

farmland and accelerate soil erosion.

Tunnel works

There will be 9 double-line tunnels, with total linear meters of tunnels of 14,093m,

accounting to 4.12% of the total length of the line.

The burial depth of the tunnels of the line is rather shallow. The maximum burial

depth of Houshishan Tunnel is about 130m and that of the other tunnels is less than

100m. Underground water in most of the tunnels are not developed, and no springs

are found during the geological survey. Limited crevice water in the base rock is

prevalent, which is mainly supplemented thorough natural precipitation.

The potential impact of tunnel works is cut-off of ground water channel/layer, causing

leakage and affecting water supply to people and plants on top of the tunnel. Tunnel

wastewater, spoils and wastes, if not well managed, will pollute receiving water

bodies. Soil erosion is another concern resulting from poor siting or protection of

spoil sites.

3.2.3 Acoustic environmental impacts

Noise sensitive sites such as residential areas and schools are distributed on both sides

of the railway of the project. Train noise and construction noise will have impact on

those objects.

During construction, filling, compaction, pier building, material hauling, demolition

and excavation, and vehicle are the major sources of noises.

3.2.4 Vibration impacts

Vibration comes from bumping and abrasion of wheels against rails while the train is

running, and the vibration is transmitted to buildings via sleepers, roadbeds, subgrades

(or bridge structures) and the ground, causing the vibration of the buildings and

impacts on residential houses.

Apart from these, the project construction activities will have vibration impact on the

neighboring buildings and residents passing through in the construction period.

3.2.5 Electromagnetic impacts

When electric locomotive is running, pulse electromagnetic radiation with wide

frequency band will be generated from instantaneous off-line in the course of sliding

of the pantograph against the overhead line system, and this kind of radiation will

have affect TV signal quality nearby. Meanwhile, high speed railway passing through

overhead viaducts or high subgrade sections will have shielding and reflective effects

TV signal nearby.

Moreover, newly built traction substations will generate a power frequency magnetic

field, and the newly built GSMR base station may have impact of electromagnetic

radiation.

3.2.6 Water environmental impacts

Domestic wastewater discharged from stations during operation has the potential to

pollute receiving water body. As discussed earlier, bridge pier and tunnel construction

and oils from machinery will potentially cause water pollution if not well managed.

3.2.7 Ambient air impacts

Electric locomotive is adopted for traction in this line. There’s no emission of air

pollutants from locomotives along the line. Fixed air pollution sources are new boilers

at all the stations. Boilers use coal as fuel. Main pollutants are smoke dust and SO2.

By design, desulphurization and dust-removal system will be installed to boiler to

ensure emissions meet the national standards. Alternatively, old boilers will be

replaced with environmental friendly ones.

During construction, machinery, transportation vehicles, cooking and heating at

construction camps will generate waste gas. Material hauling will cause dust.

3.2.8 Solid waste impacts

The project is a passenger dedicated line. After it is put into operation, solid waste

will come mainly from domestic garbage from working personnel, passengers waiting

for trains and garbage from passenger trains.

Fuel coal boilers will generate some slag. The slag can be used as building materials

for road projects in a planned manner, which will not have great impact on the

surrounding environment.

Solid waste during the construction is mainly building solid waste and solid waste

generated on the construction site, which, if not disposed of properly, may have an

unfavorable impact on the surrounding environment.

3.2.9 Screening of Environmental Protection Objects

Based on screening and scoping of environmental factors and impacts, ecological environment, acoustic environment, vibration and electromagnetic environmental are considered main environmental receptor or impacts of this project. Several types of environmental protection objects were identified during the environmental assessment process. These include:

• Ecological objects: land, basic farmland, vegetation, water resource conservation

facilities, and biodiversity resources

• Noise protection objects: residential buildings, schools, hospitals, etc. , totaling 139;

• Vibration protection objects: residential buildings, schools, hospitals, etc. , totaling 88;

• Electromagnetic protection objects: residential buildings, etc., totally 85;

• Surface water protection objects: 10 rivers and the Yilan water source protection area;

• Social environmental protection objects: 4 cultural relics, land take and resettlement, etc.

A complete list of these environmental protection objects is presented in Annex 2 and further analyzed later in the report.

4 Alternative Analysis

4.1 No project Scenario

At present, there is no direct railway line between Harbin and Jiamusi. Railway

transportation between the two cities uses existing Harbin-Bei’an line (BinBei Line, 325

km long) and Suihua-Jiamusi line (SuiJia Line, 382 km long). The time required for

travel is about 12 hours. Highway network plays a crucial role in the project regional

transportation, including HaJia Expressway, YiHa Expressway (Harbin to Suihua),

national highway G221 and G222. The continuous improvement of the above-mentioned

major highways during the past years has increased the traffic capacity, running speed

and service quality to different extents. The road transport is playing a more and more

important role in the HaJia transportation function.

The existing railway lines were originally developed 1920-1940’s. Though the two lines

have been renovated, the service level and conditions is rather poor. On the other hand,

the road traffic is heavily affected by weather conditions, notably in winter. The proposed

project will be a major passage in the regional railway network. It connects the Harbin

hub with Jiamusi hub, and links to Harbin-Dalian, Harbin-Qiqihar and Harbin-

Mudanjiang DPLs. Hence, it will serve not only regional (northeast China) but also short-

distance passenger travelling purposes. The targeted passengers mainly consist of the

people with the purpose of tourism, business and visit of families.

Without the proposed HaJia project, the increasing passenger and fright transportation

demand would have to be met through widening of the existing highway network and

construction of new high-grade highway, which will have large environmental footprint

and social impact given its wider right-of-way. Furthermore, vehicles will have higher

emission of air pollutants and green house gases, compared the railway for equivalent

transportation capacity of passenger and freight, and poses higher risks of traffic safety in

Chinese context.

The proposed HaJia railway will substantially shorten the travel distance between Harbin

and Jiamusi from 506 km to 342 km, and reduce the travel time from 12 to 2 hours. It is

expected that once the HaJia line is open to traffic, the traffic system in this region will be

greatly optimized, the restricted traffic demand will be released, and the passenger traffic

volume will be increased in a faster manner. The faster and better traffic links will

provide convenient conditions for the social and economic exchanges and the industrial

cooperation. Through existing railway lines and planned railway lines, this HaJia Line

will connect several ports in the eastern and western borders of the Northeast. In return,

the development of foreign trade will increase the number of commercial and trade

passengers. With the cooperation and exchange between port cities, the number of

passengers between port cities and passing borders will be increased accordingly. The

HaJia railway will significantly improve mobility and accessibility in the project area.

During the construction and operation period, the supporting industries along the railway

lines such as, building materials and the power industry will be stimulated, the quality of

employment will increased, development of local economy will be accelerated, social

resource allocation will be optimized, and sustainable development of regional social

economy will be promoted.

The proposed HaJia railway project will have adverse environmental and social impacts,

while these impacts can be avoided, minimized, mitigated or otherwise adequately

compensated through careful alignment selection to avoid environmentally and social

sensitive sites and development of a strong environmental management plan.

4.2 General Alignment Selection

During the project proposal and feasibility study, 4 general alignment schemes were

studied, namely Songhua River South Scheme, Songhua River North Scheme, Songhua

River North Existing Passage Scheme and Songhua River North Sraightening Scheme

(Figure 4-1). Comparative analyses of these three corridors were carried out considering

the main cities along the corridor, and other major aspects. As HaJia line is an inter-city

line of relatively short length. The general alignment selection is the main alternative

analysis step.

The four general alignment schemes include:

• Songhua River South Scheme: 342 km, including 5 km existing line; 20 stations to be built.

• Songhua River North Scheme: 354 km, 8 stations to be built

• Songhua River North Existing Passage Scheme: 377 km, 10 stations to be built

• Songhua River North Sraightening Scheme: 326 km, including 6.7 km existing line, 7 stations to be built.

Table XXX summarizes the advantages and disadvantages of the four general alternatives considering environment, social, economic, technical, implementation readiness, and comatibility with pronvincial planning. Based on the comparison, the following conclsions are reached.

• The Songhua River North Straightening Scheme is shorter and straightest scheme. However, there are few economic hubs along the alignment, and many major construction works which are complicated and costly to build

• The Songhua River North Existing Passage Scheme will pass many economic hubs. The passenger lines and freight lines can be separated in this passage to improve the service quality, but in this passage there is already BinBei Line and SuiJia Line which can meet the

basic passenger transport need along the lines. Meanwhile, this scheme can’t meet the passenger transport need of both sides of Songhua River, and its line is about 40 km longer than other schemes, which is disadvantageous in terms of travelling time and cost. In addition, the scheme will pass through Heilongjiang Jiajiao Wetland Nature Reserve, an environmentally sensitive area, and will cross Songhua River, so it’s not favorable from the point of view of environment protection.

• Songhua River South Scheme and Songhua River North Scheme will open a new transport passage. It is reasonable in terms of the railway network planning. Both schemes have the advantages of shorter length, simpler topography, less major works, more economic hubs along the line, better coordination with the local urban planning.

• Songhua River South Scheme has the advantages such as not crossing Songhua River, not crossing environment sensitive area, higher economic development level and passenger transport need along the line, compliance with the local government’s requirement for the alignment of the line, lower investment on project, less difficulty in project implementation. Therefore, the Songhua River South Scheme is the recommended general alignment scheme.

Figure 4-1 General Alignment Comparison of the HaJia Line

Table 4-1 Comparison of Four General Alignments

Scheme Advantage Disadvantage

SonghuaRiverSouthScheme

1. It has the shortest length and journey time besides the straightening scheme.2. The line is in parallel with Tongsan Highway, in accordance with the requirement of

local government for location of lines.3. The line is located in the coal chemistry industry planning zone which is one of the four

industrial planning zones of Heilongjiang Province, in accordance with the industrialplanning requirement of Heilongjiang Province.

4. The line is in coordination with the planning of cities at the south bank of SonghuaRiver, which helps the development of the citiesalong the railway line.

5. The line will neither cross Songhua River nor pass by important environment sensitiveregions, so it has no impact on the river traffic and flood control of Songhua River,satisfying the environment protection requirement.

6. Few major projectsalong the line, which iseasier for construction.

1. The line will crossTongsan Highway for four times.2. The introduction of Harbin Hub will cause large scale house

demolition project.

SonghuaRiverNorthScheme

1. There are two more major economic zones along this line than in Songhua River SouthScheme.

2. The line takes HaQi passenger line to connect Harbin Hub, avoiding the separation ofthe city. The demolition project scale is smaller and the construction is easier. Theexisting railway infrastructure can be well used.

3. The line will pass by the north of Songhua River, which is helpful for the developmentof Hulan District of Harbin.

4. The line is in coordination with the planning of cities at the north bank of SonghuaRiver, which helps the development of the citiesalong the railway line.

1. The new line is 7.24 km longer than that in Songhua River SouthScheme requiring an extra investment of 4.42 billion RMB.

2. The line passes by an environment sensible area which isHeilongjiang Jiajiao Wetland Nature Reserve.

3. The line crossesSonghua River.

SonghuaRiverNorthExistingPassageScheme

1. The line passes by some important economic areas such as Hulan District and SuihuaCity, which will help to attract passengers.

2. The line takes Haqi passenger dedicated line to connect Harbin Hub, avoiding theseparation of the city. The demolition project scale is smaller and the construction iseasier. The existing railway infrastructure can be well used.

3. The line is in coordination with the planning of cities along the line, which helps thedevelopment of these cities.

1. This line is the longest, 39.2 km longer than that in SonghuaRiver South Scheme. The journey time is the longest.

2. The orientation of the line isnot in accordance with the industrialplanning of Heilongjiang Province.

3. The main economic development areas in the service scope of theline are overlapped with those along HaJia Line, which doesn’thelp the development of other cities.

4. The line passes by an environment sensitive area which isHeilongjiang Jiajiao Wetland Nature Reserve.

5. The line will cross the forest areas in some sections. There aremany major projects such as bridges and tunnels.

6. The line will cross Songhua River, not in accordance with thecurrent environment requirement for construction.

SonghuaRiverNorthStraighten-ing

1. The line provides the shortest length and journey time.

1. The line passes by few economic development areas, which is nothelpful for attracting passengers and developing local economy.

2. The line passes by an environment sensitive area which isHeilongjiang Jiajiao Wetland Nature Reserve.

3. The line will cross Songhua River twice and most of the line will

Scheme cross forests and mountains. There are many major projects suchasbridgesand tunnels.

4. The line will cross Songhua River twice, not in accordance withthe current environment requirement for construction.

5. The introduction of Harbin Hub will cause large scale housedemolition project.

6. The route of the line is not in accordance with the industrialplanning of Heilongjiang Province.

4.3 Alternatives for sections and stations

Field surveys were conducted along the Songhua River South scheme to identify

environmental sensitive areas that could be potentially affected, including nature reserve,

scenic area, forest park, geological park, source water protection area and cultural relics,

as well as urban planning. There are 6 environmentally and social sensitive areas

identified, including Qinghua Relics, Chang’an Ancient Town, Sino-Japan Friendship

Forest, Qiaonan Relics, Mayi River Wetland Nature Reserve and Yilan County Drinking

Water Source Protection Area. Various alternatives were studied and the final proposed

alignment successfully avoided most of them. However, due to constraint on topography,

alignment curve and the necessity to access Yilan county, the Class II zone of Yilan

Drinking Water Source Protection Area will be impacted.

Alternative alignments for various sections and terminal/stations have been extensively studied, during which a comprehensive comparison was conducted to choose the optimal scheme in terms of environmental and social impacts, technical feasibility, and financial and economic benefits. Consultation with local governments and relevant authorities of environmentally sensitive areas were conducted and fully incorporated into the alternative selection process. Several key sections alternative comparison processes were summarized below.

4.3.1 Comparisons of access lines to and locations of Jiamusi Terminal

The HaJia Line ends at the city of Jiamusi. Two level of comparison was conducted during the feasibility study stage. Level I studies the access approach to Jiamusi, while Level II aims to study the optimal location of new east Jiamusi station based on the result of Level I comparison.

Level 1 Study

• Access to existing Jiamusi station scheme: the HaJia Line will be connected to existing Jiamusi station.

• Newly built Jiamusi passenger station scheme: a new Jiamusi Station will be built at the boundary of city planning area.

The access to existing Jiamusi station scheme was selected because due to the economics reason, as the newly built station will require development of a new green area, building a major bridge across the Songhua River (see Figure 4-2).

Level 2 Study (CK325+000 [HaJia Line] ~ AK166 + 200[JiaTong Line])

The introduction of HaJia Railway into Jiamusi Station will cause the outward movement

of local freight technical operation. A northern outer loop line for freight train will be

constructed as per the general planning. Considering Jiamusi local passenger and freight

transport system arrangement, existing equipment of East Jiamusi Station, renovation of

JiaTong Line, discharging location of the long-term northern loop line for freight wagon,

project of Jiamusi to JiaTong passenger link line, we compared the station location

schemes including renovation of East Jiamusi Station, building East Jiamusi Station in

new site and building new South Jiamusi technical operation station. The scheme

comparison scope is shown in the schematic drawing of location of Jiamusi Local

Technical Operation Station. (see Figure 4-3)

• Scheme I: Scheme of East Jiamusi Technical Operation Station

New East Jiamusi Station is located in the west of the existing station, the TuJia

Line will be renovated with parking yard and planned freight yard at one side of

the existing line to facilitate the fetch/load operation on the dedicated line. The

planned Jiamusi to JiaTong Passenger Line passes between the planned freight

yard and tatinium sponge dedicated line through overhead track. The north loop

line for freight wagons will cross the existing TuJia Line in the south of passenger

car refitting site and at the throat section of the new EMU parking yard, and will

get into East Jiamusi Station after discharging. JiaTong Line begins from the

south end of East Jiamusi Station, not crossing Tongsan Highway, turns east at

the north side of Tongsan Highway. See the schematic drawing of the location of

East Jiamusi Technical Operation Station.

• Scheme II: Scheme of building East Jiamusi Technical Operation Station in a new site

The new East Jiamusi Station will move southward compared with Scheme I. The

south end throat area of the station is adjacent to the highway. The station is close

to the existing line. The planned freight yard can use the free yard from Tatinium

sponge factory to highway. Jiamusi to Jiatong passenger line passes between the

parking yard and the planned freight yard through overhead track. The hump

shunting track is located at the south side of the highway. JiaTong Line and TuJia

uplink and downlink all use the existing archways in the bridge to cross the

highway. Tujia uplink will cross JiaTong Line after discharging to reach East

Jiamusi Station. The discharging of Tujia Line and JiaTong Line is located at the

south side of the highway.

• Scheme III: Scheme of new South Jiamusi Technical Operation Station

The new South Jiamusi Technical Operation Station will be built on the TuJia

Line to the south of East Jiamusi. As the vertical section conditions of existing

TuJia Line are bad between East Jiamusi Station and Changfatun Station, TuJia

Line will be renovated, removing existing Changfutun Station and build a new

South Jiamusi Station at the east side of Changfatun Station. The line between

Jiamusi Station and South Jiamusi Station will be transformed to double-track. In

the station, JiaTong Line will be connected with the JiaTong Main Line in the

direction of Jiamusi.

Comparison of the schemes

Comparison of the 3 schemes is summarized in Table 4-2. The scheme of building new

East Jiamusi Station in a new site is in accordance with the overall planning of the city

and can meet the need of short-term and long-term operations. The railway infrastructure

is concentrated, so it will occupy minimum of land. The titanium sponge factory is far

away, so there is less noise and pollution interfering the station. The north loop line for

freight wagons is in coordination with the planning of the city and easy to realize. There

is no interference with the new parking yard. Scheme I requires the minimum of

investment, but the long-term north loop line has big difficulties in realization. The

discharging of JiaTong Line and TuJia Line will seriously separate the regions to the

north of the highway and have big difficulty in realizing the longterm road planning of

the city. Considering the water and soil conservation, the scheme of building new East

Jiamusi Station will occupy the minimum of land, use the minimum of earthworks and

have the minimum impact on the environment and water and soil conservation.

Table 4-2 Comparison of East Jiamusi Station

Scheme Scheme of East Jiamusi Technical Operation Station Scheme of building East Jiamusi TechnicalOperation Station in a new site

Scheme of new South Jiamusi TechnicalOperation Station

Length of line 53.917 55.064 65.671

Length of bridge 26995 38277 37874

Length of tunnel 0 0 3240

Occupied area 214.33hm2 211.79hm2 234.79hm2

Earthwork 5331550 m3 4722790 m3 6682460 m3

Type of occupiedland and vegetation

Farmland vegetation Farmland vegetation Farmland vegetation

Compliance withplanning

1.The north loop line is in accordance with the overallplanning of the city and meets the local requirement ofoperation in short term and long term.2.The station isclose to the city. The fetch/loadoperation on dedicated line is in short distance.3.The north loop line for freight wagonscrosses the cityand causesa large scale house demolition project andhave big impact on the existing enterprisesand residentsalong the line.4.The discharging of JiaTong Line and TuJia Line willseriously separate the regions to the north of thehighway and have big difficulty in realizing thelongterm road planning of the city.

1.The line is in accordance with the overallplanning of the city and meets the localrequirement of operation in short term and longterm.2.The station isclose to the existing line and socan well use the existing railway land. Theplanned freight yard can use the free spacebetween tatinium sponge factory and thehighway. MuJia New Passage crosses theplanned yard. Here the concentration of therailway infrastructure helps to reduce the area ofoccupied land to minimum. The north loop linefor freight wagons is in coordination with theplanning of city, reduce the scale of housedemolition project and avoid the interferencewith the new parking yard.

1. The line is in accordance with the overallplanning of the city and meets the localrequirement of operation in short term and longterm.2. The north loop line for freight wagons is incoordination with the planning of city, reduce thescale of house demolition project and avoid theinterference with the new parking yard.3.The existing tracksand equipment of EastJiamusi Station can be kept and used for the localindustrial station.4. The station is far from city, so the plannedfreight transport will be in long distance.

Evaluation ofimpact onenvironment

Thisscheme requires more occupied land andearthworks, which hasbigger impact on environmentand water and soil conservation.

Thisscheme requires minimum occupied landand earthworks, which has minimum impact onenvironment and water and soil conservation.

Thisscheme requires maximum occupied land andearthworks, which has maximum impact onenvironment and water and soil conservation.

Figure 4-2 Access to existing Jiamusi Station Scheme (Recommended)

Figure 4-3 Location of East Jiamusi Station

4.4 Analysis of the project’s compatibility with related planning

4.4.1 Analysis of coordination with railway network planning

As per the Medium-term and long-term railway network planning of China (adjusted in

2008), Heilongjiang Province will build a railway passage between Harbin and Jiamusi to

improve the railway network in East and Central regions. It will be an important part of

North-East railway rapid passenger transport network and the extension of HaDa passenger

dedicated line toward the North-East region of Heilongjiang Province. The project will reduce

the time and space distance from Harbin to Jiamusi, even to Tongjiang, Shuangyashan and

Hegang. It will become the most convenient passenger transport passage from the North-East

region of Heilongjiang to Harbin and Inside Shanhaiguan Pass.

Currently, the construction of HaDa and HaQi passenger dedicated lines has started. HaMu

passenger dedicated line and MuJia new passage are under planning. After this project is built

up, a rapid passenger transport network will be formed in Heilongjiang region and connect,

through HaDa passenger dedicated line, with all the railway passenger dedicated networks. It

permits the rapid passenger transport network to reach all the regions in Heilongjiang and

extend the coverage radius of the rapid passenger network. This network will make full use of

the impacts of passenger dedicated lines and meet the need for rapid intercity passenger

transport along the railway lines. The realization of this project will greatly reduce the time

and space distance between North-East to Harbin and Inside Shanhaiguan Pass, help to

improve the development of Harbin city circle and accelerate the urbanization along the lines.

The project is significant for pushing the win-win cooperation of North-East regions and

accelerating the regional economic integration.

See Figure 4-4 “Schematic Drawing of Medium-term and long-term railway network

planning (adjusted in 2008)”.

Figure 4-4 Schematic Drawing of Medium-term and long-term railway network planning (adjusted in 2008)

4.4.2 Analysis of coordination with local traffic and economic development planning

At present, HaJia passage is attracting the passengers from the prefecture-level cities of

Heilongjiang Province such as Harbin, Jiamusi, Shuangyashan, Hegang and Yichun.

There is a frequent people flow and a great potential need for passenger transport. In

2007, the existing HaJia railway line transported 7.29 million people (in single direction),

only after HaDa, ShenShan(QinShen) and HaQi lines in North-East regions.

Table 4-3 Passenger flow density (in single direction) of existing HaJia line in different years (Unit: 10,000 people)

Section 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

Harbin-Suihua 506 537 532 511 505 525 558 512 769 628 693 729

Suihua-Nancha325 361 330 309 298 287 341 298 362 388 427 453

Nancha-Jiamusi235 265 235 232 228 214 257 215 407 295 331 347

The existing railway transport system are already not able to meet the need of the rapid

development of regional economy. It is in urgent need to improve the railway transport

capacity and quality.

The realization of HaJia passenger dedicated line will bring breaking progress of the

regional traffic infrastructure and it is significant for establishing and improving a

modern comprehensive transport system which is unblocked and convenient and

effectively combined with various modes of transport in the passage. The realization of

this project will strengthen the economic links among the cities along the railways and

help the mutual complementation and harmonious development of all the cities in capital,

resources, technology and talents. It will have very deep impact on the realization of

industry cluster, resources assignment and profound integration within the passage and

become an important traffic passage with remarkable connecting impact within the

region.

In addition, this line passes by some regions with beautiful natural scenary in northern

China style. But when the tourist economy is growing faster and faster, the tourism along

the line is waiting for development due to the lack of the important engine of “convenient

traffic”. The realization of this project will open a rapid transport passage in HaJia region

for the tourists and reach the whole country by connecting with adjacent passenger

dedicated networks. It will greatly help to develop the tourist resources along the railway

to attract the tourists and make the regional tourism greater and stronger.

The forecast annual passenger flow density on HaJia passenger dedicated line is given in

Table 4-4.

Table 4-4 Forecast of passenger flow on HaJia passenger dedicated line(in single direction) Unit: 10,000 people

Passenger flow density (10,000 people)

Year 2020 Year 2030 Sections

Total Intercity Long distanceTotal Intercity Long distance

Harbin-Binxian 1717 837 880 2328 1039 1289

Binxian-Fangzheng1635 755 880 2237 948 1289

Fangzheng-Yilan 1584 704 880 2172 883 1289

Yilan-Jiamusi 1528 648 880 2097 808 1289

Consequently, this project will greatly push the development of local traffic and economy

and is in coordination with the traffic and economic planning of the cities along the line.

4.4.3 Analysis of coordination with the planning of the cities along the line

Coordination with overall planning of Harbin

Harbin is the capital of Heilongjiang Province, a famous historical and cultural city, a

modern center city in the north of North-East China in economy, politics, trade, science

and technology, information, culture and tourism. The population in city center is 3.47

million and the overall city planning forecasts 4.60 million till 2020 (1.1 million in the

north of Songhua River). The spatial layout is an open city spatial structure with multiple

centers described as “One river, two cities (south of river and north of river), nine groups,

eighteen clusters”. The future city spatial development strategy is “to develop

North(north of Songhua River, both banks of Hulan River), to expand West(Qunli and

Haxi New Area), to extend South(develop bungalows), to optimize East(maily industry),

to improve Center(commerce, trade, finance, information, conferences and exhibitions)

and to communicate with outside”.

In the project, the line begins from Harbin Station. The existing Binjiang Line and

Jiangnan Line are rebuilt till Taiping Bridge. The new line passes a corner of the planned

Thermal Power Plant of Harbin, goes northward and then turns to east. The project uses

the existing Binjiang Line to connect Harbin Station so as to reduce the cutting of the

urban area. The project is in accordance with the overall planning of Harbin city,

harmonious and compatible. The Urban and Rural Planning Bureau of Harbin agreed on

the itinerary of this line in Harbin with Haguicheng[2010]No.53 document – Report of

opinions about the selection of location of the Harbin urban section of HaJia passenger

dedicated line.

Figure 4-5 Sketch map of the planned HaJia railway project and overall planning of Harbin

Analysis of coordination with overall planning of Bin County

It is planned to build Bin Countyinto a major industrial function area of Harbin.

Production and manufacturing, recreational tourism, special agricultural trade and

transport are the main town functions of Binxian District.

The planned HaJia railway project passes by the north of urban area of Bin County(not

introduced into the existing areas). According to the overall planning of Binzhou Town of

Bin County(2006-2020) – Land Development Planning, this area is classified as Level-4

and Level-5 control area and planned for the purpose of Level-3 housing land as well as

commercial, financial and warehouse purpose. So the existing areas of the city will not be

separated, the pollution sources for ecological system and noise will not be expanded.

The boilers in the station are in accordance with the emission regulation and the sewage

of station is treated by the Sewage Treatment Plant. So the planned project doesn’t have

big interference with the overall planning of Binxian District. In addition, the planned

project passes by the Level-3 housing land. We propose that the noise and vibration

reduction measures shall be taken when this housing land is put into construction in the

future.

Figure 4-6 Sketch map of the planned HaJia railway project and overall city planning of Binxian District

Analysis of coordination with overall planning of Fangzheng

As per the Overall city planning of Fangzheng (2004-2020), the nature of Fangzheng

Town is the political, economic and cultural center of the district, an ecological garden

city specialized in green food, deep manufacturing of forest products and tourism.

The planned HaJia railway project passes by the north of Fangzheng but does not reach

the planned urban area, about 2.5 km away from the District. Fangzheng city overall

planned area is located in the south of the planned railway project. So the planned project

has not big interference with the overall city planning of Fangzheng District. See Figure

4-7.

Figure 4-7 Sketch map of the planned HaJia railway project and Fangzheng city overall planning

Analysis of coordination with overall city planning of Yilan County

According to the overall planning of Yilan County, the urban area of Yilan is

concentrated in the north of Songhua River, between Woken River and Mudan River near

Songhua River. The south and south-west of Yilan County is planned for industrial and

warehouse purpose.

The planned HaJia railway project passes by the south-west corner of Yilan County.

According to the overall planning of Yilan, this area is part of the warehouse land. The

project will not cause new split of the urban area and will not expand the pollution

sources for econology and noise pollution. The boilers in the station are in accordance

with the emission regulation and the sewage of station is treated by the Sewage

Treatment Plant. Consequently the planned project is in accordance with the overall

planning of Yilan County. See Figure 4-

8.

Figure 4-8 Sketch map of the planned HaJia railway project and overall planning of Yilan

Analysis on coordination with overall planning of Jiamusi

The planned project will cross Tongsan Highway atill the reserved New Jiamusi Station.

Then the line will go along the reserved passage in Jiamusi city till the destination of the

existing Jiamusi Station.

The planned HaJia railway project will pass by the south of the planned urban area of

Jiamusi by means of Jiamusi Great Bridge, and turn northeastward at Wanfatun and go

along the existing railway line. This project will not cause new split of the urban area.

The areas along the line is the passage reserved to railway, so it will not cause new split

of the urban area and will not expand the pollution sources for econology and noise

pollution. The boilers in the station are in accordance with the emission regulation and

the sewage of station is treated by the Sewage Treatment Plant. Consequently the planned

project is not in conflit with the overall planning of Jiamusi.

In the Jiaguicheng[2010]No.12 document – Demand for opinion on the preliminary

selection of location for Harbin-Jiamusi railway passenger dedicated line project, Jiamusi

Planning Bureau indicates that the HaJia passenger dedicated line project is located

within the scope defined by the overall planning of Jiamusi. The nature of project,

location of stations, itinerary of the line are in accordance with the related requirements

of the overall urban planning.

Figure 4-9 Sketch map of the planned HaJia railway project and overall planning of Jiamusi

4.5 Summary of the alternative analysis

In this design stage, the concept of environment protection is always in our mind during

the whole design procedure of the project. When we select the route schemes, we tried to

avoid and reduce the impact on the environment sensible areas along the line in order to

ensure the environment feasibility of the route. After investigating the environment

sensible areas within the route selection scope, the line avoids the important econological

and social environment sensible areas along the line such as Mayi River Wetland Nature

Reserve (9km away from the border of experimental zone of the Reserve), Qinghua

Ancient Ruines, Changan Old City, Sino-Japanese Friendship Garden, Qiaonan Ancient

Ruines. But limited by the conditions such as topography, radius of curve and the need of

introducing Yilan County into the scope, the project will still cross the Level-2 Reserve

for the source of drinking water of Yilan County.

According to the function of this railway passenger dedicated line, the spatial layout of

Jiamusi and the distribution of the economic development areas of Binxian, Fangzheng

and Yilan, the itinerary of this line is reasonable from the point of view of economic

development areas. The line is in coordination with the planning of the cities along the

south bank of Songhua River and helps the development of the cities along the line. The

line is in parallel with Tongsan Highway, which is in accordance with the requirement of

local government for the location of the line. The line will not cross Songhua River, so it

has small impact on the traffic and flood protection of Songhua River. The line will not

passes by important econology sensible areas and cultural relic protection units.

In brief, the route is reasonable.

5 Environmental Baseline

5.1 Natural Environment

5.1.1 Landform

HaJia Railway is located in the northeast of Heilongjiang Province. The topography

along the railway line is mainly alluvial plain, low mountains and hills. From Harbin to

Binxian is mainly the alluvial plain of Songhua River, from Binxian to Jiamusi mainly

hills. Jiamusi is located in the northern edge of Sanjiang Plain at the altitude of 100m

~500m.

Alluvial plain Low mountains and hills

5.1.2 Hydrology and river system Groundwater

Because of different types of topography and sedimentation along the railway line, there

are various types of groundwater. In the river valley flat area near Songhua River, Mayi

River, Feiketu River and Mudan River accumulate stratums of Pleistocene series, upper

Pleistocene series and Holocene series. As there isn’t stable aquiclude between stratums,

a unified quarternary system of water-content rock formation was formed to conserve the

pore water. The flood plain of the river has thicker water-content layer with loose

granules, good water permeability and strong watery. The water inflow per well is

1000~5000 m3/d and the buried depth of the groundwater level is not deep. The supply

and drainage both depend on the river. The groundwater level is normally 2.0~50.3 m

underground.

In the hills area are distributed a large area of granite, Metamorphite series and

sedimentary rocks where the bedrock fissure water is mainly conserved. The supply is

from atmospheric precipitation. The groundwater level is buried very deep at about

11.0~38.5 m underground. The water level in some concave section is buried more

superficial at 2.3~3.6m underground.

Surface water

The water system along HaJia railway line belongs to Songhua River water system. In

Songhua River South Scheme, there are several larger rivers such as Mudan River,

Woken River, Mayi River, Big Luomi River, Small Luomi River, Demoli River and

Feiketu River. In Songhua River North Scheme, there are several larger rivers such as

Hulan River, Piao River, Shaoling River, Mulanda River, Baiyangmu River, Chalin

River, Wulahun River, Xibei River, Dagudong River, Xiaogudong River, Balan River

and Tangwang River, and many medium and small rivers and irrigation canals criss

cross.

Now we describe the main rivers passed by the project as follows:

Ashi River

Ashi River basin is located at the south bank of Songhua River. Ashi River is the first-

level tributary of Songhua River, originating from Jianshan Rock of Maoershan Town of

Shangzhi, flowing through Shangzhi, Wuchang, Acheng, Harbin, and flowing into

Songhua River near Harbin Cement Plant. Main stream of Ashi River is totally 213 km

long with a river basin area of 3581 km2. Ashi River develops a good river system and

have many tributaries. Its main tributaries include Liushu River, Liangjia Channel, Fanjia

Channel, Huaijia Channel, Small Yellow River, Dongfeng Channel, Dashitou River and

Haigou River. Ashi River is a mountain river with rich water yield in summer but frozen

and almost cutoff in winter. The ice period is from mid-November to the first third of

April of the next year.

This project is located at the tidal mouth of downstream of Ashi River. This section of

river becomes zigzag from Xiaosanjiazi and is naturally divided into two branches

eastward and westward at Huangjiaweizi below the entrance of Dongfeng Channel. They

cross four bridges at Hatong Road and Cement Plant Road and flow into Songhua River

respectively. The levee of both banks of the tidal mouth section is the backwater dyke.

The distance between the dykes of both banks is 2.5~3.0 km.

The discharge rate of this river section when the water rise to the same level as the banks

is 551m3/s. For the sections above the backwater dyke of Songhua River, the flood stage

at 20-year frequency of the section with dyke is close to the top of dyke, while the flood

will be overbank at the section without dyke. The flood stage at 50-year frequency is at

the same level as the roads along the banks and the main irrigation canals. The flood

protection standard of the banks of backwater dyke section of Songhua River is higher:

the Huagong Dyke of left bank can resist a flood of Songhua River at 50-year frequency,

while the Dongfeng Dyke of right bank can resist a flood of Songhua River at 20-year

frequency.

There are many industrial and mining enterprises along Ashi River, so a lot of industrial

waste water flows into the river, which causes serious water pollution. The downstream

tributaries of Ashi River, where the vegetation is in bad condition, are mostly intermittent

rivers. The sources of some rivers are even the drainage of the factories.

Within the bridge section, the centenary flow rate of the catchment area of Ashi River is

2037 m3/s.

Feiketu River

Feiketu River is the first-level tributary at the right bank of Songhua River, originating

from northeast of Diaoshui Lake Ridge, its river basin at the north end of Zhangguangcai

Mountain Range, its upstream splitting with Ashi River in north-south direction. From

the source, it flows northward to Linglong Mountain and turns to northwest, then flows

westward slowly at Erlongshan Reservoir, then turns to northwest again after Binxi and

flows into Songhua River at Tangfang Laoshantou.

The area of river basin is 1057 km2, of which 887.15 km2 in Binxian. The center line of

the river is 78.6 km long, and the straight line is 67.6 km long.

The larger tributaries of Feiketu River include: Dasheli River, Xiaosheli River at left

bank, Deyuanheng Channel, Dijuzi Channel, Tangfang Channel, Shuiquan Channel at

right bank. In dry season, this river has little runoff, but there are many runoff in spring

and summer flood periods.

Figure 5-1 Position of Erlongshan Reservoir, Tongsan Highway and railway bridge

Erlongshan Reservoir is located at upstream of Feiketu River, in south of HaTong Road,

6 km from Binxian. The basin area controlled by the Reservoir is 275.5 km2, reservoir

capacity is 94 million m3. The standard of the Reservoir is designed for resisting flood of

50-year frequency, corrected as per the resistance to flood of 500-year frequency. It is a

comprehensive and adjustable reservoir mainly for irrigation and flood control and

combined with fish-farming and electricity generation.

Binzhou River

Binzhou River is a tributary of Hailihun River, originating from north of Beishan

Mountain Rocks. The controlled river basin area at the railway bridge is 37.61 km2. It is

13.8 km long. Its centenary flow rate is 133.77m3/s. The tributary of Binzhou River at

CK161+300: upstream basin area at the bridge location is 9.2 km2, and flow rate is

52.07m3/s

Hailihun River

It originates from Hailihun Mountain of Datong Village of Xinli Town. It flows through

four counties which are Xinli, Binzhou, Niaohe and Minhe and flows into Songhua River

at Bin Village of Minhe Town. Hailihun River is totally 43.3km long and the river basin

area is 326 km2. Its main tributaries include Binzhou River and Jiangshuidian Channel.

The controlled basin area within the bridge section is 83.4 km2 and 18.9 km long. Its

centenary flow rate is 228.07m3/s.

Mashe River

Mashe River originates from Gaotai Village of Sanbao Town. It flows through four towns

which are Sanbao, Binan, Jingjian and Xindian and flows into Datong River at Xinmin

Village of Binan Town and then into Songhua River. Mashe River is totally 33.3km long

and its river basin area is 344 km2. Its main tributaries include Erdao Channel, Toudao

Channel, Kongxin Channel, Yuanbao Channel, Caishen Channel and Xiaosanxing

Channel. The controlled river basin area within bridge section is 119.08 km2 and 14.3km

long. Its centenary flow rate is 289.54 m3/s.

Jiaban River

Jiaban River is totally 53.5 km and its river basin area is 950 km2. Its main tributaries

include Hengdao River, Tangshi River, Chaoyang River and Shidong River. The

controlled river basin area within bridge section is 511.73 km2 and 39.5 km long. Its

centenary flow rate is 769.03 m3/s.

Taoqi River

Taoqi River originates from Taiping Mountain of Shengli Town of Binxian. It flows

through two towns Shengli and Xindian and flows into Songhua River at Yuquan Village

of Xindian. Taoqi River is totally 47.7 km long and its river basin area is 311.3km2. Its

main tributaries include Heimalu Channel, Chengqianglazi Channel, Luoquan Channel,

Hama Channel. The controlled river basin area within bridge section is 169.94 km2 and

24.6 km long. Its centenary flow rate is 367.44 m3/s.

Mayi River

Mayi River originates from the southeast side of Hufeng Ridge of Laoye Mountain in

Shangzhi District at the north end of Wandashan Mountains. Its trunk stream gathers

several steams from the mountains and flows through Shangzhi District and Yanshou

District. It gathers Daliushu River at 49.3 km from the river mouth and goes into

Fangzheng District with Yanshou District at right bank. It flows northeastward along the

border of Yanfang District and gathers Dongliangzhu River from right hand at 32 km

from the river mouth. The two rivers flow into Fangzheng District. Its trunk stream flows

toward northeast and gathers Tongzi River from left and Shitou River from right at 25 km

from the river mouth, then it gathers Huangni River from right at 20km from the river

mouth, cross HaTong Road, finally flows into Songhua River in the east of Xinsheng

Village of Tianmen Town and in the west of Laolonggang of Songnan Town. The river is

totally 341 km long, in which 49.3km is in Fangzheng District. The total river basin area

is 10727 km2. The tributaries include at left bank Shitou River, Huangni River, Weisha

River, Niannu River, Liangzi River, Xiliushu River, Dongliushu River, Taipingchuan

River, Daliushu River, Tongzi River, and at right bank Dahuangni River, Shitouhezi

River, Wujimi River, Dongliangzhu River, Shitou River and Huangni River.

Lianhua Hydrologic Station of Mayi River is located at 20km upstream from the river

mouth. The controlled river basin area is 10425km2. At medium and high water level, the

maximum width of water surface is 260~1900m, maximum depth of water is 2.6~6.0m,

maximum flow speed is 1.3~2.2m/s. At low water level, the maximum width is 145m,

maximum depth is 1.3m, maximum flow speed is 1.1m/s. According to the documents

collected from Harbin Hydrologic Station, the centenary flow rate at Lianhua Hydrologic

Station is 6520m3/s. The historic maximum flood flow rate is 4060m3/s and the

corresponding flood level is 100.18m. The frequency of flood is every 30 years.

Daluomi River

Daluomi River originates from north side of Zhangguangcai Mountain and flows from

south to north. It flows into Songhua River at 1km from west of Daluomi. Its total length

is 42km and the river basin area is 491km2. Its main tributaries include Xiangshui River,

Dazhujuan River, Yaochuan River (Xiaohuangni River).

Xiaohuangni River, called Yaochuan River too, is a tributary of Daluomi River. Its total

length is 19km and its river basin area is 81km2. It flows into Daluomi River at 2km

upstream from the river mouth of Songhua River where it gathers Daluomi River.

Xiaoluomi River

Xiaoluomi River originates from north of Zhangguangcai Mountain. The altitude of river

source is 560m and the altitude of river mouth is 121m. It flows from south to north and

flows into Songhua River at 1km south to Dagaoleng and 3km downstream from the

railway bridge. Its total length is 52km and its river basin area is 419km2. Xiaoluomi

River crosses mountains and its tributaries are small. Its main tributary is Wugu River.

The river basin area upstream from the bridge is 412km2, 49km long and the centenary

flow rate is 682.44 m3/s.

Figure 5-2 Layout of Songhua River, Daluomi River, Xiaohuangni River, Xiaoluomi River

Mudan River

Mudan River is a larger tributary at right bank of downstream of Songhua River. It

originates from Mudan Ridge of Changbai Mountain and flows from south to north

through Dunhua, Ningan, Hailin, Mudanjiang, Linkou, Yilan, and flows into Songhua

River at Yilan County of Heilongjiang Province. The total length of Mudan River is

725km and the area of river basin is 37600km2. The shape of river basin is like a band in

south to north direction and crossing Jilin Province and Heilongjiang Province. The river

is located at 127°32 -130°45 E and 43°00 N. There are many high mountains but few flat

in the river basin. The mountains represent 89% of the total area and the flat 7.7%. The

land is higher in the south and lower in the north, distributed between 300 and 1100m

altitude. The average altitude of the river basin is 528m. The river basin is near Muling

River in the east, Tumen River in the south, Zhangguangcai Mountain, Lalin River and

Mayi River in the west, main stream of Songhua River in the north.

Mudan River is a mountain river flowing through the band of valley between

Zhangguangcai Mountain and Laoye Mountain. The topography changes greatly: narrow

valley upstream and U valley downstream, width between 400-500m. There are 7 larger

tributaries: Sha River, Zhuerduo River, Mayi River, Hailang Rier upper than Mudanjiang

city, Wuhulin River, Sandao River and Wusihun River lower than Mudanjiang city. The

tributaries are distributed evenly at both sides of the main stream.

This project is located at 1km from where Tongsan Highway crosses Mudanjiang Great

Bridge. The span of the river at the location of bridge is about 500m. The section of the

river is in U form and there is cobble river bed and scouring phenomenon. The main

channel bends at the location of bridge. There is running water but no plant in the main

channel. Cobble river bed with a coefficient of roughness of 0.026. The flood plain is

about 150~300m wide, normally no water, maximum average depth of water about 4m.

There are arable land, sand quarrying pit and flood control forest. The soil is sandy soil

with a coefficient of roughness of 0.06. At right bank of the river is a flood dam in soil

texture. The top of dam is about 6.5m wide where can pass large-scale sand truck. The

centenary flow rate is 14670 m3/s.

The flood control project of Mudan River mainly consist of a reservoir project and a

levee project. There are now in Mudan River basin 28 large, medium and small

reservoirs, in which 3 large reservoirs, 6 medium ones and 19 small ones. The existing

medium and small reservoirs are mostly reservoirs with problems or risks which are

useless for the flood control of the main stream. Among the large reservoirs,

Huashuchuan Reservoir is in risk and its control area is only 505km2, so it’s useless for

controlling the flood of downstream. Jingbohu Reservoir plays certain adjusting role to

the medium and small flood, but has little adjusting impact on big flood. Lianhua

Reservoir has no flood control capacity, so it discharges all the flood of below 50-year

frequency, but has little adjusting impact on the flood of 50-year frequency and above.

The levee of the main river channel crossed by Mudan River Great Bridge is the

backwater levee of Mudan River.

Woken River

The area of river basin of Woken River is 11630km2 in which the area of main stream is

6242km2.

Woken River is first-level tributary at right bank in the middle of Songhua River. It is

located in the east of Heilongjiang Province and originates from northwest of Wanda

Mountains, composed by many small mountain streams and springs. It flows into

Songhua River at 1km east to Yilan County. The river is 305km long, the average

gradient is 0.59% and the river channel bending coefficient is 1.5. The tributaries of

Woken River are densely distributed. The tributaries at right bank are larger, including

Wajinbie River, Qibahuli River, Songmu River, etc. The tributaries at left bank are

smaller, including Qiezi River, Qitai River, Xiaowuzhan River, Nianzi River, Lianzhu

River, Jixing River, etc. There are about 16 tributaries with an area of river basin above

100km2. The river bed of the main stream and the tributary are dissected superficially.

The river channels are mostly in groove profile and are wide and superficial.

The main river channel is in obvious ladder shape wide of 80m, deep of 0.5m with

scouring phenomenon. There is running water but no plant in the main channel at the

location of bridge. The river bed consists of stones and mud. The coefficient of roughness

is 0.026. At the side of shorter milage, the flood plain is 100m wide, normally no water,

maximum depth of water is 3m, there are arable land and sand quarrying pit. The soil is

sandy soil with a coefficient of roughness of 0.06. At the side of longer milage, there is

dense vegetation which are grassland and forest. At the location of bridge, the river

channel bends and the bridge is located at the turning of river channel. The centenary

flow rate of the river at the position of bridge is 3660m3/s.

The main stream and the tributary of Woken River Basin will be frozen in winter and

become frost-bound before and after January.

The documents collected from Woken Station (1961-2006) show that in drift ice period,

maximum water level is 130.02m and minimum water level is 128.19m.

Songhua River

Songhua River is one of the seven large rivers of China. It has two sources in south and

north. Its northern source is Nenjiang River originating from Yilehuli Mountain of

Daxinganling. Its southern source is the second Songhua River originating from Tianchi

of Changbai Mountain of Jilin Province. The two rivers flow together at Sancha River

and are called Songhua River. Songhua River flows eastward till the border between

China and Russia and into Heilongjiang Province. Nenjiang River is 1370km long while

the second Songhua River is 958km long. Songhua River is 939km long.

Songhua River flows through Inner Mongolia, Heilongjiang Province and Jilin Province.

It is 920km long from east to west, 1070 km wide from south to north. The area of river

basin is 542000km2 representing 44.8% of the total area of North-East region.

Songhua River is wide and superficial river in plain. There are many distributaries,

sandbanks and flood plains in the center of river. The river network at both banks of the

main stream is very developed with a lot of tributaries. From the mouth of convergence,

from above down, the tributaries at right bank include Lalin River, Mayi River, Mudan

River and Woken River, and at left bank include Hulan River and Tangwang River.

This railway line is in the territory of Fangzheng, at south bank of Songhua River. Their

distance is the shortest at this position. In the territory of Fangzhen, the main stream of

Songhua River flows from west to east till 2km north-west to Liuhe Village, Xinan

Township of Fangzheng District. It flows through the northern borders of the five

townships which are Xinan, Tianmen, Songnan, Yihantong and Daluomi and enters into

Yilan County at Shahezi Coal Mine of Daluomi Township. The length of Songhua River

within Fangzheng District is 114km. There are Wangjianglou Pier, Fangzheng Port,

Gaoleng Pier and Shahezi Port Office at the river banks in Fangzheng. The land at upper

end and lower section of the river bank is higher. The middle section is the alluvial plain

delta of Mayi River. The bank is convex. It forms a concave bank at Daxingtun at the

upstream and Demoli of Yihantong River at downstream. Songhua River is open every

year in the middle to the late April and closed late of November. It is open to navigation

in unimpeded period. The upstream connects Tonghe, Mulan, Bayan and Harbin. The

downstream connects Yilan, Jiamusi, Fujin and Tongjiang. There are frequently

passenger and merchandise vessels coming and going to transport passengers and woods,

coal, etc. It is an important water passage to connect Fangzheng with outside.

Tonghe Hydrologic Station is located at left bank in the middle section of Songhua River

within Fangzheng District. According to the record of Songhua River’s hydrology

between 1935 and 1985, when the Songhua River is at middle and high level at this

station, the maximum width of water surface varies between 1500 and 5500 m, the

maximum depth of water 7.3~10.4 m, the maximum flow speed at 1.2~1.7m/s. During

dry season, the maximum width of water surface is 500mm and the maximum depth of

water is 2.4m.

The characteristics of the main rivers along the railway line are given in Table 5-1.

Table 5-1 Characteristics of main rivers along railway line

Mileage of railway line River Centenary flow rate

m3/s

Centenary water level

m

Designed flow rate

m/s

CK3+600-CK5+600 Ashi River 2037.0 116.57 2.57

CK36+520.00 Feiketu River 1400.19 145.007 2.95

CK66+736.50 Hailihun River 228.07 151.725 2.63

CK81+580.00 Mayi River 289.54 136.738 3.10

CK90+743.60 Jiaban River 769.03 140.298 2.86

CK163+770.00 Mayi River 6520 112.710 2.07

CK201+250.00 Daluomi River 526.9 10.381 1.23

CK206+450.00 Xiaoluomi River 682.44 104.981 2.26

Mileage of railway lineRiver Centenary flow rate

m3/s

Centenary water level

m

Designed flow rate

m/s

CK249+550.00 Mudan River 14670 101.802 4.13

CK254+230.00 Woken River 3660 99.992 2.97

Note: The rivers above-mentioned in the table are mainly those whose centenary flow

rate is above 200m3. The centenary flow rate of other rivers are all very small, so not

described here.

The photos of the main rivers along the railway line are shown below:

Ashi river Jiaban River

Halihun River Taoqi River

Mayi River Xiaohuangni River

Mudan River Daluomi River

Demoli River Feiketu River

Xiaoluomi River Woken River

5.1.3 Meteorological Characteristics

This region belongs to temperate zone with humid continental climate. The area that the

railway line passes by is controlled by artic continental air mass in winter, so it is

freezing and dry. In summer it is affected by subtropical maritime air mass, so the climate

is hot and rainy. In spring and autumn, due to the alternative winter monsoon and

summer monsoon, the climate is variable. In spring, there are a lot of gales, little

precipitation evaporating fast and frequent drought. In autumn, cold wave often attacks

this area with sudden drop of temperature and frequent frost injury. It is classified as

severe cold area according to the classification of climate zone affecting railway projects.

As the temperature drops fast in winter, the moisture content forms the zone of

accumulation. In spring, the temperature increases slowly, so the infiltration of moisture

content is not easy, which is unfavorable to the strength and stability of the roadbed. So

the depth of fill of the roadbed shall be ensured to avoid ice accumulation and expanding

of the ground water in winter and the roadbed shall meet the frost resisting requirement to

avoid the disasters such as ice expanding and water seepage.

The principal meteorological factors of the main cities along HaJia Line such as Harbin,

Binxian, Fangzheng, Yilan and Jiamusi(1979~2008) are given in Table 5-2.

Table 5-2 Principal meteorological factors of weather station

City

Item Harbin Binxian FangzhengYilan Jiamusi

Mensal extreme high

temperature for years

( )39.2 36.6 36.8 37.8 38.1

Mensal extreme low

temperature for

years( )-37.7 -35.7 -38.6 -36.1 -39.5

Mensal average

temperature for

years( )4.7 5.3 4.2 4.3 4.3

Average relative

humidity for years(%) 64 62 71 68 65

Average precipitation

for years(mm) 537.5 504 532 488.2 469.3

Average evaporation

capacity for years(mm)1454 1524 1117.9 1272.3 1106.1

Maximum depth of 24 30 50 42 45

snow(cm)

Average wind velocity

for years(m/s) 3.1 3 2.9 3.5 2.7

24.7 21.7 23 33 25.5 Maximum wind

velocity(m/s) and wind

direction for years SW WNW SW WSW SW

Most frequent wind

direction for years SW�S�SSWWNW�SSWSW�WSWSW�WSWSW�WSW

According to the meteorological documents(1979~2008) and investigation documents,

the maximum frozen depths of the soil along the railway line are classified in Table 5-3.

Table 5-3 Table of classification of the maximum frozen depths of the soil along the railway line

Section Maximum frozen depth (m)

BJCK0+000�CK256+000 2.05

CK256+000�CK338+600 2.20

5.1.4 Formation lithology and geologic structure Formation lithology

The exposed stratums along the railway line include Quaternary Holocene series artificial

accumulative formation(Q4ml), Quaternary Holocene series alluvium(Q4al), Quaternary

Holocene series alluvium(Q4al+pl), Quaternary upper Pleistocene alluvial proluvial

stratum(Q3al�pl), Quaternary upper Pleistocene talus-pluvial stratum(Q3dl+pl),

Quaternary mid Pleistocene alluvial proluvial stratum(Q2al+pl), Quaternary mid

Pleistocene talus-pluvial stratum(Q2dl+pl), late Tertiary (E) mudstone, sandstone,

Cretaceous upper series(K2) tuff, lower series(K1)mudstone, sandstone, conglomerate,

Jurassic mid series(J2) basalt, Proterozoic(Pt) gneiss, griotte and intrusive rock of

Yanshannian Period( 5) and Variscan Period( 4).

The stratums are described as follows:

Quaternary system(Q)

Holocene series artificial accumulative formation(Q4ml) is mainly composed by miscellaneous fill

and plain fill.

Quaternary Holocene series alluvium(Q4al) is mainly composed by silty clay, rough

angle gravelly soil and rough round gravelly soil. It is distributed in the riverbed, flood

plain and first-level terrace at both sides of Songhua River and its tributaries. It is the

alluvial deposit of the river.

Holocene series alluvium(Q4al+pl) is mainly composed by silty clay, clay, silt, fine sand,

medium sand, grit and gravel sand.

Upper Pleistocene talus-pluvial stratum(Q3dl+pl) is mainly composed by silty clay, clay,

silt, fine sand, medium sand, grit, gravel sand, fine round gravelly soil, rough round

gravelly soil, fine angle gravelly soil, rough angle gravelly soil, cobbly soil. It is

distributed in the second level terrace at both sides of Songhua River and its tributaries.

Quaternary upper Pleistocene talus-pluvial stratum(Q3dl+pl) is mainly composed by silty

clay and clay.

Mid Pleistocene alluvial proluvial stratum(Q2al+pl) is mainly composed by silty clay,

clay, silt, fine sand, medium sand, grit and gravel sand. It is distributed in the third level

terrace at both sides of Songhua River and its tributaries.

Quaternary mid Pleistocene talus-pluvial stratum(Q2dl+pl) is mainly composed by silty

clay and clay.

Late tertiary system(E)

Dingshancun Fm (Eds) is mainly composed by mudstone, sandstone, conglomerate. It

is distributed in Binxian.

Tertiary Dalianhe Fm (Edl) is mainly composed by mudstone. It is distributed in

Dalianhe Township.

Cretaceous system (K)

Upper series (K2) is mainly composed by tuff. It is distributed between Yilan and

Jiamusi.

Lower series (K1) is mainly composed by mudstone, sandstone and conglomerate. It is

distributed in Binxian at right bank of Songhua River and in the eastern mountains area

of Binxian.

Jurrasic mid series (J2)

Basalt: tawny, weakly weathered, cryptocrystalline texture and blocky structure, 0�>3m

thick. Scattered distribution.

Proterozoic(Pt)

Gneiss >10.0m thick and mainly distributed in the east of Woken river.

Yanshannian Period( 5) Granite: tawny, fleshred, completely weathered ~ highly weathered, granular structure,

blocky structure, core in form of sand, fragment, short column, normally 10~20cm long,

thickness of layer >10m. It is mainly distributed in the rolling terrain along the railway

line from Binxian to Fangzheng. Scattered distribution of diabase.

Variscan Period( 4) Granite: tawny, brown yellow, taupe, fleshred, completely weathered ~ weakly

weathered, 0~46.7m thick, mainly distributed in the mountains along the railway line

from Fangzheng to Yilan.

Geologic structure

The geologic structure movement along the railway line is intense, frequent and complex,

affected by multiperiodic structure movement. It is preliminarily divided into eastward

and westward structure systems, Cathaysian structure system, Neocathaysian structure

system, Cathaysoid structure system, southward and northward structure systems and

northward and westward structure systems.

The geologic structure in this area is mainly rift structure. The larger fracture zone are as

follows:

Songhua River Fault (F1): It is distributed along the valley of Songhua River and divided

into two parts. The first part is mainly the normal fault dipping steeply to the north. The

geologic structure characteristics of two sides of the faultage are different. The north side

accept a large area of Quaternary coverage, while the south side forms a banding concave

in parallel with the river body or abrupt bank. The basement is widely exposed, mainly in

Harbin ~ Fangzheng. The second part is mainly the reverse faultage of subtwisted nature

constituting rift of the trunk of the east branch of Yishu graben. It is covered by very

thick illuvial horizon and has no relationship with and no impact on the railway line.

Beilidong-Zhendong Fault (F3): It begins from Beilidong and extends to north west by

300°. Total length is about 60km. This faultage is a normal fault formed by tension

impact and steeply invading north east. It has no relationship with and no impact on the

railway line.

Shengli-Huifa Fault (F4): It is distributed in east-west direction through Shengli and

Huifa. The strong invasion forms a large area of granite. Triangular section and steep

rock of the northern rift appears from time to time. There are normal faults along the rift

line such as vein rock, well, etc. It passes by CK146+000 and is coverd by Quaternary

stratums. It has little impact on the construction of the railway.

Dongliangzhu River Fault (F5): It passes by Jiaxinzi, Zhonghetun, nearly south-north

direction, length �76km, and triangular sections of rift appear along both banks of

Dongliangzhu River. It passes by CK161+000 and CSK158+000, covered by very thick

illuvial horizon, so has little impact on the construction of the railway.

Demoli Thrust Fault (F6): It is an insidious fault of 17km long. It moves over a long

period. The Variscan gabbro body invades along the fault. In late geological time, due to

the continuous movement of this fault, the north part descended relatively and

accumulated the silty clay and silt of Quaternary upper Pleistocene. It passes by

CK194+000, covered by the Quaternary stratums, and has little impact on the

construction of the railway.

Daluomi Fault (F7): It is distributed in Daluomi and extends to north east by 20°, 24km

long. Daluomi River generates along the fault. It passes by CK198+000, covered by the

Quaternary stratums, and has little impact on the construction of the railway.

Chenjialiangzi Oblique Thrust Fault (F8): It is distributed from Gaoleng to Suliantun and

extends to north west about 75km. It passes by CK205+000, covered by the Quaternary

stratums, and has little impact on the construction of the railway.

Sifengshan Reservoir Fault (F9): It is distributed in Sifengshan Reservoir, 17km long,

extends to north west and inclines to north east. No visible relief characteristic. It is a

reverse fault. It has no relationship with and no impact on the railway line.

Zhaoyang Village Fault (F10): It is distributed in Paoziyan to Jiangongcun, 40km long in

east-west direction. It is a series of discontinuous piedmont faults causing the visible

border between mountain and plain. It passes by CK335+000, covered by the Quaternary

stratums, and has little impact on the construction of the railway.

Jusheng Fault (F11), Upland Fault (F12): They are distributed in Jusheng and 372

Upland. Jusheng Fault is 11km long, while Upland Fault is 4.5km long. They both incline

to north east and are normal fault. They pass by CK320+000 and CK323+000 and cross

each other in a big angle. They have little impact on the construction of the railway.

Electrician Bureau Farm Fault(F13): It is distributed in Fruit Tree Farm to Electrician

Bureau Farm in north-east direction and inclines to north west, 10km long. It is in relief a

modern river valley and a shift fault. It has no relationship with and no impact on the

railway line.

5.1.5 Seismic parameters

As per Annex A of Regionalization Map Chinese Earthquake Dynamic Parameters

(GB18306~2001) and combined with the field investigation and engineering setup, the

acceleration of the dynamic peak value of earthquake along the railway line is classified

as follows:

Harbin to Jiamusi: the acceleration of the dynamic peak value of earthquake is 0.05g

(basic earthquake intensity is Grade VI).

5.1.6 Unfavorable Geology and special rock and soil Loose and soft soil

In the project scheme, there exist loose and soft soil including silty clay and clay. Silty

clay and clay: grey black, tawny, charcoal grey, grayish yellow, light grey,

molliplast~fluidal plastic, containing rusty spot. It is mainly distributed in the surface

layer of the earth’s surface, 2.0~23.0m thick. See Table 5-4 for detailed sections.

Table 5-4 Loose and soft soil section table

Scheme Mileage distributing section

CK11+000�CK12+305.96

CK16+392.54�CK18+396.06

CK23+137.7�CK23+681

CK24+191.06�CK27+502.7

CK28+528.5�CK31+167.7

CK39+906�CK48+500

Route

scheme

CK166+674�CK168+654Filling soil

There is generally fill along the line, mainly including plain fill, miscellaneous fill, filled

soil, etc. As the different filling years, various filling methods and different material

sources, the variation of thickness, content and compactness is important. The filled soil

is distributed in the existing roadbed and composed by silty clay with more homogeneous

soil texture and better engineering geological conditions. Plain fill, tawny,

molliplat~stiff-plastic, mainly composed by silty clay filled with a few of plant roots. It

scatters around the towns and villages. Miscellaneous fill, light grey, black grey, mixed

color, moist, mainly composed by silty clay and life waste. It is mainly distributed around

the towns and villages.

Swelling rock (soil)

The mudstone of lower Neogene series and lower Cretaceous series between Harbin and

Dalianhe as well as the completely weathered tuff of upper Cretaceous series between

Gaolimao and Jiamusi have weak to medium expansibility. The side slope shall be

moderated during excavation section and the fill in cutting foundation bed shall be

exchanged. In the new station scheme, existing Jiamusi to East Jiamusi scheme and other

scheme, the local silty clay has medium~strong expansibility. The side slope shall be

moderated during excavation section and the fill in cutting foundation bed shall be

exchanged. The depth of excavation shall be controlled.

Seasonal frozen earth

Along the railway line are severe cold regions. There is a layer of seasonal frozen earth

on the surface layer of the ground, thick of 2.2m. It begins freezing every year from the

last third of October and reaches the maximum freezing depth in mid-March.

5.2 Social-economic Environment

5.2.1 Regional economic characteristics

This project is located in Heilongjiang Province, connecting Harbin hub in the west and

through Harbin hub linked to HaDa and HaQi passenger dedicated lines under

construction and planned HaMu passenger dedicated line and related existing lines. It is

connected to Jiamusi in the east. It is an important part of Heilongjiang High Speed

Railway Network. It passes by Harbin and Jiamusi of Heilongjiang Province.

Harbin

Harbin is the capital of Heilongjiang Province, a modern center city in the north of North-

East of China in terms of economy, politics, trade, science and technology, culture and

tourism. Its whole area is 5.3×104km2. Its total population is 9.874 million by the end of

2007. In 2007, it realized a regional GDP of 243.68 billion RMB, an increase of 16.4%

compared with the precedent year. The ratio of the three industries is 14.3:37.0:48.7.

GDP per capita is 24768 RMB.

Harbin is rich in mineral resources. 63 minerals have been discovered, in which 25 types

have been verified for industrial purpose. In which 20 minerals take important position in

Heilongjiang Province, including coal, natural gas, copper, zinc, wolfram, molybdenum,

iron pyrite, smelting crystal, serpentinite, arsenic, stones for construction, mineral water,

etc.

Harbin has particular tourist resources, reputed as “Oriental Paris” and “Oriental

Moscow”. There are many historic landmarks and sites such as Dragon Tower, Flood

Protection Monument, Confucious Temple, Jile Temple, Saint-Sophia Church, Central

Avenue of Russian culture, Former Residence of Xiaohong, Shangjing Huining Mansion

of Jin Dynasty and more than 500 human and natural landscapes. They, together with

Jingbo Lake, Five Volcano Pools and Zhalong Nature Reserve, constitute a distinct and

particular tourist place in the North of China.

The industrial production of Harbin keeps growing fast. In 2007, the total industrial

output is 214.88 billion RMB, an increase of 16.7% compared with the precedent year.

The agricultural production grows steadily. In 2007, Harbin realized a total agricultural

output of 50.69 billion RMB, an increase of 6.3% compared with the precedent year. Its

total grain output is 975×104t, oil output of 1.2×104t, beet output of 2.3×104t, vegetable

output of 194.2×104t.

By 2020, after realizing the objective of building a well-off society in all aspects, Harbin

will realize the modernization, with a GDP of 850 billion RMB and a GDP per capita of

8300 USD.

Bin County

The total area is 3845km2. The total population by the end of 2008 is 620000 and the

natural rate of growth of population is 4.41‰. It has jurisdiction over 17 towns including

10 nations: Han, Manchu, Mongolian, Hui, Miao, Zhuang, Korean, Dong, Yao and Xibe.

In 2008, Binxian realized a GDP of 11.12 billion RMB, an increase of 16.9% compared

with the precedent year. In which, the primary industry realized an added value of 2.61

billion RMB, an increase of 7.0%. The secondary industry realized an added value of

4.95 billion RMB, an increase of 20.1%. The tertiary industry realized an added value of

3.56 billion RMB, an increase of 20.7%. The ratio of the three industries is 23.5:44.5:32.

The GDP per capita is 17821 RMB, an increase of 16.1% compared with the precedent

year. It realized the general budget revenue of local public finance of 260 million RMB,

an increase of 21.1% compared with the precedent year. The total industrial output is

16.60 billion RMB, an increase of 17.9%. The total fixed investments are 4.49 billion

RMB, an increase of 31.7%. The total social retail goods is 2.85 billion RMB, an increase

of 22.3%. The disposable income per capita of urban residents is 8938 RMB, an increase

of 14.0% compared with the precedent year. The net income per capita of farmers is 5501

RMB, an increase of 19.8%.

Fangzheng

The total area is 2969km2. By the end of 2008, the total population is 220000. It has

jurisdiction over 8 towns. There are 17 national minorities living here, representing 2.5%

of the total population. In 2008, it realized a GDP of 2.38 billion RMB, an increase of

20.2% compared with the precedent year. In which, the primary industry realized an

added value of 840 million RMB, an increase of 16.7%. The secondary industry realized

an added value of 590 million RMB, an increase of 34.0%. The tertiary industry realized

an added value of 950 million RMB, an increase of 15.9%. The ratio of the three

industries is 35.3:25.0:39.7. It realized the general budget revenue of local public finance

of 130 million RMB, the total industrial output of industrial enterprises of 610 million

RMB, an increase of 54.2%. The total fixed investments are 1.17 billion RMB, an

increase of 50%. The total social retail goods is 1.16 billion RMB, an increase of 23.3%.

The disposable income per capita of urban residents is 7573 RMB, an increase of 20.6%.

The net income per capita of farmers is 5782 RMB, an increase of 20.0%.

Yilan County

The total area is 4616km2. By the end of 2008, the total population is 400000. It has

jurisdiction over 9 towns. There are 17 national minorities living here, representing 5.9%

of the total population, most of whom are Manchu, Hui and Korean. In 2008, it realized a

GDP of 5.21 billion RMB, an increase of 15.6% compared with the precedent year. In

which, the primary industry realized an added value of 1.63 billion RMB, an increase of

9.7%. The secondary industry realized an added value of 11.89 billion RMB, an increase

of 18.5%. The tertiary industry realized an added value of 2.00 billion RMB, an increase

of 17.8%. The ratio of the three industries is 31.5:30.3:38.2. It realized the general budget

revenue of local public finance of 230 million RMB, an increase of 30.9%. The total

industrial output of industrial enterprises above designated size is 11.89 billion RMB, an

increase of 14.2%. The total fixed investments are 2.87 billion RMB, an increase of

45.2%. The total social retail goods is 1.50 billion RMB, an increase of 24.4%. The

disposable income per capita of urban residents is 10031 RMB, an increase of 25.6%.

The net income per capita of farmers is 5949 RMB, an increase of 19.8%.

Jiamusi

Jiamusi is located in the heart of Sanjiang Plain where Songhua River, Heilong River and

Wusuli River join gather together. It is the center of economy, culture, traffic, science and

technology of north east of Heilongjiang Province and the largest comprehensive center

city. Its total area is 32700 km2. There are 5 open ports of national first level, two

international passenger and merchandise transport passage from Tongjiang and Fuyuan to

Russia and a golden water channel joined by river and sea connecting the countries in

Asia-Pacific. It’s very convenient for the trade with Russia. Its total population is 2.505

million. There are 7 districts in its jurisdiction. In 2007, it realized a GDP of 50.754

billion RMB. The ratio of the three industries is 39.4:18.2:42.4.

Jiamusi is rich in mineral resources. There are 50 minerals explored and verified such as

iron, manganese, titanium, copper, aluminum, zinc, etc. It has distinct tourist resources

including Russian frontier travel, “First sentry in Orient”in Wusu Township of Fuyuan,

folk custom of Nanai nationality, Tangyuan Daliangzi River Forest Garden, etc. With the

ownership of Heixiazi Island and its future development, Jiamusi will become an

important breach for the development of tourism.

The industrial economy of Jiamusi operates at high speed and efficiency. As the old

industrial basis of China, its industrial system is complete with solid industrial

foundation. There are over 20 sectors such as mechanical and electrical, paper making,

medicine and chemical, foods, textile, etc. There are a lot of large and medium size key

enterprises known in the whole countries in paper making and motor production field. Its

equipment manufacturing industry such as large-size agricultural machines, large-size

coal mining equipment and large-size electrical equipment is in a leading position in

Chinese and international market. In 2007, the enterprises above designated size have

realized a total industrial output of 126.48 billion RMB.

Jiamusi possesses rich resources and products. It is located in the heart of Sanjiang Plain,

one of the world’s three largest black soil plains. With 22 million mu of arable land, it’s

the main development zone of Sanjiang Plain and an important marketale grain basis of

the country, abound in grain crops such as soy bean, rice, corn, wheat, etc. In 2007, its

total grain output is 722.3×104t and its total agricultural output is 11.59 billion RMB.

According to the planning of Jiamusi, by 2020, its total GDP is expected to be more than

120 to 140 billion RMB with an average annual increase of more than 11%. The GDP per

capita is expected to reach 6000 USD and the people will enjoy higher and more

comprehensive well-off life level. The ratio of the three industries will be adjusted to

15:40:45.

The main economic indices of the cities along the railway line are given in Table 5-5.

Table 5-5 Main economic indices of cities along railway line in 2007

Indices Unit Harbin Jiamusi Total

Area of land 10000 km2 5.3 3.27 8.57

Total population 10000 people 987.4 250.5 1237.9

GDP 100 million RMB2436.8 507.5 2944.3

In whichPrimary industry 100 million RMB347.7 200.1 547.8

Secondary industry100 million RMB902.6 92.5 995.1

Tertiary industry 100 million RMB1186.5 215 1401.5

GDP per capita RMB 24768 20259

Total agricultural output 100 million RMB 506.9 115.9 622.8

Total industrial output 100 million RMB2141.8 1264.8 3406.6

Total grain output 104t 975 722 1697

Social retail goods 100 million RMB1035.9 120.4 1156.3

5.2.2 Traffic and transport situation and reality of passenger carrying capacit

HaJia passenger dedicated line is surrounded by convenient traffic system which has

formed a solid transport network involving water, road and air as well as a large

international sea and river combined transport passage.

Railways

In HaJia passage, the existing railways related to Hajia Railway include BinBei Railway,

SuiJia Railway, TuJia Railway, JiaFu Railway, etc. In 2007, on the section of Harbin to

Suihua in this passage were running 24 pairs of passenger trains, 16 pairs from Suihua to

Nancha, 15 pairs from Nancha to Jiamusi. This railway line, together with Hada

passenger line, HaQi intercity line, HaMu passenger line, will constitute a rapid

passenger traffic network in north east region to improve the passenger and merchandise

transport system capacity of 3-longitudinal-4-horizontal railway network of north east

region.

Road

The main modes of transport in HaJia passage include highways like HaJia Highway,

YiHa Highway(Harbin to Suihua) and national highways G221 and G222, etc.

Civil aviation

Along HaJia line there are Harbin Airport and Jiamusi Airport. During the last years, with

the rapid development of economy and growth of life level, the passenger traffic volume

by civil aviation increases fast.

In 2008, Heilongjiang Airport Group Corporation realized a passenger throughput of

5.41million person-time, a merchandise throughput of 60000t. In which, Harbin Airport

realized 4.98 million person-time and 58000t of merchandises; Jiamusi Airport realized

110000 person-time and 226t of merchandises. The passenger and merchandise

throughput represents 94.09% and 97.04% respectively of the total throughput of

Heilongjiang Province.

Water transport

Harbin Port is one of the eight biggest river ports of China and also the largest river port

in north east. Its river lines cover Songhua River, Heilong River, Wusuli River and

Nenjiang River and connect some ports in Russia and Far-East. Through the river sea

combined line, the ships can go out of Dada Strait and go up to Japan, North Korea,

South Korea and South East Asia. Now there are one passenger port (Beiqidao Street,

Daowai District) and one merchandise port (Sankeshu, Taiping District).

Every summer, there are passenger liners running from Harbin to Jiamusi by Songhua

River.

5.2.3 Cultural property

Cultural property survey was conducted for roject alignment by entrusting local

archeological institutes, combined with consultation with local cultural property

management authorities/general public and field survey during EA preparation.

In total 4 cultural property were identified, and the alignment was shifted to avoid all of

them. The location of thse cultural properties is shown in Table 5-6.

Table 5-6 Cultural property along the alignment

Name Location Level Relation with the railway alignment

Qinghua relics Bin County of Harbin Provincial

Level 2km out of control boundary

Chang’an ancient twown

Bin County of Harbin Provincial

Level 3km out of control boundary

Sino-Japan Friendship Forest

Fangcheng County of Harbin

Provincial Level

3km out of control boundary

Qiaonan Relics Yilan County of HarbinProvincial

Level 200m out of control boundary

6 Impact Assessment of Ecological Environment

6.1 Forecast and Evaluation of impact on ecological environment

6.1.1 Impact analysis of land occupation on land use and mitigation measures

Impact analysis of permanent land occupation on land use The permanent occupation of lands by the project includes subgrades, station yards, bridges and culverts�tunnel inlets and outlets. The permanently expropriated lands by this project line totals an area of 1416.27 hm2, including cultivated lands of 903.20 hm2 (paddy fields of 45.92 hm2 and dry lands of 857.28 hm2), accounting for 63.77%, orchards of 7.59 hm2, accounting for 0.54%, forest lands of 419.85 hm2, accounting for 29.65%, ponds of 8.24 hm2, accounting for 0.58%, lands for construction of 42.63 hm2 (including house site), accounting for 3.01% and other lands of 34.75hm2, accounting for 2.45%. Including stations and relevant facilities, the permanently expropriated lands averagely cover an area of 4.21 hm2 per kilometer.

The classification and quantity of permanent occupation of lands in the project refers to Table 5-3-1.

Table 6-1 Classification and quantity of permanent land occupation Unit: hm2

Cultivated Areas City

County and District

Total Subtotal

Paddy Fields

Dry Lands

Vegetable Plots

Garden Plots

Forest Lands

Pasture Lands

Ponds

Daowai 66.79 56.49 0.27 56.22 2.49 1.74

A’cheng 116.94 105.70 105.70 0.30 1.78 4.04

Bin 413.64 281.11 1.78 279.33 128.16 0

Fangzheng 268.18 109.05 43.76 65.29 157.72 0.92

Harbin

Yilan 293.45 174.68 0.11 174.57 113.18 0.14

Total 1159.0 727.03 45.92 681.10 2.79 400.85 6.84

Jiamusi Suburbs 257.27 176.17 176.17 4.80 19.00 1.4

Total 257.27 176.17 176.17 4.80 19.00 1.4

Total of the Whole line

1416.27 903.20 45.92 857.28 7.59 419.85 8.24

Percentage % 100 63.77 3.24 60.53 0.54 29.65 0.58

The permanent land occupation will change the original use function of land, wherein the cultivated lands cover an area of 903.20 hm2, accounting for 63.77%; and the permanently occupation of lands averagely cover an area of 2.64 hm2 per kilometer. The forest lands cover an area of 419.85 hm2, accounting for 29.65%.

The occupied basic farmlands along the whole line cover an area of about 767.72 hm2, accounting for 85.0%. It is estimated by the yield per unit area of the cultivated lands from each city along the line (By 5000 kg/hm2) that the local grain yield caused by railway construction is reduced by about 3836.5t/a. The permanently occupation of lands in the

project will slightly impact the land utilization pattern of regions along the line; and the expropriated lands will reduce the quantity of agricultural lands per capita and the agricultural output aiming at related towns and villages, thereby having an adverse impact on agricultural production.

Impact analysis of temporary land occupation on land use The temporary land occupation include borrow pit, Spoil ground, construction roads, large-scale temporary facility sites, Construction buildings and the like which totally cover an area of 534.78 hm2. The respective floor areas are shown as follows: Spoil ground of 217.78 hm2, construction roads of 85.38 hm2, beam construction and storage yards of 123.40 hm2, Prefabrication site of ballastless track slab of 25.20 hm2, concrete mixing plant of 29.00 hm2, temporary power lines of 7.34 hm2, construction sites of 22.68 hm2, Temporary residue piling yards in tunnel of 3.20 hm2 and Construction buildings of 20.80 hm2. Refer to Table 5-3-2.

Table 6-2 Classification and Quantity of temporary land occupation Unit: hm2

City and County Cultivated LandsForest LandsPondsUncultivated Lands

Spoil ground 0.00 0.00 0.00 0.00

Construction roads 5.91 2.22 0.00 1.11

Beam construction yards 12.34 0.00 0.00 0.00

Prefabrication site of ballastless track slab 0.00 0.00 0.00 0.00

Concrete mixing plants 3.00 0.00 0.00 0.00

Temporary power lines 0.32 0.12 0.00 0.06

Construction sites 0.00 0.00 0.00 1.60

Temporary residue piling yards in tunnel 0.00 0.00 0.00 0.00

Construction buildings 0.00 0.00 0.00 0.80

Harbin

Subtotal 21.57 2.34 0.00 3.57

Spoil ground 65.70 2.40 0.00 9.78

Construction roads 16.27 6.10 0.00 3.05

Beam construction yards 37.02 0.00 0.00 0.00

Prefabrication site of ballastless track slab8.40 0.00 0.00 0.00

Concrete mixing plants 7.00 0.00 0.00 0.00

Temporary power lines 1.30 0.49 0.00 0.24

Construction sites 0.00 0.00 0.00 5.32

Temporary residue piling yards in tunnel 0.00 0.00 0.00 0.40

Construction buildings 0.00 0.00 0.00 4.80

Bin

Subtotal 135.69 8.99 0.00 23.59

Spoil ground 5.48 9.61 0.00 59.21 Fang

zheng Construction roads 15.28 5.73 0.00 2.87

Beam construction yards 12.34 12.34 0.00 0.00

Prefabrication site of ballastless track slab8.40 0.00 0.00 0.00

Concrete mixing plants 6.00 3.00 0.00 0.00

Temporary power lines 1.44 0.54 0.00 0.27

Construction sites 0.00 0.00 0.00 7.60

Temporary residue piling yards in tunnel 0.00 0.00 0.00 1.60

Construction buildings 0.00 0.00 0.00 8.00

Subtotal 48.94 31.22 0.00 79.55

Spoil ground 0.00 0.00 0.00 51.47

Construction road 12.24 4.59 0.00 2.29

Beam construction yard 12.34 24.68 0.00 0.00

Ballastless track slab recasting yard 8.40 0.00 0.00 0.00

Concrete mixing plant 4.00 2.00 0.00 1.00

Temporary power line 1.00 0.38 0.00 0.19

Construction site 0.00 0.00 0.00 5.84

Temporary tunnel slag piling yard 0.00 0.00 0.00 0.80

Construction building 0.00 0.00 0.00 5.60

Yilan

Subtotal 37.98 31.65 0.00 67.19

Spoil ground 0.00 7.18 0.00 6.95

Construction road 4.95 1.86 0.00 0.93

Beam construction yard 12.34 0.00 0.00 0.00

Ballastless track slab recasting yard 0.00 0.00 0.00 0.00

Concrete mixing plant 3.00 0.00 0.00 0.00

Temporary power line 0.63 0.24 0.00 0.12

Construction site 0.00 0.00 0.00 2.32

Temporary tunnel slag piling yard 0.00 0.00 0.00 0.40

Construction building 0.00 0.00 0.00 1.60

Jiamusi

Subtotal 20.92 9.27 0.00 12.32

Spoil ground 71.18 19.19 0.00 127.41

Construction road 54.65 20.49 0.00 10.25

Beam construction yard 86.38 37.02 0.00 0.00

Ballastless track slab recasting yard 25.20 0.00 0.00 0.00

Concrete mixing plant 23.00 5.00 0.00 1.00

Total

Temporary power line 4.70 1.76 0.00 0.88

Construction site 0.00 0.00 0.00 22.68

Temporary tunnel slag piling yard 0.00 0.00 0.00 3.20

Construction building 0.00 0.00 0.00 20.80

Total 265.11 83.46 0.00 186.21

Percentage 49.57% 15.61% 0.00%34.82%

(1) According to engineering design, the temporary land occupation cover an area of 534.78 hm2, mainly dry land (265.11 hm2). As a matter of railway construction experience, the foundation of beam storage yards are generally larger in dimension, with serious hardened earth and difficult to recover after construction.

(2) The track laying bases and the material plants which are shallower in operation and are easy to manage may impact local vegetations in case of mishandle, thereby reducing the cultivated lands and reducing the vegetation coverage rate.

(3) Consider arranging the access roads for major projects, borrow earth pits and spoil pits, material storage yards and other construction sites during the construction of the temporary roads in the project design. Totally arrange construction access roads with a length of 202 km in the whole line, including newly-built double lanes with a length of 28.20 km, newly-built single lanes with a length of 149.01 km, rebuilt double lanes with a length of 11.30 km and rebuilt single lanes with a length of 13.49 km, which all cover a total floor area of 85.38 hm2.

(4) The project, which is mainly excavated, is required to respectively excavate and borrow the earth of 485.8×104 m3 and 1604.57×104 m3 except for the use of partial excavations, and the borrow earth pits and spoil pits cover an area of 217.78 hm2. As the water and soil loss are easily produced on borrow earth pits, spoil pits and construction roads, the occupied lands will be largely damaged in absence of protection.

Mitigation measures  (1) Increase the proportion of the bridges during the scheme selection providing that technical conditions are satisfied; and ensure that the bridges along the main line have a full length of 172,862.60 m, which accounts for 50.54� so as to reduce the quantity of the permanent land occupation as much as possible.

Earth and rock engineering should be implemented on principle of reasonable allocation by means of cut to fill as well as full use; and make the best of earthwork from cutting excavation, temporary project and bridge & culvert so as to reduce the earth from borrow pit and spoil pit.

These measures can remit the contradiction between railway construction and land resource protection.

(2) After field investigation and negotiation with county governments along project line and according to railway construction requirements and local actual situation, design company decided that all earth required by this project will be purchased . 12 borrow pits selected for this project are all existing stone pits. Recover low vegetation coverage rate by adopting the measures of reinforcing the protection during the construction and the vegetation recovery after earth excavation and the like after earth excavation to a certain degree as the vegetation is slightly impactd during the earth excavation; and recover or improve the ecological environment within a certain time.

(3) Arrange the borrow pits on the low lands with sparse vegetation so as not to impact the agricultural production and the vegetation in the local. Meanwhile, protect the project and the

plants well; and give priority to farmland building and re-cultivation on the earth discarding fields under adequate conditions.

(4) Give priority to permanent and temporary combination in the temporary project and utilize the expropriated permanent lands and the used urban lands within the existing sites or the areas as much as possible so as to reduce the newly occupied lands. Ensure that all the arranged temporary material plants use the existing stations along the Binzhou line; and arrange 2 track-laying bases at the Xinxiangfang station in Harbin and the Jiamusi station along the line; and utilize the freight yards in Xinxiangfang and the rebuilt parking lots in Jiamusi so as not to newly increase the temporarily occupation of lands.

(5) Continuously use a small amount of construction access roads taken as the rural roads as the rural road network nearby the project is relatively prefect, and plant trees on two sides so as to green and beautify the environment; recover other construction access roads to be the cultivated lands after the whole lands are tilled and turned or recover the vegetations; recover the original land utilization type and plant undershrubs.

(6) Peel 30-cm-thick surface earth before use in the temporary project for the occupied lands and recover the vegetations after use.

(7) According to the laws and the statutes, etc. regulated in the “Land Administration Law of the Peoples Republic of China”, the “Regulations on the Implementation of the Land Administration Law of the Peoples Republic of China”, the “Measures for the <Land Administration Law of the Peoples Republic of China> implemented by Heilongjiang Province” and the like, let the Employer be responsible for supplementing the cultivated lands in case that the lands are occupied by the project; pay the cultivated land reclamation fee in case that the cultivated lands can not be reclaimed under some conditions and let the unit capable of supplementing the cultivated lands implement the cultivated land supplementing obligation; and let the Provincial Land Administrative Department inspect and accept the supplemented cultivated lands. Pay the land compensation fee, the relocation subsidy, the young crop compensation fee and the like for land requisition for recovering and improving the expropriated farmers’ living standard.

Table 6-3 Regulations on Compensation of expropriated lands

Regulations Land compensation fee Relocation subsidy

Attachment and young crop compensation fee

“Measures for the <Land Administration Law of the Peoples Republic of China> implemented by Heilongjiang Province”

Calculate by 4-5 times of average output per mu in the former five years as for the requisition of the basic farmland; and calculate by 3-4 times of average output per mu in the former five years as for the requisition of the general farmland. Additionally regulate by the Autonomous Regional People's Government as for the requisition and the

Calculate by 3-5 times of average output per mu in the former five years as for the standard on relocation subsidy of farmers required to be relocated and ensure that the relocation subsidy does not exceed 10 times. Ensure the relocation subsidy of animal husbandry people required to be relocated during the grassland requisition to be higher than the standard on

Compensate by the value and the practical loss of attachments; and compensate by the output per mu in the current year as for the young crop compensation fee

appropriation of grassland and forestland compensation fees

the relocation subsidy of farmers.

(8) Basic farmland protection scheme

Modify the overall land utilization planning according to the document approved by the State in case of changing the overall land utilization planning of the lands for the construction of large-scale energy sources, traffic, water resource facilities and other infrastructures approved by the State Council according to the regulations in Article 26 of the “Land Administrative Law”.

Through estimate, the project will cover a basic farmland area of 767.72 hm2 along the line. Because the Employer has no condition to reclaim new cultivated lands, the compensation for the occupied basic farmlands and the occupied cultivated lands will be implemented according to the regulations in the relevant laws and policies from the State and Heilongjiang Province so as to ensure unchanged quantity of the local basic farmlands. Implement the following processes according to the relevant regulations in the “Regulations on the Protection of Basic Farmland” as for the expropriated permanent farmlands:

Transacting the approval process on agricultural land transfer

Implement the basic farmland protection system. According to the regulations in Article 44 of the “Land Administration Law of the Peoples Republic of China” and Article 15 of the “Regulations on the Protection of Basic Farmland”, transact the approval process on agricultural land transfer with the approval of the State Council if the project can not avoid the basic farmland protection area from the view of site selection and must occupy the basic farmlands as well as the agricultural lands are required to be transferred to be the lands for construction.

• Paying the cultivated land reclamation fee

According to the regulations in Article 16 of the “Regulations on the Protection of Basic Farmland” that the land occupying unit is responsible for reclaiming the cultivated lands which are equivalent to the occupied farmlands in quantity and quality according to the principle of "Reclaiming the same amount of occupied lands” in case of occupying the basic farmlands approved by the State Council; and if the land occupying unit has no condition to reclaim or the to-be-reclaimed cultivated lands does not comfort to the requirements, he should pay the cultivated land reclamation fee according to the regulations from provinces, autonomous regions and municipalities to reclaim the new cultivated lands, it is preferred that the cultivated land reclamation fee is paid as the Employer is difficult to reclaim the equivalent cultivated lands in quantity and quality due to deficient standby land resources along the line; the quantity of the basic farmlands occupied by the subgrade should be subjected to that affirmed by the local at the next stage; and an equivalent number of cultivated land reclamation fees should be paid.

• Disposal for basic farmland cultivated horizon

According to the requirements in Item II, Article 16 of the “Regulations on the Protection of Basic Farmland” that the basic farmland occupying unit should ensure that the earth from the occupied basic farmland cultivated horizon is used for the earth improvement of newly-reclaimed cultivated lands, poor lands or other cultivated lands according to the requirements of the local people's governments at or above the county level, move and transport the 30-cm-thick cultivated horizons on

the surfaces of the basic farmlands to the right place during the construction in coordination with the local government; transport the earth from the cultivated horizons to the borrow pits for piling if necessary; and let the Local People’s Government use the earth for the earth improvement of newly-reclaimed cultivated lands, poor lands or other cultivated lands.

• Basic farmland protection plan

Seriously control and protect the cultivated lands, in particular to the basic farmlands as the land is non-renewable and is taken as the primary resource of national economy and social development and the elementary condition of social and economical development. Seriously implement the cultivated land protection policy, in particular to the basic farmland protection policy and carry out the cultivated land and basic farmland compensation system.

According to the regulations in Article 31 of the “Land Administration Law of the Peoples Republic of China” that the State should carry out the cultivated land compensation system, the Employer should fulfill the occupying-supplementing balance for the occupied basic farmland during the evaluation so as to balance the quantity and the quality of the occupied and the supplemented cultivated lands. Implement the measure that the basic farmlands are evenly occupied and supplemented. Insist on the guideline of increasing income and reducing expenditure and greatly excavate the potential of standby cultivated land resources. Formulate the following basic farmland compensation plan during the evaluation through field investigation:

� Agricultural land consolidation: The land consolidation includes both agricultural land consolidation and non-agricultural land consolidation. The agricultural land consolidation is carried out in combination with low-and medium-yield farmland upgrade and farmland capital construction; and a great deal of low-and medium-yield farmlands are distributed in hilly areas where the project passes through. For example, a great deal of low-and medium-yield farmlands in the hilly areas in Fangzheng and Yilan Counties can be developed and reclaimed.

� Non-agricultural land consolidation: The non-agricultural land consolidation refers to the development and the consolidation of villages in the agricultural land, barren hills, barren ditches, barren hillocks, barren wastes and other odd and waste lands so as to increase the effective utilization area of the cultivated land and other agricultural lands, improve the land output and improve the important measures of ecological environment. The agricultural land consolidation can be combined with the comprehensive agricultural development so as to consolidate the lands belonging to one production unit but enclosed in that of another in the agricultural lands, the bad lands, the land barrier factors and other bad conditions according to the sequence of easy first and difficult then step by step, area by area and plot and plot.

� Land development and reclaim: It can be realized through developing the easy-to-cultivate wild grassland and other lands during the planning according to the practical situations of standby land resources from each city and county along the line. The land reclaim mainly refers to the rectification and the reclamation of waste brick and tile kilns damaged by mining and pressing, industrial and mining wastes and damaged lands.

The balance of occupied and supplemented basic farmlands can be realized in quantity and quality through the above-mentioned plan.

(9) The compensation fee for land requisition is 664,790,770 RMB during the design so as to minimize the impact of the project on the cultivated lands and the basic farmlands.

6.1.2 Impact analysis of project construction on plants and mitigation measures

Impact  of  fugitive  dust  during  the  construction  on  crops  and  vegetations  and  mitigation measures Impact analysis

The earthwork and the stonework will be excavated and filled during the railway construction; and a great deal of fugitive dust are easily caused in dry season during the construction and covered on neighboring crops, branches and leaves, thereby influencing the photosynthesis and reducing the yield of the crops and the fruit trees. The fugitive dust also will impact the fruit setting during the flowering phase, thereby reducing the yield. The fugitive dust caused during the construction can cause the TSP content in the atmosphere to increase by 0.3-0.8 mg/m3 within 20-50 m away from the construction site due to exposed soil through rough estimate during the construction.

In addition, the fugitive dust caused by transport vehicles, which also can easily impact the crops and the trees on two sides of each construction access road, can be covered on the branches and the leaves, thereby influencing the growth. It is researched and tested that the fugitive dust caused by vehicle bumping can reach 8-10 mg/m3 in short-term concentration on two sides of a traffic lane when the weather is continuously dry and the road conditions are worse. However, the concentration of the fugitive dust can quickly drop along with the increasing distance and can not be impactd beyond down wind of 200 m.

Mitigation measures

1) Adopt relevant measures such as watering or capping for transport vehicles in case of transporting sand, soil, dust and other fugitive dust easy-to-produce building materials so as to prevent the fugitive dust.

2) Manage and maintain the construction roads to keep level road surface; and frequently water the gravels and unsurfaced roads so as to prevent the adverse impact on the vegetations and the crops during the transportation of the fugitive dust.

3) Harden the main roads on the construction site with clay-bound macadam.

4) Cover or harden in case of storing the earth on the construction site in a concentrated manner.

5) Ensure that the construction site is cleaned by specially-assigned persons and provided with corresponding watering devices as well as watered and cleaned so as to reduce the pollution produced by the fugitive dust.

Impact analysis on biomass and mission measures Impact analysis of project construction on regional biomass

The biomass is used for measuring the function stability of a community, in particular to the function stability of an ecological system and indicating the living organic matter deposited in the unit area of the ecological system during the investigation at a particular moment.

The biomass is lost and reduced due to land occupying and ground vegetation destroying during the project construction, which mainly manifested in two aspects: the project permanently occupies the lands, so that the land use nature is changed and the permanent biomass loss is caused, and the project is constructed on the occupied temporary land, so that the ground vegetations are destroyed and the biomass is lost. But, the biomass on the

temporarily occupation of lands will be gradually recovered through agriculture reclamation and vegetation recovery after the construction. Refer to Table 5-3-4 for fell trees in the project.

Table 6-4 Summary Table for Fell Trees along Hajia Railway

Fell trees (Diameter: cm) Fell young trees

6-20 21-40 41-60 61-80Project/unit

Mleage 100m2 pc. pc. pc. pc.

Main tree species

CK0+000 CK7+000 90 100 Poplar

CK7+000 CK51+000 290 1390 260 30 Poplar

CK51+000 CK70+400 1500 1100 Poplar

CK70+400 CK178+500 430 640 200 Poplar

CK178+500 CK219+500 5.5 780 150 Poplar

CK219+500 CK259+000 500 260 Poplar

CK259+000 CK325+000 14.45 3030 1840 100 Poplar

92.20 Poplar CK325+000 CK338+670

124105290 240 Poplar

Total 112.15 1903010770 800 30

Totally fall 30,630 trees in the project, including 19,030 trees with the diameter of 6-20 cm, 10,770 trees with the diameter of 21-4 cm, 800 trees with the diameter of 41-60 cm and 30 trees with the diameter of 61-80 cm. In addition, fall 11,215-m2 nurseries with the diameter of below 6 cm. The fell tree species is mainly subjected to poplar and a small quantity of fruit trees. The fell trees are mainly distributed in Fangzheng County, Yilan County and Jiamusi suburbs.

Investigate the community biomass by adopting the biocoenology method and calculate it according to the sample community type. Calculate the community biomass on the arborous layer by adopting the average sample tree method. The biomass of each community during the evaluation is changed along with different site conditions.

Calculation formula: W=S ( W ’ / S ’ )

Where: S-basal area of total sample trees;

W’, S’-weight and basal area of samples

Calculate the weight and the total quantity of trunks, branches and leaves according to the above formula. Determine the biomass on the shrub layers and the herbaceous layers by adopting the full harvest method through weighing the gross dry weight. Refer to Table 5-3-21 (indicated by dry weight) for biomass sample investigation results of main community type in the project. Calculate the lost biomass on the basis of occupied permanent floor area and occupied temporary floor area of vegetations and calculated as well as the unit area of different vegetations.

Refer to Table 5-3-5 for biomass loss of each community caused by permanently occupation of lands and temporarily occupation of lands in the project.

Table 6-5 Computation Table for Biomass Loss of each Community

Community Type

Area (hm2) Site conditions

Plant species Biomass (t/hm2)

Total biomass (t)

Secondary forest

502.2 Good Poplar, etc. 12.5 6277.5

Wild grassland

74.48 Common Guinea grass and weeds

1.5 111.72

Orchard 8.37 Good Apple, etc. 16 133.92

Crops 1167.82 Good Corn, rice and sorghum, etc.

19.6 22889.27

Total 1752.87 / / / 29412.41

The project will occupy a permanent and temporary vegetation area of 1,752.87 hm2 during the construction and cause 29,412.41-t total biomass loss.

Mitigation measures

1) Tree transplant and compensation

Further determine the species and the quantity of the fell trees at the next stage and transplant if the trees are protected by the State and the Local during the design and construction process. Transplant the young trees which are suitable for being transplanted or the trees which have larger economic value. Carry out mutual compensation (including mutual complementary planting or monetary compensation) to the trees which have small transplanting value or are not suitable for being transplanted on the principle of equivalent compensation under local forest department’s direction in accordance with national and local compensation standard. Contact the Local Forestry Department at the next stage to further detail the mutual complementary planting or monetary compensation scheme. Locally select the unused land and the suitable land for forest to replant on the principle of balanced occupation and compensation. Ensure that the area of newly-planted forests is larger than that of forests occupied by the project as the forest compensation is on the principle of biomass equivalence compensation. Select the suitable land for forest in other places for forestation in case that the unused land and the suitable land for forest are not enough so as to ensure unchanged total forestry land.

2) Subgrade side-slope greening

Protect by planting the Amorpha when the embankment side-slope has a height of below 2 m. Protect by adopting 3×3-m cement mortar coffer stone arch type framework with a water intercepting trench, wherein the framework, in which the Amorpha is planted, has a thickness of 0.6 m.

3) Station and living quarter greening

Protect the newly-built embankment side-slope through planting; plant trees in open places on two sides of the newly-built subgrade for greening and combine the greening trees with local weather and natural environment; and arrange flower beds at the newly-built stations so as to beautify the environment.

In addition, compensate the lost biomass by greening the soil excavating and discarding fields in the project; and let the Land Department to reclaim in other places after the Employer pays the cultivated land reclamation fee in case that the reduced crop biomass is caused by engineering construction so as to ensure unchanged biomass after the completion of the project.

Newly plant 375,510 arbors and 43,729,360 shrubs along the whole line in the project by adopting the measures of planting on the subgrade side-slope, planting the arbors and the shrubs and greening the temporary fields and the soil (slag) discarding fields; and ensure that the seeding, planting and greening area reaches 237.52 hm2.

Through implementing these measures, the ecological environment along the line also can be improved.

4) Selection principle of greening trees

Adopt a series of slope protecting and greening works for existing railways and highways according to geographic and geomorphic conditions, weather, soil, water and soil loss causes and other environmental conditions of the project so as to obtain good impact.

Bring forward the selection principle of tree and grass species at this section in combination with local natural conditions and many years of relevant experience:

� Arbor: Poplar, willows, pinus sylvestris and larch, etc.; and the greening seedling can select cedars and spruces, etc.

� Shrub: Shrub willows, Amorpha, Lespedeza, caragana, sallow thorn, poplar willows and Salix sungkianica, etc.; and the greening seedling can select cloves, privets, green fence and purple leaf barberries, etc.

� Grass seed: Ryegrass, annual meadowgrass, alfalfa, chinese wildrye, Astragalus adsurgens and daghestan sweetclover.

Observe the growth rhythm of natural vegetations during the greening, adjust measures according to local conditions and match species with the site. Give priority to local plants and then select the plants introduced successfully; give priority to deciduous and broad trees, simultaneously and properly combine evergreen conifer trees and then prepare arbors, shrubs and ground cover plants, etc. for viewing leaves, flowers, fruits, stems, branches and barks so as to form rich seasonal aspect.

Impact analysis on rare plants and old and famous trees

Impact analysis

Three Class-II State protected key wild plants, namely linden, manchurian China ash and amur corktree, are discovered in the process of preliminarily investigating the rare plants and the old and famous trees. In addition, numbered old and famous trees are not discovered within the evaluation area. Refer to the diagram for distribution position relation between newly-built Hajia railway and protected key wild plants in Heilongjiang Province.

Mitigation measures

1) Avoid the State protected wild plants and the old and famous trees, etc. on two sides of the railway within the impact range during the next design phase as much as possible; employ professional personnel to identify the protected plants before surface cleaning; and move, transplant and adopt other relevant protection measures for unavoidable protected plants.

2) Train constructors about environment protection before construction to teach them how to protect the protected wild plants; distribute relevant pictures; and additionally strengthen the propagandizing and teaching works in a manner of issuing brochures and pictures, etc. or organizing constructors’ representatives to learn. Strengthen the propagandizing and teaching works about the protection of the protected wild plants, formulate relevant regulations and supervisory systems, and forbid the constructors to randomly destroy the vegetation activities.

Immediately report and cooperate with the Forestry Department to protect or transplant the discovered protected plants.

Figure 6-1 Diagram for Distribution Position Relation between Newly-built Hajia Railway and Protected

Key Wild Plants in Heilongjiang Province

6.1.3 Impact of project construction on animals and mitigation measures

Impact on terrestrial animals and mitigation measures Impact assessment

Form the barrier impact due to railway construction and operation, improve the habitat fragmentation degree, increase the patch quantity and enhance the heterogeneity, so that the population of the terrestrial wild animals is divided, and their activity range is impactd.

The damage of railway construction to animal habitat is mainly manifested in two aspects, namely railway route selection and construction period. As the railway construction is a trans-regional and trans-basin project, and the animal field has to be divided, the large area required by the animals for living is divided into small areas, so that the natural habitat, the growth, the reproduction and the activity place of the animals are damaged, the living environment of the animals is threatened, and the animals can not obtain enough foods and information.

In addition, the railway self as well as the temporary facilities, the temporary houses and the soil excavating and discarding fields during the construction occupies some land; and the natural environment is damaged by the disturbance caused by excavating the cut, filling the embankment and tunneling to ground surface, so that the animal habitat is damaged to a certain degree.

Mitigation measures

Realize the coordinated development of railway construction and ecological behavior of the animals by adopting systematic and all-around protective measures in the railway planning, designing, constructing, operating process to minimize the impact of the railway construction on the ecological behavior of the animals.

Selecting optimal line

Main animal habitat along the line as well as natural reserve and other areas with relatively rich wild animal resources is not related in the project; and bridges or tunnels should be arranged for water bodies, hilly areas and other sensitive sections to ensure smaller barrier impact and satisfy the walking demands of nearby animals.

Strengthening the management

The management adopts a man-made measure and is related to railway construction and ecological behavior of the animals in the project. The railway planning should not only satisfy the economic demand, but also satisfy the social and environmental protection demands; and the railway construction and operation should be explicitly regulated and seriously implemented. Meanwhile, warning signs should be arranged at the nearby road sections where the animals come and go.

The farmlands, the residential areas and hills, etc. are mainly distributed along the line, the human interference factors are larger, the habitat is seriously damaged and the natural ecosystem is slightly conserved. Thereby, there are poor animal resources and unstable habitats of large-scale animals in areas where the line passes through; and national protected key animals (Refer to Fig. 5-3-1) are not seen during the filed investigation. The national protected animals mainly depend on birds, and most of birds with wider habitat are travelers, which are not propagated along the line and confined at a certain place, so that the impact is less.

Figure 6-2 Diagram for Mutual Distribution Position Relation between Hajia Railway and Protected

Key Animals in Heilongjiang Province

Impact evaluation of noise during  the railway construction and operation on bird habitation and breeding The impact of the noise on the birds is mainly manifested as follows: the noise may lead the birds to lose the nesting sites, so that the bird breeding, the food chain and the migration route, etc. are changed.

Impact of noise on birds: the foreign study shows that the sensitive range of the birds to the noise is basically similar to that of people. However, the birds can not hear the low frequency noise like people under the usual conditions, and their optimal hearing threshold is 1-5 kHZ, and the birds can adapt the noise due to great endurance to the noise.

The ambient background noise level (such as leave trembling) beyond the bird habitats is 45 dB averagely, and the background noise level in the bird nests is 56-60 dB generally.

According to some data concerned, the birds in the bird nests can not be impactd by the noise when the noise level is 60 dB. According to the results observed by foreign scholars, the birds in the bird nests will be impactd by the noise when the maximum sound level L max in the nests is more than 60 dB(A).

Bulldozers, excavators, construction machines and other fixed sources as well as concrete agitator trucks, road rollers, various transport vehicles and other mobile sources will generate strong noise during the project construction. Through taking heavy cranes with higher sound level A for example, the noise source level is 90 dBA, which can weaken to 60 dBA at 315 m without any blockage.

Through field investigation, some birds breeding in the evaluation area such as corvidae, fringillidae and other birds will cause the disappearance and the migration of breeding places in the occupied areas due to construction. As the breeding birds in the evaluation area have less varies and larger interference factor, the impact on the breeding birds is less. The foraging of partial birds in the occupied areas will interfered during the construction, so that the foraging place is slightly transferred.

The weak night light from motor vehicles will have less impact on the habitat of phototactic birds and other animals during the operation.

In conclusion, due to the adaptability of the birds to the noise and the position relation between the project and the habitat and breeding place of the protected birds as well as the social and natural activities nearby the proposed railway, the habitat and breeding of the protected birds can not be impactd for a long time during the construction through investigating relevant similar projects.

Impact evaluation of project construction on rare animals along the line Through carrying out filed investigation and consulting relevant data, there are 28 protected species along the line. There are 26 bird species, including 20 Class II state protected birds and 6 Heilongjiang provincial protected birds; and there are 2 provincial protected reptiles.

Refer to Table 5-3-6 for the distribution of protected animals along the line and the impact analysis of the project for details.

Table 6-6 Protected Animals in the Evaluation Area and Impact Analysis of the Project

Ser. No.

Species Name Relation between main habitat and proposed project

Protection Class

Birds

1 Accipiter gentilis Class-II State Protection

2 Accipiter nisus Class-II State Protection

3 Accipiter gularis

They are distributed in the forests and the hilly regions along the line and nested on the tall trees in the forests. Because the areas where the line passes through are mostly parallel to Tongsan Highway and other existing roads or are positioned in a same channel, the hilly areas where the line passes through mostly pass through in a tunnel manner; and their suitable nesting environment is not discovered through field i tigation, so that the project will not

Class-II State Protection

4 Buteo buteo Class-II State Protection

5 Buteo lagopus Class-II State Protection

6 Strix uralensis Class-II State Protection

7 Asio otus Class-II State Protection

8 Falco amurensis Class-II State Protection

9 Falco tinnunculus

10 Milvus migrans

investigation, so that the project will not impact the habitat and the breeding of these birds basically.

11 Circus melanoleucos

They are inhabited on wide low hills, plains at the foots of mountains, grasslands, open fields, river valleys, marshes, bushes in the forest and marsh grasslands and also move in the farmlands and the cultivated lands as well as the grasslands and the forests nearby the villages after breeding sometimes. They are mostly nested on the haystacks on the tower heads of the shrub meadows in the open forests or the ground. They mainly move on the bank of Songhua River through consulting local people.

Class-II State Protection

12 B. hemilasius

They are generally nested on the cliffs or the trees, and its nest is protected by small shrubs. Their activity areas are mainly distributed along the line, where the population quantity is extremely rare. There is no suitable breeding environment along the line.

Class-II State Protection

13 Falco columbarius

They are generally nested on the trees or the cliffs and also nested on the ground sometimes. They particularly like occupying the old nests of crows, magpies and other birds and move in the waste lands and other unused lands along the line sometimes.

Class-II State Protection

14 Bubo bubo They are nested in the tree holes and at the recessions under the cliffs or directly laid at the recessions on the ground. Their activity

distributed along the line, and there

Class-II State Protection

areas are distributed along the line, and there is no suitable breeding environment.

15 Asio otus

They, which are nested in the forest and also nested in the tree holes, generally utilize the old nests of crows, magpies and other birds. Their activity areas are distributed along the line, and there is no suitable breeding environment.

Class-II State Protection

16 Asio flammeus

They are nested in the grass nearby the marshes as well as in rotten tree holes in the secondary broad-leaved forest. The grassland habitat along the line is less, most of cultivated lands are distributed on the periphery, and the human interference factors are stronger, so that the project will slightly impact the Asio flammeus.

Class-II State Protection

17 Circus cyaneus

They are mainly inhabited on the ground of dry reeds on the bank of Songhua River, grasslands or bushes. The inhabit suitable for the Circus cyaneus to nest along the line is less, and the populative structure of the Circus cyaneus in this area during the breeding period is not damaged basically, so that the project will slightly impact the Circus cyaneus.

Class-II State Protection

18 Circus spilonotus

They are mainly inhabited in low-humidity regions. The inhabit along the line is less, and there is no inhabit suitable for the Circus spilonotus to nest due to frequent human farming activities nearby the farmlands, so that the project will not impact the Circus spilonotus.

Class-II State Protection

19 Aix galericulata They are mainly distributed in the water areas of Songhua River and are not distributed at the river sections in the project crossing areas.

Class-II State Protection

20 Bonasa bonasia

They, which are mainly nested at the base of the trees, are also nested on the sunny slopes, at the primary water sections and under the fallen trees and are mainly distributed in the broad-leaf forest in Fangzheng County, are far away from the line, so that the project will not impact the Bonasa bonasia.

Class-II State Protection

21 Dryocopus martius They are nested in the conifer forests and have wider inhabitation range, so that the project will not impact the Dryocopus

Provincial Protection

martius.

22 Anser fabalis

They are distributed on the bank of Songhua River sometimes and nested on the ground; and there is no suitable nesting environment in the impact area, so that the project will not impact the Anser fabalis.

Provincial Protection

23 Hirundo rustica They basically belong to a natural bird living together with people, so that the project will not impact the Hirundo daurica.

Provincial Protection

24 Hirundo daurica Provincial Protection

25 Lanius sphenocercus

They are inhabited in the forests and the bushes; a certain area of bushes will be fell in the project; the Lanius sphenocercus and the Cyanopica cyana utilize other ecological niches suitable for inhabit to breed; and two species of birds have stronger adaptability, so that the project will not impact the Cyanopica cyana basically.

Provincial Protection

26 Cyanopica cyana Provincial Protection

Reptiles

27 Takydromus wolteri With smaller activity areas, they are inhabited in the bushes under the mountains and are not distributed in the evaluation area.

Provincial Protection

28 Agkistrodon saxatilis

They are inhabited on the sunny slopes, which are also discovered on the forest edges and are commonly discovered in the stone cracks on the bank of rivers. They are not distributed in the evaluation area.

Provincial Protection

Figure 6-3 Diagram for Mutual Distribution Position Relation between Hajia Railway and Class-I State

Protected Animals in Heilongjiang Province

Figure 6-4 Diagram for Mutual Distribution Position Relation between Hajia Railway and Class-II

State Protected Animals in Heilongjiang Province

According to the investigation on reptile resources along the line and the distribution of rare animal resources in Heilongjiang Province, the areas where the proposed Hajia railway passes through belong to IC3 (Songliao Plain Area) and IC4 (Changbai Mountain and Lesser Khingan Mountain Area) from the view of zoogeographical division. The above analysis results show that the proposed project does not belongs to the distribution area of State protected mammals and Class-I State protected birds and only relates to the distribution area of a small quantity of Class-II State protected birds and partial Heilongjiang Provincial Protected animals.

In order to avoid many ecological interference factors (visual interference and noise interference, etc., in particular to traffic noise and vibration impact) generated by railway construction and operation, the habitats of the animals should be far away from the railway

during the selection, i.e. the inhabit selection of the animals will be changed due to the existence of the railway to avoid the inhabits and transfer the nests. Because the linear project only occupies about 30-m-wide long and narrow area, and Tongsan Highway, national highway G221 and other existing roads are adjacent in the channel, there is no inhabiting and breeding rare and endangered animal basically along the proposed project. In addition, artificial forests, wet lands and other suitable habitats are arranged along the line so as to satisfy the inhabiting, foraging and breeding demands of above birds and other animals. Thereby, the distribution of the protected animals in this area can not be impactd by the habitat avoidance of partial population during the evaluation.

Mitigation measures

Strengthen the management during the construction, reasonably arrange the construction time, avoid the morning-evening peak of the birds during the process of protecting the birds; strengthen the propaganda and the education of constructors, enhance the awareness of protecting the animals and forbid to catch the birds and collect the eggs.

6.1.4 Impact analysis on ecological protection zone The Harbin-Jiamusi rail line to be built will pass through the following areas: the downtown of Harbin and the agricultural ecology area in the suburb(�5-1-1), the Mayi River downstream, the agriculture and soil maintaining ecology area (�4-2-5), the ecology area of agriculture and animal husbandry and soil maintaining of Woken River downstream (�3-2-4), the ecology area of city and agriculture in Jiamusi (�3-1-1).

Analysis of the project impact on Harbin and suburb agricultural ecology area   The project passes through this ecology area from the designed starting spot (the Harbin station) to the nearby (BJCK0-CK62). Harbin-Jiamusi rail line in this region mainly involves in bridge and roadbed construction. And the length of bridge is approximately 29.02km, composing about 46.8% of the total length in this section. The use of large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production, coordinating with the agricultural ecology area.

In this section, the volume of living water is little, which will not intensify the excessive picking of ground water of the city. The project will destroy the vegetation for a certain area, but it will compensate to vegetation’s destruction in a large degree with the finished temporary land’s reclamation, afforestation, the afforestation toward the transplanted arbors and shrubs and such grass on both sides or the roadbed side slope. Therefore, it will not be obvious to the urbanized warming impact. In the Binxi station and the Bin County station, sanitary sewage respectively is 10m3/d, 21m3/d, entering sewage treatment plant after the septic tank processing, the sewage water quality satisfying “Sewage Synthesis Emission standard” (GB8978-1996) the third-level standard, which will not affect the water quality of the Songhua River. In this section, the coal boiler is used, with the standardized air pollutant emissions, nearly not influencing Harbin’s winter mist and dust pollution. Based on the above possible environmental problems the railroad may produce and the ecology area faces, there is the assessment that the project will not affect the ecology function area.

Impact  analysis  of  the  project  toward  the  Mayi  River  downstream the  agriculture  and  soil maintaining ecology area   This project passes through this ecology area from Bin County nearby (CK62) to the about spot (CK245), 8km from the south west of Yilan County. Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and tunneling, with the bridge about 93.9km in length, approximately composing 51.3% of the total length in this section. The designing of

large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production and the backfilling of the bridge waste(dregs) will reduce the soil erosion, both coordinating with the agriculture and soil maintaining ecology area.

The main ecological environment problems are that the slope farming soil are mostly albic soil, with poor water permeability, extremely easy to cause the soil erosion; The quality of the forest is relatively bad and the ecosystem service function is weak. In addition, in the area the Mayi River basin is the extremely important area for the soil maintenance. The construction will inevitably bring about the soil erosion to a certain extent, but with the end of the construction perturbation’s conclusion, the soil erosion will be effectively controlled with the implementation of the construction and plant-protecting measures on both sides of the railroad. Besides, it is appraised the soil erosion in this section.

Impact  analysis  of  the  project  toward  the Woken  River  downstream the  agriculture animal husbandry and soil maintaining ecology area   This project passes through this ecology area from the spot (CK245), about 8km from the southwest of Yilan County southwest to the point (CK297), about 10km from the northeast of Hongkeli Station. Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and tunneling, with the bridge about 26.8km in length, approximately composing 51.5% of the total length in this section. The designing of large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production and the backfilling of the bridge waste(dregs) will reduce the soil erosion, both coordinating with the agriculture and soil maintaining ecology area.

The main ecological environment are the following: The multiple-crop index of agriculture is high and so is the agriculturally-used chemical’s investment, and also the surface source of pollution is relatively serious; The vegetation coverage fraction is low and soil erosion is in existence. In the area the Songhua River basin, the Woken River basin and the Mudanjiang basin are the extremely vital areas for soil maintaining. This area is moderately sensitive area for soil erosion.

Collectively connecting with the ecological environment problems in this area, the main impact of the project on this ecology area is soil erosion in the construction period, but which does not involve in the desertification-controlled vital areas of the soil. Therefore there is the assessment thought that the conservation of water and soil should be strengthened for this section in the construction period so as to reduce the quantity of soil erosion.

Impact analysis of the project on the Jiamusi towns and agricultural ecology area This project passes through the northwest of the ecology area from the spot (CK297) about 10km from Hongkeli Station to the end point (CK338+670), Jiamusi Station, which does not cover the highly sensitive areas of biodiversity and sensitivities or water polluted moderately sensitive areas along Songhua River basin. It is thought that the main impact of the project on this ecology area is the possible soil erosion to a certain extent. Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and tunneling, with the bridge about 22.09km in length, approximately composing 53.01% of the total length in this section. The use of large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production, coordinating with the agricultural ecology area.

6.1.5 Environmental impact analysis and mitigation measures of roadbed project

Impact analysis This design includes 487 individual roadbed construction sites, with the total length of 150.142km, occupying 44.54% of the newly-built total length. The construction types are mainly the moat slope protection and the deep cuts, sticky earth embankment, the soft ground embankment and so on. For details sees Table 5-3-7.

Table 6-7 special roadbed construction point list

Serial number

Type Length�km� Construction number�spots�

1Embankment slope proofing

18.168 101

2Low embankment slope

7.652 20

3Sticky earth embankment

31.772 131

4Soft ground embankment

15.537 46

5Moat slope proofing and deep cuts

64.973 168

6 Inflation cuts 3.964 9

7Cuts along the level

1.026 3

8 Groundwater cuts 0.854 2

9Soaking embankment

4.966 7

Sum 150.142 487

Before the slope protection project completes, the roadbed slope face will meet with the following outcomes if not protected properly, especially after the cross section excavated: If in storms, it is easy to wash the slope face, bring about soil erosion, cause the side slope to collapse so as to possibly destroy and even wash away the vegetation and the farmland nearby the roadbed, and also possible to cause that has embankment near the rivers to stop up, to compress the rivers and the drainage ditch.

Mitigation measures  Related protection is done to different side slopes and both sides of the roadbed on the condition that it is safe and stable for the entire roadbed, stations, and the principal part of bridges and ditches. And the perfect dewatering excavation is designed to on both sides of the line and the stations, with high-standard designing and satisfactory water-passing capability.

Protection of the slope face of embankment

The protection of the slope face of embankment should act according to the height and padding nature and the like of the embankment. The identical labor usually uses the identical protection forms and in ordinary circumstance the following protection is used:

1) The qualified padding is filled to the low embankment 2.7m below the roadbed face according to the foundation-bed requirement.

2) The slope face of low embankment uses the planted amorpha fruticosa to protect.

3) The common embankment with the height H�2.5m, uses 3×3m concrete arch-type skeleton of the C25 belt shutting to protection, with skeleton thickness 0.6m, and amorpha fruticosas planted in the skeleton. When the embankment is higher than 5m, every other 0.6m a bidirectional earthwork grill is laid down from the toe of slope to the foundation-bed surface layer, horizontal width 3.0m.

Water immersing embankment

1) Pit immersion

Protection elevation is equal to pit bank elevation and 0.3m. Protection berms in elevation place are designed together considering the berms with freezing and inflating-proof berms, with the width 2.0-3m. Above the elevation, the side slope of embankment is designed according to the common embankment. Below the elevation, the side slope of embankment can degrade a level. Below the elevation water is pumped, silt is digged and water infiltrating soil is reclaimed.

2)Bridge head immersion

The protection elevation is equal to the many-year meeting design level, the height of attacking waves, backwater height and 0.5m. The protection berms in elevation place are designed with the width 2.0-4m. Above the elevation, the side slope of embankment is designed according to the common embankment. Below the elevation, the side slope of embankment can degrade a level. Below the elevation water infiltrating soil is reclaimed. In the pumping difficult section, slabstone is thrown and filled from below general water level plusing 0.5m. In the protection berms and the slope face below them and M7.5 cement mortar slabstone or dry slabstones of 0.3m in thickness are used to protect the slope. Under the protection slope is crushed stone layer, with the thickness 0.15m and the foundation pattern basis is determined according to washout depth. Generally the bucket foundation is adopted: The bottom extends to 0.6m, with burying depth 1.0m. Above the protection elevation, the protection is carried on according to the principles of the slope face protection of embankment. In the shoal place, when the speed of flow is bigger than 4m/s, it is considered to thicken the layers of the slope with mortar slabstones. In the section, when the washout depth is bigger than 0.5m, the foot wall foundation is established.

Deep cut and moat slope protection

1) The slope of cut slope basis is established according to engineering geology and the hydrogeological conditions, the ground category, the side slope altitude, combining with the factors, rock mass structure, structural plane occurrence, decency degree and so on.

2) Moat slope protection: The slope of cut generally uses M7.5 to back the wall and the slope with mortar slabstone and the skeleton. To the moat slope higher than 25m highly or the steep rock moat slope, generally the gravity bulkhead wall is used to reinforce or the pile wooden fence is used to pull the slope.

Inflation earth cuts

In this section, the inflation earth is mainly located along Dalian River~Ilan (CK245+470~CK248+520), geologically belonging to late third system and mudstone under the Cretaceous system and between the spot Korean hat ~ Jiamusi (CK306+600~CK327+200) in the Cretaceous system the series tuff entire regolith, with the weak ~ strong expansibility.

1) The 0.4m graded broken stone is filled to the foundation-bed surface layer and to the bottom 2.3m non-heave padding is filled. In the lower part of the foundation-bed surface layer is established two-pieces-of-cloth and one-membrane airtight water and earth worker cloth(600g/m2), with high and low respectively coarse sand breaker strip, 0.1m and 0.05m in thickness.

2) When the side slope of cut is smaller than 10m in length, at the toe of slope is designed a 2~4m high retaining wall, the retaining wall slope 1:0.25. Behind the wall, is designed crushed stone inverted filter of granulated clamp, 0.5m in thickness. Behind the top wall, a 2m wide platform is designed, above it moat slope 1:1.5~1:2, one level every 6m, between two levels the side slope platform 2~3m wide and 0.4m thick; The slope face uses 3×3m the belt shutting arch-type skeleton, in the skeleton lays down the C25 concretes hexagon hollow slug, in the block amorpha fruticosa planted to protect.

3) When the moat slope of inflation earth cut is higher than 10m, the pre-reinforcement anchor pile is designed at the toe of slope, pile 8m long. The moat slope above top moat is 1:2, one level every 6m, between two levels the side slope platform 3m wide and 0.4m thick; The slope face uses 3×3m the belt shutting arch-type skeleton, in the skeleton lays down the C25 concretes hexagon hollow slug, in the block amorpha fruticosa planted to protect.

Soft ground embankment and sticky earth embankment

1) Qualified padding and attacks roller compaction processing is adopted as loose soft soil and loose, slightly dense granulated substance class earth is located within 2.0m of the surface, at the same time above underground water level. And forced tamping is used when surface element earth fill, mixed filling earth and common sticky earth is located within 2.0~4.0m scope of the surface and at the same time above underground water level. After the tamping, on the top is laid down the 0.5m thick crushed stone breaker strip.

2) When the loose soft soil and sticky earth depth are bigger than 4m, the CFG pile reinforcement is generally used, with the computed length of the pile long basis, and in principle penetrating the weak level to the hard bottom. Regarding the soil texture stratum of the fourth system, it should be inserted into the granulated soil layer or the hard plastic viscosity earth, with the general depth not smaller than 2.0m. The entire regolith not less than 0.5m should be inserted into the underlying bedrock section. Subsidence examination should be carried on to the bedrock entire regolith of loose and low modulus compression. The processing scope is between two toes of slope (not including the lower part of non-heave berms), with CFG pile 0.5m in diameter, the square arrangement, spacing 1.5m, the head of pile having breaker strip, 0.6m in thickness (crushed stone 0.15 +sand mat 0.3 +crushed stone breaker strips 0.15), in the breaker strip laying down 2 earthwork grills (tensile strength 100kN/m). When the pile is longer than 20m, the reinforced concrete pile cap is added to the top of the pile, 1×1m in size, and 0.35 in thickness.

Earth-retaining wall

1) In the embankment section, the weak toe of slope should be filled to pull the embankment to avoid the thin strip roadbed or to avoid the embankment taking up or pressing the existed

buildings such as the designed road shoulders or embankment earth-retaining wall by constructing road shoulders or the embankment breast wall and so on. In the cut section, the breast walls are designed to reduce the height of the side slope, to guarantee stability of slope and reduce the excavation of cubic meter of earth and stone.

2) The embankment wall or cut wall between the sections is mainly gravity-typed. In the station the breast wall should be of the reinforced concrete cantilever or the buttress type. In the horizontal -longitudinal project of Jiamusi key transportation systems, gravity-typed breast walls are designed on both sides of approach of the intersected bridges. When the supporting capacity of the breast wall basis can not meet the requirement, reinforcement processing should be carried on regarding the ground situation.

Seasonal frozen earth roadbed

This section lies in severely cold area, so the freezing precaution is the key point in the designing of the embankment, for which the following measures are adopted: the limitation of the embankment minimum altitude, improving of roadbed padding or foundation-bed structure, establishment of aquiclude and the elimination of table water and ground water and so on.

1) Limitation of the embankment minimum altitude

The height of the embankment should be in principle bigger than freezing depth +0.5m. The road shoulder in the yearly water-accumulated areas should be above the ordinary water level and not smaller than freezing depth +0.5m.

2) Improving of the embankment padding

Fine-grain content control of the foundation-bed surface layer should be strengthened. Based on “Passenger transportation Special line Foundation-bed Surface layer Graded broken stone Temporary Engineering factor”, the foundation-bed surface layer padding should simultaneously satisfy: The fine-grain (pellet particle size �0.075mm), the content is smaller than 5%, smaller than 7% after compaction; the post-compaction soaking coefficient is not smaller than 5×10-5m/s.

Group of A and B of non-heave padding is filled to the foundation embankment including the upper of the culvert and the non-heave padding is the fine-grain (pellet particle size �0.075mm); the content is smaller than 5% and smaller than 7% after compaction; the post-compaction soaking coefficient is not smaller than 5×10-5m/s.

3) Establishment of the aquiclude

In the lower part of the foundation-bed surface layer is established two-pieces-of-cloth and one-membrane airtight water and earthworker cloth, with high and low coarse sand breaker strip, respectively 0.1m and 0.05m in thickness.

Subgrade drainage principle of designing

1) To reduce the investment of strengthening works, the drain should be designed depending on the geographical conditions. It is better to choose good places in geology. The outlet of drainage should be connected to the natural ditch river, avoiding irrigation of the farmland directly. When the ground transversal grade is not obvious, it is necessary to construct outlet on both sides of the embankment. The plane of drainage should use the straight line as far as possible. Its radius is not smaller than 10~20m, if curve is necessary. The length of the drainage is decided according to the actual need, usually suitably in 500m. The lengthwise grade of the drainage is not smaller than 2 ‰. The grade can be reduced to 1 ‰, only in the

special difficult situation, as smooth ground or counter-slope draining. The cross section should be carried on the computation according to the capacity of 1/50 flood frequency .The most light-sized of the drainage is 0.6×0.6m, the side slope 1:1, it should be defended with mortar rubble masonry 0.3m M7 in thickness.

2) One-sided or the two-sided gutter is established outside the edge 5m of the cut .The lengthwise grade is not smaller than 2 ‰. In the deep cuts made of different stratum, catch drain is established on the platform of the middle of side slope or in the dividing places of the different stratum. The rectangular side-gutter, 0.6m wide and 0.8m deep, is adopted in the soft crag cuts, the strong decency flinty crag cut and the soil cuts, using the concrete prefabricated component in masonry building or using the slabstone concrete for scene watering construction. On one side of the line, water emitting hole should be reserved and concrete top panel should be added to. In the side-gutters listed above, the drain gutter and the catch drain of the side slope platform, M7.5 mortar slabstone or the C15 concrete prefabricated component is used in masonry building.

Embankment  temporary protective measures   Temporary steep slope excavation protective measure

When excavating the roadbed on the steep slope, the iron wire netting should be used to carry on obstruction and excavation the cubic meter of earth and stone under the slope, avoiding the destruction of downstream vegetation, the farmland and the traffic equipment. The netting is 2m in height. It should be fixed in the roadbed downhill to uses the boundary place. Line (1:2000) and the line profile diagram (1:2000). The length of the roadbed for iron netting is 60.47km. Among them, Harbin 4.40km, Bin County 18.50km, Fangzheng County 20.16km, Yilan County 7.40km, and Jiamusi 10.01km.

Temporary draining water measure in roadbed construction

The engineering project locates in the area where the precipitation mainly focuses from June to September. Therefore, the temporary draining water measure is not allowed to be ignored in the roadbed construction.

In fill section, chute should be established every other 50m over the edge of the roadbed’s two sides. In the section of partly digging and partly filling, chute should also be established every other 30m .The two has the loudspeaker shape of the mouth. Chute should be closely connected with the waterproof platform with the trough width 0. 5m, depth 0.5m. Lower part the chute along the roadbed direction should be build with earth drainage. The mouth of the cross section is 0.9m wide and 0.3m deep, the mouth of the bottom extends 0.3m and the side slope 1:1. The chute should be installed with the earth knitting bag, laid down along the side slope. The install should guarantee that the knitting bag joint is close and smooth, and meets with the earth drainage. It makes discharge of the rain water smoothly from the roadbed scope to natural draining system. The earth loading knitting bags should be abandoned to neighbored dregs field. Sedimentation basin should be built every other 100m, its size is: 1.5m×3m×1m. Sand collector silt in the basin should be cleaned up and taken

away regularly in the construction period so as to subside the runoff silt and reduce the runoff speed of flow.

In order to prevent the rain water of the embankment from flowing off willfully, washing away the side slope, both sides of the filling embankment, (or partly digs partly fills in roadbed flank), a long strip waterproof ridge should be established in the place of the road shoulder. Size for the cross section is: top width0.3m, 0.5m high, pitch 1:0.5. It should be connected with the trumpet of the chute after being strengthened. It can gather rain water to chute and discharge them.

Outside the earth or stone excavation section, roadbed draining water should be considered about the temporary and permanent impact. Firstly draining gutter should be constructed to prevent the external catchment of water from washing the excavated slope in rainy season.

This time altogether 51.52km of water-resisting ridge is established and 34.35km earth knitting bags for current ridge is designed.

Temporary protective measures of regolith

This time the peeled surface soil from the roadbed is used in afforesting along the route and secondary ploughing in abandoned dregs field. Therefore, the stripped regolith should be collectively piled in the roadbed land-levying scope according to different sections of route and terrain, to afforest along the route and secondarily plough in abandoned dregs field. The regolith should not be piled at will in solicits land outside the scope. The disturbing surface area should be expanded. This roadbed altogether strips the surface soil 75.46×104m3. In order to prevent the soil erosion of the surface soil in the temporary stack period, this project is designed to install the earth knitting bag in peripheral stack field to obstruct temporarily, built in trapezoidal cross section, 0.5m top wide, 1.0m high, 1.1, bottom wide, piled 4m high equally. And the dense item of net is used in the surface. After computing, temporary protective measures and the resilience in the roadbed area, sees Table 5-3-8.

Table 6-8 Temporary embankment protective measures

Item Unit Harbin Bin county

Fangzheng county

Ilan county

Jiamusi Sum

Length m 7577 12414 15942 13046 2544 51524

Water-proof ridge

Cubic meter of earth

m3 2076.22 3401.52 4368.05 3574.56 697.14 14117

Length m 5052 8276 10628 8697 1696 34349

Current groove

Earth knitting bag

m3 3788.73 6207.15 7970.89 6522.91 1272.15 25762

Length m 7654 12540 16103 13178 2570 52044

Temporary drainage ditch

Cubic meter of earth

m3 1377.72 2257.15 2898.50 2371.97 462.60 9368

Quantity item 77 125 161 132 26 520

Sedimentation basin

Cubic meter of earth

m3 344 564 725 593 116 2342

Iron net fence m2 8800 37000 42120 14800 20020 122740

Knitting cloth coveragem2 17820 9100 135051 115236 184570 461777

Earth piling quantity

10,000m37.65 22.21 22.92 16.26 6.42 75.46

Earth knitting bag retaining wall

m3 2866.4558322.0878588.124 6092.6222405.57428274.862

Temporary measures

Temporary earth piling protection

Dense item of net coverage

m2 19507.5 56635.5 58446 41463 16371 192423

6.1.6 Environmental impact analysis and mitigation measures of bridge building

Bridge building survey   The total length of the main-line bridge is 172862.60 double linear meter /144, accounting for 51.28% of the line span. Among it, double-line extra-longbridges are 157506.23 double extension meter/88; double-line large bridges are 15084.71 double extension meter/53; double-line moderate bridges are 206.46 double extension meter/2; steel-framed moderate bridges are 65.2/double extension meter one. The number of newly-built culverts is 294 and after deducting the length of the bridges and tunnels, the culvert is 1.90 for each kilometer.

In this project, the designed flood frequency of the bridge and culvert is 1/100, and the Ilan Mudanjiang extra-longbridge uses the frequency 1/300 for examination and calculation.

The main river characteristic and watered pillar establishment of the cross river bridge water along the line sees Table 5-3-9.

Table 6-9 Water pillar establishment situation of main river characteristics and cross river bridge

along the route

Serial number

Railway central course

Name of bridge

Century flow(m3/s)

Century water level

m

Designing flowing speed

m/s

Rrdinary water level pillar

Pillar number on drying water level

Basic type

1 CK7+699.99

Harbin especially large bridge

2037.0

40 / Hole-drilling stake

2 CK35+919.27

Feiketu River especially large bridge

1400.19 145.0072.95 2 / Hole-drilling stake

3 CK90+084.85

Jiaban River especially large bridge

769.03 140.2982.86 3 / Hole-drilling stake

4 CK161+924.58

Mayi River especially large bridge

6520 112.7102.07 30 / Hole-drilling stake

5 CK201+582.82

Large Luomi River especially large bridge

526.9 10.381 1.23 13 / Hole-drilling stake

6 CK206+307.5

Small Luomi River especially large bridge

682.44 104.9812.26 4 / Hole-drilling stake

7 CK249+860.3

Ilan-Mudan River especially large bridge

14670 101.8024.13 7 / Hole-drilling stake

8 CK253+845.88

Ilan-Woken River especially large bridge

3660 99.992 2.97 4 / Hole-drilling stake

Key bridge specifications

• Feiketu river extra-longbridge

Feiketu river especially large bridge is entirely 1601.15m long, central course CK35+919.27, located at a 6000m-radius circular curve, an easement curve and a straight line. This line spans Feiketu River in the position CK37 + 05, an angle of intersection for 94° with this river. The opening cross model of the entire bridge is: (2-24m) double-line prestressed concrete simple support box bean + (52-32m) double-line prestressed concrete simple support box beam +1 unite (12+16+12m) double-line steel-framed continuous beam, spanning 1795.1m; The entire bridge uses the round-tipped entity bridge abutments; The pier is in a form of Chinese character “one”; The foundation uses stakes, with the basis stake’s diameter 1.0m and 1.25m; The preliminary idea is like the following: the scene prefabrication is for simple support box beam to construct while steel-framed continuous beam uses the support for cast-in-place construction.

Mayi River especially large bridge

Mayi River especially large bridge spans for 9097.60km, central course CK161+924.58, located at a 8000m-radius circular curve, an easement curve and a straight line. There is not any special grade intersected path, and in principle the bridge span uses 32-meter simple support box beam to pass. Then opening cross model of the entire bridge is: (278-32m) double-line prestressed concrete simple support box beam.

The bridge spanning scope involves the farmland, the farming, and the soil texture is the granulated clay. The Mayi River bed is the granulated sand, both banks sandy soil. At the shore is the farming. The groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric water and river water. The surface water in the bridge site is from Mayi River, a seasonal river, whose bed is steady, and whose course is smoothly straight; In reconnaissance period the principal river bed is approximately 100m wide, water breadth approximately 40m, water depth 0.5~3.0m.

In the bridge site distributes the holocene alluvium (Q4 al) of 4th system, early pleistocene diluvium (Q3 al+pl) and middle pleistocene diluvium (Q2 al+pl). In the bridge site area the biggest freezing depth of soil is 2.05m; The acceleration of seismic peak value is: 0.05g (basic earthquake intensity�).

The entire bridge uses the round-tipped entity bridge abutments. The pier is in a double-line form of Chinese character “one”. The foundation uses stakes, with the basis stake’s diameter 1.0m and 1.25m; the scene prefabrication is for simple support box beam to construct. In Mayi River the foundation uses the steel-plated stakes for cofferdam construction.

CK164+000 right side of Mayi River CK162+160 right side of Mayi River

• Yilan Mudanjiang extra-longbridge

This bridge is designed to span across Yichen highway, the Mudanjiang river course and dam, the central course, CK249+860.3, total length 1834.3m. Surmounts the Mudanjiang main river channel in the scope of CK249+350~CK249+745, surmounts main course of the Mudanjiang and the course span is approximately 400m. The cross section of the river is U-shaped with pebbled riverbed. The line is between the water junctions of two current in the Mudanjiang River and 1km downstream is the old Tong-San freeway bridge. The river course in the bridge site is smoothly straight. In the main channel the current of water is massive, and along the beach is planted 20-30m-wide floodproofing forest. There is neat slabstone to protect the slope on the Mudanjiang floodproof.

The groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric water and river water. Mudanjiang is approximately 500m wide, with water running all the year and water depth about 10m.

Intersect point of main & inferior river course of Mudanjiang Mudanjiang bridge in Tong-San freeway

Decision ground of bridge opening:

Navigation

The site of the planned Mudanjiang extra-longbridge is located at the Mudanjiang main current, about 1km apart from the downstream Mudanjiang extra-longbridge in Tong-San freeway. Ilan section in Mudanjiang is now V-Level navigating course, with the capability of passing for 500-ton barges. The clear width is not less than 50m according to Heilongjiang river system standard of national V-level navigation course.

Overpass

The line is at the location CK249+260, from above spanning Yichen highway. The requirement of the overpass is clear width times clear height: 8×4m, the overlapping angle 96°07'. 32m simple beam is planned to span in this designing.

Bridge-type plan:

Impactd by the existed bridge and navigation of Mudanjiang, 10-opening 64m simple beam is planned to use in the spanning of Mudanjiang to meet the requirement of navigation and put the bridge to the hole as the existed bridge in Tong-San freeway. The others use 32m simple beams to span. The entire bridge opening cross model is: (36-32m) double-line prestressed concrete simple support box beam + (10-64m) double-line prestressed concrete simple support box beam, spanning 1834.3m.

Preliminary suggestions of construction:

32m simple support box beam uses the prefabrication construct, and 64m simple support box beam uses movable frame to construct. In Mudanjiang the foundation of the abutment uses the steel-plated pile for cofferdam construction.

Ilan Woken River extra-longbridge

This bridge is established for Woken River and its bank passing Yilan County nearby in Harbin-Jiamusi rail line project, central course CK253+845.88, entire bridge 1247.3m long. The surface breadth of Woken is approximately 100 meters, approximately 1-4 meters deep.

There is running water not plant in the main channel at the bridge site. Rubbled stones silt riverbed. The side sandbank in small course is approximately 100m wide, usually anhydrous, mean depth of hydraulic maximum approximately 3m. The river course is curving in the bridge site, the bridge located right at turning point. The century current capacity is 3660 m3/s at the bridge site. The groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric water and river water, soaking coefficient: powdered clay k=0.05m/d; gravel sand: k=5.0m/d; thin round gravel soil: k=20.0m/d.

The entire bridge opening cross model: (2-24m) double-line prestressed concrete simple support box mean + (32-32m) double-line prestressed concrete simple support box beam +1 unite (40+64+40m) double-line prestressed concrete continual box beam. It is planned to use 32m double-line span across this river, 40+64+40m prestressed concrete continuous beam used to surmount the bank. Simple support box beam uses the prefabrication for construction, 40+64+40m prestressed concrete continual box beams used for hanged pouring construction.

Woken River landform at the bridge site Woken River dike

Impact analysis and mitigation measures in construction period   Impact analysis of the cross-river bridge construction on water environment

The impact of the cross-river bridge construction on water environment includes the following aspects. T he mud deposit at the bottom will be stirred because of foundation of the abutment, pillar body and temporary support and so on in construction and then the suspension in the water is increased and the water quality is polluted, which will brings the adverse impact to the water body. Although this kind of impact will vanish with the end of the construction, but the impact is serious, not allowing for neglecting. Besides, the environmental impact is also possible because of the mechanical oil leak in the construction.

The bridge foundation construction flow sees Figure 6-5. Seen from the actual construction process analysis, the suspension in the construction period are mainly from cofferdam, water extraction from the cofferdam, the mechanical hole drilling and cofferdam demolition. While compared with the above process, the suspension is much less from pile grouting-in, platform-bearing abutment construction, maintenance, bridge floor, reconditioning, which impacts relatively little after taking some protective measures.

Figure 6-5 Bridge construction flow schematic drawing

The concrete analysis of the bridge construction about key pollution links is as follows:

a. The cofferdam and the demolition construction: In the basic construction of the bridge, with the cofferdam or the trestle and their demolition, the bottom silt and sand of rivers will be stirred and the opacity of partial waters is enhanced. The density of the suspension is increased instantly, which will in a certain degree impact the water quality around the construction area. Concerned data show that the amount of the suspension in the course of cofferdam is 0.9-1.75kg/s.

Cofferdam water extraction from the cofferdam

mechanical hole drilling

Mechanical earth filling & pile grouting-in

platform-bearing abutment construction

maintenance

operation

Bridge floor construction

cofferdam demolition, hoisting precast slab and box beam

reconditioning

b. Water in cofferdam: Besides that the suspension from the process of cofferdam directly releases and goes into the water body, a great deal of suspension keeps in the water of the steel pipe cofferdam. The water in cofferdam is generally extracted first into the multistage sedimentation ponds outside the dike and then into the water body after precipitation. The production quantity of cofferdam water is concerned with such factors as pressing depth of the pipe pile, the pile volume, water extraction and so on. According to the estimate data for suspension production in the construction of the bridge, when the pipe pile with water inside is pressed underneath steadily, the amount of the suspension in the extracted water is 0.1-0.5 kg/s.

c. Mechanical hole-drilling: The dregs (bottom mud) from hole-drilling contain little moisture; if ejected at will, they will also greatly impact the water quality of the construction area. Generally the drilled dregs do not enter the water body but enter the slag pot nearby the drilling pile and are sent into the prepared sedimentation basin on the bank after the pot is full. After precipitation, the base mud is used for farming, afforesting or dealt with by municipal department after drying. The upper clear part can be used in water circulation or dispersed into the water body. In this part, the density of waste-water suspension reduces to below 60mg/l.

Table 6-10 The suspension quantity in bridge foundation construction process

releasing speed and density of suspension main construction

course general cofferdam protection

steel cylinder cofferdam protection

note

cofferdam and demolition course

1.75�1.33�kg/s� 0.90�1.2�kg/s� no suspension release after the completion of cofferdam

water in cofferdam

0.31�0.5�kg/s� 0.1�.0.5kg/s�steel tube protection, dregs after the instant sending away of drilled holes

dreg sedimentation basin

before precipitation 500~1000 mg/l,

after precipitation�60 mg/l

sediment in the dregs field out the dike

Forecast and analysis of suspension proliferation density in construction process

By the above analysis of construction pollution, massive increase of water suspension caused by the construction have negative impact on quality of partial waters, thus affects the living environment of aquatic organism. For an accurate understanding of the influential area and the degree caused by construction process, two-dimensional mix pattern of stable state of river is adopted to evaluate and predict the mixture degree and scope of the spread and mixture of the suspended proliferation in the Mudanjiang extra-longbridge water. The prediction take the single pillar work as the basic operating mode and regards each bridge pier as the continuous drop discharge source of suspended substance. .

Prediction mode

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xM

yaBu

xM

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xM

uy

xuMH

Qccyxc

yY

yY

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Where, c is the pollutant density; H is the water depth; a is the distance from emission point to the shore; My is the crosswise mixed coefficient; u is the water speed of flow; B is a river width; Qp is the discharging quantity of wasted water.

Parameter determination 2/1))(0065.0058.0( gHIBHMY += 100≤gHI

where, I is riverbed gradient.

Source intensity determination

According to the analysis of construction pollution, suspended substance is released most during the process of coffer dam and weir opening. Take this process as source intensity, dereferencing 1.2kg/s.

The state of prediction

Predict suspension concentration under the normal construction situation in the low water season.

Prediction results and analysis

Input parameter, the proliferation scope of the suspended substance during bridge construction process. Area of enveloping line and concentration value-added of suspended substance and affected distance of the upstream and downstream is as follows. See Table 5-3-11, 5-3-12 respectively.

Table 6-11 Concentration value-added of suspended substance and area of enveloping line during

construction period

unit: km2

Concentration value-added of suspended substance�State of suspended substance 5mg/l 10 mg/l 15 mg/l 20 mg/l

Diffusion area 0.08 0.010 0.005 0.001

Table 6-12 the biggest affected distance and concentration value-added of suspended substance

during construction period.

Unit: m

Concentration value-added of suspended substance�State of prediction

The largest affected distance

5 mg/l 10 mg/l

Construction of single i

upstream 346 87

downstream 864 239 pier

Lateral diffusion breath

52 23

The result indicated that during cofferdam and demolition ,when single pillar works, the waters area is 0.01km2 in which concentration value-added of suspended substance �10mg/l . The suspension density �10mg/l. Affected impact distance of upstream is 87m and downstream 239m.The maximum diffusion breadth is 11.5m (take bridge pier as center). Obviously the suspension area of impactd is only restricted in nearby work and the area of impactd is limited.

When two close pillars work at the same time, density of suspension possibly will double, depending on the water pillar spacing and the lateral divergence width of suspension. Table 5-3-12 shows that affected distance is 11.5m crosswise in the bridge pier one side. Therefore, even if construction is carried out simultaneously between the neighboring two bridge piers, the suspension density created by each pier is independent and proliferation does not superimpose mutually.

According to the standard of national fishery water, the increase of suspension caused by man should not surpass 10mg/l. During this bridge construction, the water area with suspension density over 10mg/l is very limited. Therefore, the construction has little impact on the environment of fish living.

During cofferdam and demolition period, the time of disturbance of river bed bottom mud lasts a short time. Massive suspended concentration gather in the coffer dam of steel pipe. And the increased suspended concentration will not further impact water quality with the completion of cofferdam and demolition.

Impact of mechanical oil leakage

Because machinery is electrically operated primarily, the occurrence of mineral oil leakage can be avoided. Even partial machinery operates on machine oil or the lubricating oil with limited quantity. Generally, water will not be polluted with strict management of construction so long as the strict construction management will not have the pollution generally.

Suggestion of water pollution prevention

a. River crossing bridge’s foundation construction should be carried out in the dry season, avoiding the impact caused by mud and mechanical oil leakage during rainy season. Simultaneously, the Construction should optimize the plan of construction and adopts the most advanced construction craft, the scientific management as far as possible. Enhance the construction progress under the construction quality. Shorten the submarine operating time as far as possible and strengthens the management and the maintenance of construction equipment. Avoid the leakage of contaminating material as petroleum and the leakage of building material which and reduces the water pollution as far as possible.

b. During the construction period of main bridge, the dregs, wasted material and life garbage are not allowed to discharge in to the construction waters. Temporary restroom and trashcan should be built in the platform of the site. It should be cleaned regularly and delivered to the bank. Measures are as follow:

� During the construction of pier, sediment barrel should be built nearby the drilling poles to deposit the mud dregs. It should be shipped to sedimentation pond when filled.( slush pit

and sedimentation pond is built on the bank). The wasted water is cycled for reuse. Desiccated mud should be loaded and shipped to dreg piled field. Do not throw mud dregs and slush into the river course. After the construction, slush pit and sedimentation pond should be filled to restore the plantation of ground surface.

� Before the construction, based on the amount of piers, the designing department should put forward a scheme concerning the dreg piled field, and ways and surfaces. The field should not be built along two sides of bank. Dams should be built surrounding the field before drilling the dregs. Thus, the wasted will not form the mud flow to pollute the farmland. Flowing wastes, like slush, can first be solidated and then piled. Pillar construction in the water is carried out in dry season. After completion, the field should be improved and processed with filling and afforestation and the planting of trees and grasses.

c. Certain buffer distances, generally above 20-30m, should be kept between the construction location and the bank to prevent the pollution of water body. Sanitary sewage of constructors and production wasted water cannot be dispersed into the water body.

d. The location of cement mix should be beyond residential area 300m. Cement must be deposited away from water and rain. Mixer and other materials must be piled in the material field. Wasted water must be cycled for reuse. Wasted water can be discharged when it reach the required standard. When mixer shipped to pier, the material spray can affect the water quality. Station of mixer must have dedusting equipment, avoiding the pollution of air and water.

e. Because of the scattered construction batalior, collective process of the wasted water is difficult. So it is suggested to build dry restroom in the camping area. Dry restroom is suggested to build and cleared promptly and regularly. Avoid the float of sewage during rainy season.

f. Regarding the construction place with oily sewage, a small-sized oil removal, and base sump should be established. Oily sewage can be discharged after oil filter.

g. In the construction machinery maintenance point, hardened ground and desiccation groove should be established at the construction machinery maintenance point to prevent the machinery maintenance and cleaning sewage from polluting the water body and soil. Examination and maintenance should be strengthened about the construction machinery with strict management to defend the machines’ oil against running, braving, dropping and leaking.

h. The awning lid should be established in the material piled field if inside it are some particular materials such as asphalt, cement and so on, so as to avoid the pollution toward environment because of the outflow in rain washing.

i. Relieving measures of the impact on fish

�Because the dog-legged steel cofferdam is used in some foundation constructions such as that in Ilan and Mudanjiang extra-longbridge, in the shallow water part the steel-plated pile is inserted for cofferdam construction. The low frequency noise is weakened in the conduction melt with air noise into the water. In construction, it is suggested that the low frequency acoustic source be put at the bottom of the water and then put into the steel cofferdam after the fish is driven for a period. The protective measures should be taken promptly for the fish in the course of mud absorbing, bottom covering and water pumping.

�Try to use advanced construction equipment and ships of the low frequency noise and pay attention to the daily maintenance and reduce the construction noise; close the floor system of the bridge and reduce the acoustic level spreading to the water.

Temporary protective measures of bridge construction

In order to effectively avoid the different kinds of soil erosion in the bridge construction, the following measures are newly increased, measures of waste earth resisting, mud dealing and management.

a. In the bridge levying area, the temporary waste earth field is established to collectively pile the waste earth. The temporary resisting measures are designed to use rack to fill in earth forming a ladder shape, with the top breadth 0.5m, height 1.0m and bottom breadth 1.1m.

b. The sedimentation basin is built to deal with the mud created in hole-drilling foundation construction to reduce the soil erosion in the course of construction.

Table 6-13 Construction quantity of temporary protective measures in bridge area

Temporary measures

Mud sump Sedimentation basin

Admin.district

Earth knitting bag retaining wall(m3)

Number

(item) Foundation excavation(m3)

Number

(item)

Foundation excavation

(m3)

Dense network coverage�10,000m2�

Harbin 622.73 1 8 2 12 67325.00

Bin county 762.07 2 16 4 24 100825.00

Fangzheng

county 800.05 3 24 6 36 111125.00

Ilan county 846.15 5 40 10 60 124300.00

Jiamusi 612.59 2 16 4 24 65150.00

Sum 3643.59 13 104 26 156 468725.00

Impact assessment in operation period   In operation time, the cross-river bridge impacts the ecological environment mainly in the following aspects. Because the aperture is not suitably designed for surmounting the drainage ditch and the culvert of the river, which is likely to reduce the water-passing cross section of small scream, or even block and compress the river course, affecting the function of flood discharging or possibly intensifying the washing of the river toward its bank.

The anti-flush ability of the different rivers is good along the construction line and the suspension ratio will be relatively small. So bridge building will not have tremendous impact to the fishery resources.

This building of this bridge will not change the current capacity and temperature of the river, and will not be cut off other fish channels.

The bridge and the dam are two completely different kinds of hydraulic architecture. The building of the river-crossing bridge has shown the ecological impact of the river dam, which is seen from the operation impact of many built bridges across the main and branch river in some rivers, Songhuajiang River, for example.

6.1.7 Environmental impact analysis and mitigation measure of tunneling

Tunnel works outline The Harbin-Jiamusi rail line involves 9 tunnels, all in double-line, total length 14.093km, which is approximately 4.18% of the total line. Tunnel design is as shown in Table 2-7 and Table 2-8.

The main tunnels see the following virtual appliance photos:

Korea hat tunnel entrance Korea hat tunnel exit

Pingan tunnel entrance Pingan tunnel exit

Changfa tunnel entrance Ilan 2 tunnel exit

Monkey rocky mountain entrance Monkey rocky mountain exit

Key tunnel introduction�monkey rocky mountain tunnel

Outline of tunnel

The tunnel entrance course is CK316+484, the exit course is CK321+386, span 4902m. The greatest burying depth of the tunnel is approximately 110m.

Condition of engineering geology

Lithology character of stradum

The surface of the tunnel is covered with powdered clay of slope diluvium (Q3dl+pl) of the early pleistocene of 4th system, clay, gravel sand, thick-angle gravel soil and thin-angle gravel soil, and tuff of Cretaceous system (K2) beneath and with partial appearance .

Classification of rock construction

Table 6-14 Monkey rocky mountain tunnel ground construction work grading

Lithology Rock-soil construction grading

Powered clay II

Clay II

Gravel sand I

Fine-caped gravel earth Medium density II

Rough-caped gravel earth Medium density III

Tuff (W4) III

Tuff (W3) IV

Tuff (W2) IV

Fault fracture zone III

Rock mass classification

Table 6-15 Adjacent formation hierarchical list of monkey rocky mountain tunnel

lithology starting course

ending course

length�m�wall rock

grading

powered clay�clay�tuff�W4� CK316+565 CK317+015 450 V

tuff�W3�W4��fault fracture zone CK317+015CK318+400 1385 IV

tuff�W2� CK318+400 CK319+195 795 III

fault fracture zone CK319+195CK319+325 130 IV

tuff�W2� CK319+325 CK320+735 101410 III

tuff�W3� CK320+735 CK320+935 200 IV

rough-caped gravel earth�fine-caped gravel earth�tuff�W4� CK320+935 CK321+300 365 V

3). Hydrogeological conditions

There is a spring mouth at the location 200m of the tunnel access nearby the left side of the line, containing little water and little amount of bedrock crevice water in the inside tunnel body in the exploration depth and scope .

Soaking coefficient: K=0.02m/d. the tuff, the entire decency, strong decency K=10m/d, weak decency K=5m/d, fault crushed zone K=100m/d.

Construction methods

II-rate adjacent formation uses the terrace cultivation or the entire cross-section measures for construction. �-rate adjacent formation uses the terrace cultivation for construction. Deep buried section of �-rate adjacent formation uses three-terrace cultivation for construction, while the shallow-submersion uses the short-terrace cultivation (if necessary temporary inverted arch increased) for construction. The deep buried section of V-rate adjacent formation uses three-stairs-seven-steps excavation, the slanting pressed and shallow-submersion sections use the CRD or the two-sided wall guiding hole for construction.

Analysis on construction period

The monkey rocky mountain tunnel is designed to have double accesses, both the access and exit, without considering of the designing of slant hole, construction period of time altogether 36.24 months (3 months for construction preparation).

Security measures and suggestions for construction

a. Before the tunnel construction, the low-lying place should be backfilled on the surface of the shallow-submersion section at the entrance and exit to prevent the stagnant water.

b. Since the end section of this tunnel are covered with shallow layer in V grade rocks including silty clay, tuff, coarse breccias clay, and fine breccias clay, they must be constructed to a large round pipe shelf at the end of it. (Steel pipe in diameter of 108mm, and thickness of 5mm) The shelf length will be 30m, and interval distance of the round will be 33cm.

Wall rock of � grade, reinforced section of it, wall rock of � grade, and reinforced section of it are designed to vessel grouting in advance at arc part. Vessel type is designed to hot-rolled seamless pipe in diameter of 42mm, and thickness of 3.5mm. Advices

Research will be done at the next stage on how to use abandoned dreg according to geological information. As to the abandoned dreg unable to use, careful investigation will be done to determine the position of abandoned dreg site and permanent dreg site protection works will be set up. Cut-off and drainage system will be set up on the top. Measures will be taken on the slope of dreg site by growing plants to prevent soil erosion.

Analysis on environment impact from tunnel project  The impact of tunnel engineering on the environment mainly includes:

Tunnel spoil disposal taking up land will lead to soil erosion, thus affecting the ecological environment;

Water leaking from tunnel construction will affect plants on the top and residents’ drinking water.

Tunnel spoil disposal

The project consists of 9 tunnels. For tunnels of less than 500m, dreg will be carried from one exit to reduce the damage to the surrounding environment.

Tunnel spoil disposal will be 204.34×104m3, among which 75.95×104m3 will be used and the other128.39×104m3 will be placed in spoil yard forever. 12 spoil yard will be built along the whole route, taking up 34.72hm2 land and holding abandoned dreg of 338.16×104m3.

Tunnel spoil disposal sites along the route see table 5-3-16.

Table 6-16 Tunnel spoils site

District No

Places Locations Amount Area

�hm2�

Land

1Disposal site at Gaolimao Tunnel

CK112+800 left gully 15 2.4 Woodland steppe

2Disposal site at entrance of Pinan Tunnel

CK123+750 right 100m gully

28.95 2.90 Woodland steppe

3Disposal site at exit of PinganTunnel

CK125+000 right 200m gully

18.61 1.86 Waste land

4Disposal site at Lianbin Tunnel

CK128+750 left 250m gully

42.02 4.20 Waste land

5Disposal site at entrance of Fangzheng Tunnel

CK131+000 left 400m gully

28.7 2.87 Waste land

6Disposal site at exit of Fangzheng Tunnel

CK133+500 left 500m gully

27.99 2.80 Woodland steppe

7Disposal site at Changfa Tunnel

CK139+500 right 300m gully

15.83 1.58 Woodland steppe

Harbin

8Disposal site at Yilan Tunnel 1

CK247+100 right 800m 19.96 2.00 Waste land

9Disposal site at entrance of Yilan Tunnel 2

CK254+100 right 1500m

31.5 3.15 Waste land

10Disposal site at exit of Yilan Tunnel 2

CK257+880 right 500m37.8 3.78 Waste land

Jiamusi 11Disposal site at entrance of Houshishan Tunnel

CK316+400 right 600m gully

35.9 3.59 Woodland steppe

12Disposal site at exit of Houshishan Tunnel

CK321+400 left 500m gully

35.9 3.59 Woodland steppe

Total 338.16 34.72

Spoil yard of this project will mainly consist of uncultivated land and land with few scattered woods. The large amount of spoil will take up land and bury vegetation. Loosely piling up, the abandoned layer is likely to cause soil erosion and damage the ecological environment.

It is suggested that geological exploration work be strengthened and earth and stone be mixed proportionately in the next stage work of survey and design. Tunnel dreg will be made full use of as roadbed stuff to further reduce the amount of Tunnel spoil disposal, thus reducing land being taken up and damage to vegetation caused by this project.

When tunnel dreg can’t be used, the choice of spoil yard will be based on local planning. Little cultivated land will be taken up. Abandoned dreg mustn’t be used to back fill earth drawing site. Safety of buildings and facilities in lower reaches will be taken into account. Spoil yard mustn’t be built in higher reaches of villages to avoid dreg collapsing and threatening the safety of residents. Tunnel spoil disposal mustn’t be placed in river course. According to the rule of “first blocking and later abandoning”, retaining wall of mortar flag stone will be set up under abandoned dreg. Combined with local practical condition, measures such as land-cultivating restoration, land producing, planting grass and trees must be taken. Slopes of spoil yard must be protected. If tunnel construction is done before construction of roadbed and of spoil yard because of construction progress, the dreg dug must be placed in appropriate temporary places. It mustn’t be placed in the ditch mouth or flood land. Temporary protection measures will be taken based on terrain.

2) The impact of water leaking caused by tunnel construction on top vegetation and on residents’ life water

The project tunnels are mainly distributed in the hilly land along the route, where large amount of granite, metamorphic rock series and sedimentary rock group are distributed. Bedrock crevice water is stored here, which is supplied by rainfall. Groundwater level lies relatively in deeper places.

1) The impact of tunnel construction on vegetation on the top

The tops of most tunnels of this project are generally covered with few scattered bushes and weeds. Growth of vegetation usually depends on water contained by top soil and natural rain. Leaking water caused by tunnel construction mainly consists of roadbed crevice water and pore water. Water content in top soil will not be affected, so vegetation on the top will not be affected. Only the vegetation in tunnel mouth will partially be affected.

As to the area with woods of deep roots on the top of tunnel, vegetation root absorbing water will be affected because of the possible negative impact of tunnel construction on groundwater, thus affecting the growth of vegetation. As to large-amount-of-water-pouring

tunnels, blocking will be the first choice, which will be done through the method of grout curtain. Effective control will be done by reducing water pouring during construction. In addition, tunnels in these sections are usually buried deep, basically above tens of meters, so project construction will basically not damage vegetation roots on the top. After construction everything will be restored. Vegetation growth will not be affected during the operation. 2�Analysis about the impact on residents’ life water

According to spot survey and Ha-Jia railroad drawing of 1:10000, in this project only the both sides of Gaolimao tunnel (CK111+954- CK112+866, with total length of 912m) entrance within the range of 1000m will involve two villages--Sunjiujingtun Village and Liuchunxitun Village. No residential areas are distributed within the range of other tunnel entrances and exits and on the top of tunnel.

� Gaolimao tunnel

The tunnel will be located in slow, buffer hilly land. Terrain changes much. Ground level is 217�278m.

Gullies develop. Top soil vegetation develops. Tunnel elevation will be about 210m and the maximum burying depth is about 63m.

Surface of the tunnel is silty clay in alluvial layer of Quaternary Pleistocene series (Q3dl+pl�above the granite of invasion rock in Variscan ( 4). The granite is of brown-yellow to yellowish brown in coarse grain and massive structure, fully weathered to weakly weathered, in developed joints and fissures.

Groundwater is not found within the depth of exploration during the period of survey. Little amount of roadbed crevice water is stored in tunnel body, and chances are small that large amount of water will be pouring.

� Analysis about the impact on residents’ life water

Sunjiujingtun is located on the left side of Gaolimao tunnel entrance. Water used by residents mainly comes from groundwater, which is supplied by Sunhuajia Branch—Taoqi River and rainfall. Because the body of tunnel is made of granite with poor water yield property, the little amount of bedrock crevice water leaking will not affect the supply of surrounding groundwater. Besides, the village is about 830m away from the tunnel entrance, so tunnel digging will not affect residents’ life water.

Liuchunxitun is located on the right side of Gaolimao tunnel entrance, and is about 850m away from the tunnel entrance. Water used by residents mainly comes from groundwater, which is supplied by Sunhuajia Branch—Taoqi River, rainfall and little amount of bedrock crevice water. Between this village and the railroad project is Tongsan highway and a valley. Tunnel area has nothing to do with the water system of groundwater in the village, so tunnel digging will not affect residents’ life water.

Protection measures for tunnel project and advice Measures for construction management

a. Construction unit must be under strict management. Construction personnel can’t abandon dreg freely, damage vegetation in lower courses of tunnel exit or expand disturbance of earth surface.

b. As to less than 500-meter-long tunnels, construction must be done in one tunnel mouth. Roadbed body must be used as access roadof construction when construction is done between adjacent short tunnels to reduce the range of disturbance.

Figure 6-6 Geological Profile of Gaolimao Tunnel

Figure 6-7 Distribution of Villages around Gaolimao Tunnel Entrance

Temporary protection measures for tunnel construction

Part of the tunnel dreg will be used as roadbed stuff and station stuff, while part of it will be abandoned forever. Permanently abandoned dreg must be carried to spoil yard in time and corresponding measures be taken. Dreg used as roadbed stuff and station site stuff must be

carried to corresponding places for filling. When tunnel sides in the connection between bridge and tunnel and upslope are dug, the bottom of slope will be blocked by wiring netting to catch tunnel dreg, avoiding abandoned dreg damaging vegetation, farmland and traffic facilities in lower courses.

When tunnel dreg can’t be carried away in time, it should pile up in designated temporary dreg sites and should not be abandoned freely to avoid farmland being taken up and vegetation being damaged. Dreg sites must be away from flood course and from the area in higher reaches where large amount of water pours. During the period when tunnel dreg piles up temporarily, retaining wall of moraine must be built at the foot of dreg site slope to avoid dreg falling. Big aggregate in dregs can be used as moraine. The section of retaining wall of moraine will be in the shape of trapezoid section with size of height × top width × base width being 1.5m×0.5m×3.5m.

Temporary protection measures for tunnel area construction see Table 5-3-17, which is based on calculation.

Table 6-17 Temporary protection measures for Tunnel Area

Temporary measure Administrative area

Guardrail in barbed wire�m2� Retaining wall for stone pile (m3)

Harbin Municipal 0.00 0.00

Binxian County 260 755.60

Fangzheng County 1300 1240.05

Yilan County 520 1543.89

Jiamusi Municipal 260 1544.57

Total 2340 5084.12

Ecological environment and the impact on water and soil conservation and measures taken

a. The principle of “ early in and late out” must be stuck to. Structure of tunnel mouth must be simple. In combination with construction of green lanes, structure of tunnel mouth must be coordinated well with the surrounding landscape.

b. As to tunnels with strict requirement on ecological environment, when drainage of groundwater has negative impact on them, leakage prevention measures such as blocking water inside tunnel, strengthening water carrying section of earth surface and water storage structures on earth surface will be taken to make the impact of construction on groundwater under control.

c. Tunnel dreg mustn’t be abandoned on fertile land if possible. The best choice will be to use it as filling earth and concrete coarse aggregate. To prevent soil erosion, slope foot of the dreg body must be constructed to some flood proof wall or dreg controlling wall. Vegetation will be done according to the surrounding environment.

d. For pouring water caused by tunnel digging, if it needs to be drained away, it will be drained away after being treated through sand bath located at tunnel mouth. Waste water

caused by construction will be drained away after being treated through sedimentation tank and filtering basin and meeting drainage standard. It will be drained into nearby rivers or reservoir in lower reaches by using water pumps. Then it can be used for irrigating farmland or supply water resources of earth surface. It mustn’t be drained freely to avoid the loss of groundwater resource.

Suggestions

a. It is suggested that further exploration and analysis be strengthened in the next stage and that further investigation on water use condition nearby be made. In combination with practical condition, effective measures for prevention and slowing-down will be worked out. Hydrogeological survey and environmental protection will be strengthened in the design. Construction program will be worked out well. Tunnel construction program affecting the environment must be carried out under strict principle of “first blocking, then control drainage”. Aquifer blocking technology like pre-grouting technology will be employed. Strict measures will be taken to supervise tunnel construction. construction unit must strengthen tunnel construction management work, choose experienced tunnel construction units, assign specialized construction supervisor and avoid water pouring accident caused by violation of rules during construction. During construction and initial stage of operation, water level and water quality of the important wells along tunnel routes will be monitored. Once abnormal condition occurs, remedy must be done in time to ensure the safety of nearby residents’ life water.

b. It is suggested that geological exploration work be strengthened and earth and stone be mixed proportionately in the next stage work of survey and design. Tunnel dreg will be made full use of as roadbed stuff to further reduce the amount of Tunnel spoil disposal, thus reducing land being taken up and damage to vegetation caused by this project.

When tunnel dreg can’t be used, the choice of spoil yard will be based on local planning. Little cultivated land will be taken up. Abandoned dreg mustn’t be used to back fill earth drawing site. Safety of buildings and facilities in lower reaches will be taken into account. Spoil yard mustn’t be built in higher reaches of villages to avoid dreg collapse threatening the safety of residents. Tunnel spoil disposal mustn’t be placed in river course. According to the rule of “first blocking and later abandoning”, retaining wall of mortar flag stone will be set up under abandoned dreg. Combined with local practical condition, measures such as land-cultivating restoration, land producing, planting grass and trees must be taken. Slopes of spoil yard must be protected. If tunnel construction is done before construction of roadbed and of spoil yard because of construction progress, the dreg dug must be placed in appropriate temporary places. It mustn’t be placed in the ditch mouth or flood land. Temporary protection measures will be taken based on terrain.

6.1.8 Impact assessment on borrow pits and disposal sites and mitigation measures Analysis about the impact of earth drawing and earth abandoning sites on the environment and measures for harnessing

Total cubic meter of earth and stone along the route will be 4111.78×104m3, among which filling will be 1437.24×104m3 and excavation be 2674.54×104m3.Excavated earth will be made full use of as filling stuff. Earth used will amount to 951.44×104m3. Total abandoned earth will amount to1723.10×104m3, among which top soil of 118.53×104m3 will be reused for greening purpose and 1604.57×104m3 be abandoned at dreg sites forever.

Table 6-18 Amount of stone and earth work Unit: 104m3

Items Excavation Filling Utilization Topsoil utilization

Permanent waste

Borrowing

Roadbed 1949.78 635.07 658.58 75.46 1215.74 242.7

Stations 229.96 606.6 21.34 43.07 165.55 243.1

Tunnel 204.34 75.95 128.39

Bridge 290.46 195.57 195.57 94.89

In total 2674.54 1437.24 951.44 118.53 1604.57 485.8

Wastedexcavation

Excavationearth

Non-usableearth

Fill earth Borrow earth

Permanentwaste1604.57

Roadbedbackfill635 07

Site backfill606.60

Slagfrombridge

Site229.96

21.87

94.89

128.39

243.1

Borrowearth485 8

Landscaping118.53

43.07

Roadbed1949.78

1215.74

75.46

195.57

21.34

Roadbedutilization392 37

Siteutilization363 50

396.09

392.37

Tunnel204.34

Backfillforbridge

370.50

242.7

165.55

288.08

54.08

Figure 6-8 TPFG of earth and stone work

Treatment Methods and Environment Impact Assessment of borrow pit General condition of the borrow pits

Since the excavation of this engineering is much more than the fill of it, the fill will be done mainly by using the excavation. According to the treatment plan to earth and stone work, borrow earth in the whole line is designed to amount of 485.80×104m3 from 12 pits of the existed quarry plant.

General condition of the borrow pits is listed in Table 5-3-19 supported by some natural photographs of them.

Longsheng Quarry Taipingshan Quarry

Jianzishan Quarry in Fangzheng County Pingan Quarry

Borrowing earth from above pits will destroy the vegetation on them, and cause some living things vanish, and decrease the vegetation covering rate of them. Borrowing earth from them will also disturb the original soil structure, and to cause the soil become loose. This will destroy the balance of soil mass in natural condition, and destroy the soil structure, even to cause soil and water loss become easy.

Table 6-19General condition of the borrow pits

No PitAveragedepth�m�

Deposit(104� Stone and quality

Groundwater

depth�m�Pit condition and road condition Use

1Longshengquarry

Weaklyweathered

>25.0100m3

Tuff: gray, weaklyweathered,cryptocrystalline massivecompletestructure

>10.0m

This pit isof lower mountainlandform with rare groundvegetation. It locates in BinxiChangqing village of BingxianCounty.

Roadbed andstation filling

2 Baichao QuarryWeaklyweathered

>36.0

80m3

Tuff: gray, weaklyweathered,cryptocrystalline massivecompletestructure

>10.0m

This pit isof lower mountainlandform with rare groundvegetation. It locates in Binzhou ofBingxian County.

Roadbed andstation filling

3ShidongheQuarry

Weaklyweathered>20.0

60m3

Granite: gray, weaklyweathered, joint fissure indeveloping, open grainedmassive structure.

>10.0m

This pit isof lower mountainlandform with rare groundvegetation. It locates in Yongzengvillage of Bingxian County.

Roadbed andstation filling

4ShengliTaipingshanQuarry

Weaklyweathered

>20.0

64m3

Granite: beige, weaklyweathered, joint fissure indeveloping, open grainedmassive structure.

>10.0m

This pit isof lower mountainlandform with rare groundvegetation. It locates in TaipingMountain, Shengli Town of BingxianCounty.

Roadbed andstation filling

5JianshanziQuarry

Weaklyweathered>30.0

100 m3

Basalt: beige, weaklyweathered, joint fissure indeveloping,cryptocrystalline massivestructure

>20.0m

This pit isof lower mountainlandform with rare groundvegetation. Natural slope of it is45°~60°. It locates in Jianshanvillage of Yihantong town, 13kmeast of Fangzheng County.

Roadbed andstation filling

6SongjiangQuarry

Weaklyweathered>40.0

128 m3

Gabbro: beige, weaklyweathered, joint fissure indeveloping, massivecompletestructure.

>20.0m

This pit isof lower mountainlandform with rare groundvegetation. Natural slope is 30°~40°.It locates in Demoli village ofYihantong town, Fangzheng County.

Roadbed andstation filling

7 Balinban QuarryWeaklyweathered>30.0

160 m3

Andesite: gray, weaklyweathered, joint fissure indeveloping,cryptocrystalline massivecomplete structure

>10.0m

This pit is of lower mountainlandform with rare groundvegetation. It locates in Chensuovillage, at Gaoleng Forestry Bureauof Fangzheng County.

Roadbed andstation filling

8 Zhushan QuarryWeaklyweathered>30.0

120 m3

Ophite: gray green tobrown-yellow, weaklyweathered,cryptocrystalline massivestructure.

>20.0m

This pit locates at west of Fendouvillage of Yilan town, and is 1.5kmaway from the village, and is 6.2kmwest away from line K262+600. It isof hill area. Road Hong-Tong(cement structure) connects it withoutside world in convenient trafficcondition.

Roadbed andstation filling

9 Pingan QuarryWeaklyweathered>20.0

80 m3

Andesite: gray-brown togray-green, weaklyweathered,cryptocrystalline massivestructure, joint fissuredeveloped

This pit locates near the Xiaodanguivillage of Hongkeli town, and is 2kmaway from the village, and is 5.8kmnorth-east away from lineCK282+000. It is of hill area. Theold Tong-Sang road (in gravel)connects it with outside world inconvenient traffic condition.

Roadbed andstation filling

10 Xinghua QuarryWeaklyweathered>30.0

150 m3

Tuff: steel gray, weaklyweathered, tuffitestructure, massivestructure, joint fissure

This pit locates in Qiongshengtownof Jiamusi city, and is 1.2km awayfrom Xinghua village, and is 3.6kmsoutheast of line CK319+000. It is of

Roadbed andstation filling

developed hill area. Country road (in cementstructure) connects it with outsideworld in convenient traffic condition.

11TianhengshanQuarry

Weaklyweathered>20.0

80 m3

Tuff: steel gray, weaklyweathered, tuffite massivestructure, joint fissuredeveloped.

This pit locatesat Qiongsheng town,and is500m away from Xinhuavillage, 2.2km southeast away fromline CK320+000. It isof lower hillarea. Country road (in cement)connects it with outsideworld inconvenient traffic condition.

Roadbed andstation filling

12 Kuangye QuarryWeaklyweathered>30.0

120 m3

Tuff: gray-brown to gray-green, weakly weathered,tuffite massive structure,joint fissure developed.

This pit locatesat Xinhua village ofJiamusi City, and is700m southeastaway from Xinhua village, 1.2kmnortheast away from lineCK322+300. It isof slope face of hillarea. Country road (in cement)connects it with outsideworld inconvenient traffic condition.

Roadbed andstation filling

Reasonability analysis to borrow pits   Since utilization of borrow pits may cause side impacts to the environment, and in order to protect the farmland and woodland, and to minimize the levy to farmland and woodland, earth source is generally selected by local government, approved by railway construction party, and supported by earth source agreement signed by railway construction party and the local government.

As to this design, after site survey and negotiation with local county level government, also according to the demands of railway construction building and the local real condition, 12 borrow pits of existing quarry was preliminary selected. Moreover, new pits for earth borrowing are not planned in this design. So earth borrowing will be in market way from other earth pits rather than some new borrowing pits are required. Borrowing earth design in this way is suitable.

Treatment Methods and Environment Impact Assessment of disposal site General condition of the disposal site

Dregs construction of this project mainly includes those from railway line, station, tunnel, and bridge engineering in total amount of 1723.10×104m3. Among them, partly waste earth from roadbed and station construction is of topsoil in total amount of 118.53×104m3, and they may be reused again as the cultivation land. Others dregs in amount of 1604.57×104m3 will be disposed in the dreg field. According to the design, 45 places of dreg field are selected in total area of 217.78hm2 which can accept all dreg from whole line of this engineering. See detail in Table 5-3-20.

Table 6-20 General condition of disposal site for Harbin-Jimusi railway line

No. Places District of Location Area �hm2� Land typeAmount (104m3)

Depth �m�

1Wasteearth yard 1 atBinxi Develop Zone

CK41+000 left 8.50 Slope dry land 85 10

2Wasteearth yard 2 atBinxi Develop Zone

CK41+001 left 4.54 Slope dry land 45.4 10

3Wasteearth yard atBinzhou Town

CK62+000 right 3km 5.13 Waste gully 51.25 10

4Wasteearth yard atShiyangtun

CK63 right 8km 6.95 Slope dry land 69.5 10

5Wasteearth yard atTaipingqiao village

CK63+500 right 8.5km 3.75 37.5 10

6Wasteearth yard atBaichao of Binxiancounty

CK75 right 8km 5.71 Slope dry land 45.7 8

7Wasteearth yard atBinan Brick plant

CK83+500 left 5km 0.90 Wasteland 22.54 25

8Disposal siteatGaolimao Tunnel

CK112+800 left gully 2.40Woodlandsteppe

15 10

9Wasteearth yard atBaiduhe

BinxianCounty

CK118 left 1km 40 Dry land 57.15 2

10Disposal siteat entranceof Pinan Tunnel

FangzhengCounty

CK123+750 right 100mgully

2.90Woodlandsteppe

28.95 10

11Disposal siteat exit ofPinganTunnel

CK125+000 right 200mgully

1.86 Wasteland 18.61 10

12Disposal siteat LianbinTunnel

CK128+750 left 250mgully

4.20 Wasteland 42.02 10

13Disposal siteat entranceof Fangzheng Tunnel

CK131+000 left 400mgully

2.87 Wasteland 28.7 10

14Disposal siteat exit ofFangzheng Tunnel

CK133+500 left 500mgully

2.80Woodlandsteppe

27.99 10

15Wasteearth yard 1 atChangfatun village

CK138 left 500m 5.48 Dry land 25 5

16Disposal siteat changfaTunnel

CK139+500 right 300mgully

1.58Woodlandsteppe

15.83 10

17Wasteearth yard 2 atChangfatun village

CK141 right 200m 2.72 Wasteland 27.23 10

18Wasteearth yard atShangzhi village

CK149+700 right 700m 2.15 Waste gully 27.5 13

19Wasteearth yard atShangzhi Brick plant

CK155 right 200m 1.00 Wasteland 13 15

20Wasteearth yard atJianshanzi

CK180+700 right 1.7km 3.14 Wasteland 31.2 10

21Wasteearth yard atDemoli

CK189 left 500m 17.07 Wasteland 30 2

22Wasteearth yard atborrow pit for highwayconstruction

CK189+500 right 2km 4.15 Wasteland 82.9 20

23Wasteearth yard ofG221

CK190 right 1.7km 0.90 Wasteland 7.2 8

24Wasteearth yard atShuanggou gully

CK194 left 300m 1.38 Wasteland 13 10

25Wasteearth yard atCaopigou gully

CK197+600 right 200m 2.33Woodlandsteppe

30 15

26Wasteearth yard 1 atGaoleng

CK207+300 right 300m 1.88 Wasteland 37.5 20

27Wasteearth yard 2 atGaoleng

CK207+400 right 150m 1.40 Wasteland 20 4

28Wasteearth yard atYongqi River

CK210 left 1km 3.29 Wasteland 38.5 12

29Wasteearth yard atWaqi River

CK215v1km 4.17 Wasteland 38.4 8

30Wasteearth yard atShaizihe River

CK217 left 100m 3.02 Wasteland 20 8

31Wasteearth yard atShahezi

FangzhengCounty

CK220+500 left 500m 4.01 Wasteland 31.37 10

32Wasteearth yard atErdaogou

CK226+500 right 500m 4.50 Wasteland 45 10

33Wasteearth yard atToudaogou

CK228+500 right 3km 8.72 Wasteland 84.2 10

34Wasteearth yard ofCK230

CK230 left 100m 1.48 Wasteland 7.4 5

35Wasteearth yardofCK236

YilanCounty

CK236v100m 5.54 Wasteland 25.5 5

36Wasteearth yard ofCK242

CK242 right 1km 10.00 Wasteland 25 3

37Disposal siteat YilanTunnel 1

CK247+100 right 800m 2.00 Wasteland 19.96 10

38Disposal siteat entranceof Yilan Tunnel 2

CK254+100 right 1500m 3.15 Wasteland 31.5 10

39Disposal siteat exit ofYilan Tunnel 2

CK257+880 right 500m 3.78 Wasteland 37.8 10

40Wasteearth yard atZhushan

CK262+600 right 6.2km 6.50Slopewasteland

65 10

41Wasteearth yard atXiaowadan

CK282+000 left 5.8km 5.80 Wasteland 58 10

42Wasteearth yard atXinhua

CK319+000southeast3.6km

4.2 Wasteland 42 10

43Disposal siteat entranceof Houshishan Tunnel

CK316+400 right 600mgully

3.59Woodlandsteppe

35.9 10

44Disposal siteat exit ofHoushishan Tunnel

CK321+400 left 500mgully

3.59Woodlandsteppe

35.9 10

45Wasteearth yard atXinshi village

Jiamusi city

CK322+300northwest1.2km

2.75 Wasteland 27.5 10

Reasonability analysis to disposal site

As to this design, 45 places for disposal site use were selected. Among them in 4 types, 36 are of gully type yard, 6 are of slow slope yard, 2 are of low-lying land yard, and 1 waste earth yard is of alluvial land yard.

Since the land occupation of this project is dominated by 19.19hm2 of woodland and 71.18 hm2 of cfarmland, and 127.41hm2 of waste land. For those disposal sites occupying the farmland, land in poor operation condition will be emphasized, and their level for cultivation will be raised after the dreg is covered by soil in depth of 40-50mm. In this way, impact from construction to agricultural production activity may be limited to a minimize range. Reasonability analysis to disposal site is listed in Table 5-3-21.

Table 6-21 Reasonability analysis to disposal site

Disposal site type

Environment condition Reasonability analysis

Gully type yard

Disposal site of gully type dots in 36 places. They are not located in the stream line of the gully. Land occupation of them is waste land and woodland steppe in pile height of 2-10m.

According to the site survey report and the topographic map along the railway line, all those disposal sites can’t be regarded as the debris flow gully, and does not locates in the sensitive area. Retaining wall will be built before the dreg is being disposed, and side slope will be recovered to vegetation plants after the disposal.

Slow slope type yard

Disposal site of slow-slope type dots in6places. Land occupation of them is farmland in average pile height of 2-8.0m.

According to the site survey report and the topographic map along the railway line, all those disposal sites does not locates in the sensitive area. Retaining wall will be built before the dreg is being disposed, and side slope will be recovered to vegetation plants after the disposal. Moreover, dreg pile platform will be covered with vegetation plants. These yards are acceptable when they are supported by proper protection measures.

low-lying land yard

Disposal site of low-lying land type dots in 2 places of waste earth yard in Binan Brick Plant, and waste earth yard of borrow pits of highway construction engineering. Land occupation of them is waste land. Since water covering area over there is small, drain flow rate is designed to 0.23 and 3.49m3/s.

These 2 yards does not locate in the sensitive area. Since the land there is flat, retaining wall is unnecessary. They will also be covered with vegetation plants after disposal. These yards are acceptable when they are supported by proper protection measures.

alluvial land yard

Disposal site of alluvial land type locates in Demoli. It is the beach land of Songhuajiang River.

This yard is not rationally selected; therefore, it must be designed again in future stage.

Protection consideration for the disposal site

a. Retaining wall first. Retaining wall must be built at the site before the disposal is carried out. Waste earth and dregs must be piled in layer and pressed to compaction. Pile slope must be constructed to masonry grid type.

b.Considering the topography condition of the disposal site, protection to retaining wall must be built near the slope foot. Protection measure and type for them must be designed according to the technical specification in “Technical Specification for water and soil conservation in development to construction project”.

c. For those disposal site whose neighbor are expected to collect large area of water space, drain ditches must be constructed to prevent the runoff from sweeping over the yard.

d. Protection measure to disposal site must be done in advance the dreg disposal to secure its protection role may be realized.

e. After the disposal of dreg or waste earth, yard shall be made flat and recovered its vegetation according to actual condition to prevent the water and soil loss.

Protection measure for the disposal site

a. Protection measure for typical disposal site on gully and slope

Before the dreg is being discharged, water draining system like drain ditches must be constructed to prevent the rainfall from flushing the dreg of waste earth. This system must lead the rainfall into the natural ditches smoothly. The slope foot must be constructed to retaining wall; the slope face must be constructed to masonry grid type; and the slope end must be done to flat. The stone dreg shall be discharged in the bottom, and shall be covered by the waste earth, further covered by humus of 40-50cm depth. Finally, they shall be covered by vegetation of trees and shrub.

By considering the topography and terrain feature of the yard area, following typical treatment and protection measure to gully type yard and slope type yard can be designed. See detail in figure 5-3-8 and figure 5-3-9.

Table 6-22 Scheme for protection to gully type disposal site

Figure 6-9 Scheme for protection of gentle slope spoil yard

b. Engineering measure

Engineering measure in disposal site includes retaining wall, drain ditches, rapid flow slot, and masonry grid slope.

� Design to retaining wall

According to the calculation, height of the retaining wall is designed to 3-5m, type of it is designed to gravity one. Stability of the wall then can be calculated by the computer program. As to its length, site survey to topography may be employed.

An expansion joint of 2cm wide will be designed to the wall in every longitudinal 10~15m length of the wall which will be filled by the asphalt board. Moreover, hole for draining water will be designed in every longitudinal 2~3m length of the wall. If the wall is higher than 1m~1.5m, bottom of it will be designed to a row of hole for graining water. If the wall is higher than 2-3 m, two row of hole for draining water in vertical will be designed in the wall which lowest row of them will be higher than 0.3m from the ground level. Hole for draining water on the retaining wall will be designed to geotextile for filtration.

As to this design, stability calculation is done according to the height of 3-5m. Earth press is calculated according to the Coulomb’s Theory.

According to the calculation, each target can meet the requirements in “Technical Specification for water and earth reservation in development construction project”. The stability factor can meet the demand; the anti-sliding stability factor is more or to 1.3; the anti-inclining stability factor is more or to 1.5. It shall be noted that selection to the disposal site must consider that load ability of the base must be more than the designed maximum base pressure value; otherwise, base strengthening measure or reinforced concrete base board must be employed. Calculation result is listed in Table 5-3-22.

Table 6-23 Calculation to section size of retaining wall and its parameter

Section size�mm� Volume in

Standard soil pressure (kN)

Stability factor

Deviation (mm)

Designed base

h h1 h2 b1 b b2 meter (m3) H V

Slide-p

Incline-p

press value (kPa)

2000 / 173 500 865 0 1.32 18.11 4.85 1.66 2.16 194 119.03

3000 / 231 600 1154 0 2.31 40.74 10.911.38 1.67 354 252.92

4000 400 317 750 1587100 3.17 72.42 19.4 1.33 1.74 455 290.49

5000 400 413 950 2067200 4.13 113.1630.31 1.35 1.88 531 309.31

Figure 6-10 Design scheme of spoil retaining wall

� Design to flood releasing valley and energy dissipation measure

At the top platform of the dreg pile, masonry flood ditches will be constructed, and their ends will be supported by rush slots or water-fall to drain the rainfall on the pile or from slope around it. As to this design, the maximum peak flow of rain collection area for this disposal site is used to calculate the section area of the typical flood ditches. Typical section size of flood ditches in all disposal site is selected according to the rain collection area. Length of them is defined according to the site surveyed topography.

a. Flood calculation

Design to the flood frequency: according to regulation on smaller water drain engineering for medium-size slope face in “Technical Specification on water and soil preservation treatment ---- smaller water drain and utilization engineering”, also considering the flood control standards and importance of the downstream area, flood frequency is designed to once in ten years or in twenty years. Since many sensitive areas and national preservation areas locates near this railway line, the precaution standard then is designed to once in twenty years. Rain collection area for flood ditches in disposal site is normally less than 1.0km2. Flow of the peak for slope face then is calculated to according to formula in “Technical Specification on water and soil preservation for development of construction project”:

KIFQB 278.0=Where, QB—designed maximum peak flow (m3/s);

I—maximum rainfall intensity in 1h�mm/h�, 78mm/h;

F—rain collection area of ditches in upstream�km2��

K—runoff factor�for this design 0.65�According to the designed discharge, flow passing cross section is calculated based on the equation below:

RiACQB =

Where, QB- the biggest precipitation of slope face (m3/s);

A- cross sectional area of intercepting drain (m2);

C- Chezy coefficient;

R- hydraulic radius (m);

i – gradient of intercepting drain

Channel of flood discharge is in trapezoidal cross section. The size is decided by a formula, uniform stream of open channel. The speed of flow should be moderate.

The grade of channel lengthwise is 5/1000~1/100, and the ratio of inslope is 1:0.75, safe altitude 0.2m, h is the water depth of the peak discharge when passing. The channel is built by layers of stones. The stone is 0.3m thick, 0.15m- thick gravel sand cushion laid below.

After computation, the following determined 7 kinds of typical section size see Table 5-3-39. The cross section size of truncation and drain ditch is chosen according to the real controlled area and designed discharging quantity. At the point of big bottom slope in the drain ditch, the size of cross section should be suitably reduced and the side slope ratio should be enlarged.

Table 6-24 typical cross section table

fracture surface type

discharge capacity(m3/s)

side slope

m

roughness

n

Gradient

i(1:n)

Designing water depth(m)

bottom breadth

b(m)

valley height

H(m)

mouth breadth

B(m)

fracture surface�m2�

each linear

meter fluid laying stone�m3

I 0.34 0.75 0.014 200 0.30 0.50 0.50 1.25 0.31 0.825

II 0.88 0.75 0.014 200 0.50 0.50 0.70 1.45 0.51 0.975

III 1.15 0.75 0.014 200 0.50 0.70 0.70 1.75 0.61 1.035

� 1.79 0.75 0.014 200 0.60 0.80 0.80 2.00 0.80 1.140

� 3.07 0.75 0.014 200 0.80 0.80 1.00 2.20 1.10 1.290

� 7.74 0.75 0.014 200 1.00 1.50 1.20 3.45 2.07 1.650

� 12.32 0.75 0.014 200 1.00 2.50 1.20 4.95 2.97 1.950

b. Energy-reducing measures

This project is located at the low hill. The ground at the exit of flood-discharging ditch heaves greatly in some of dregs field, and energy-reducing facility is needed to establish to connect with the original water-discharging system and prevent the water from washing the downstream. Because the exit dropping variance in some dregs field is bigger than 5m, steep trough project and energy-reducing basin is chosen in this report’s water-discharging designing in the dregs field.

The energy-reducing facility is made up of graduation section upstream, steep trough section, energy-reducing basin and entirely flowing section downstream, meeting with flood-

discharging ditch above and with the original water-discharging system, the typical cross-section schematic drawing showing in chart 5-3-11.

Figure 6-11Typical schematic drawing of energy-reducing facility

The steep trough uses the rectangular section, and adds alternating rectangular coarse-tank at the bottom to increase the water depth, reduce the speed of flow and improve downstream energy-reducing condition. The size is established according to the open canal uniform-stream formula, the gradient 1:3.0. The height of side wall H is determined after the designed water depth and security height 0.5m.

The force-reducing basin uses brick-laying for mortar walling, trough floor and spandrel wall both 0.5m in thickness, the cross section size determined according to the equation below:

The size of steep trough in typical dregs field and the typical section of energy-reducing basin sees Table 5-3-24.

Table 6-25 steep design parameter list

entrance sectionsteep tank sectionEnergy releasing basin sectionexit section designing flowing quantity

Q (m3/s)

length

(cm)

bottom breadth

(cm)

groove depth (cm)

breadth (cm)

depth (cm)

ridge height

(cm)

baseboard thickness

(cm)

level length of slope(cm)

total flowing length(cm)

Q�1.0 150 40 60 150 100 40 45 90 150

1.0<Q<2.0 200 50 70 200 110 50 50 100 200

2.0<Q<5.0 250 60 80 250 120 55 55 110 250

5.0<Q<8.0 300 75 95 300 120 60 55 120 300

8.0<Q<12.0450 85 100 400 120 70 60 130 450

�Platform draining ditch

In the dregs field, the platform drainage facility uses brick-laying stone water discharging ditch (vertically and horizontally spacing 200m). Because the platform area is small, the size of drain cross-section selects trapezoidal cross section, the bottom extension 50cm, orifice width 80cm, deep 50cm, the lengthwise slope not smaller than 3/1000. The mortar layers are 0.3m, 0.15m thick sandy gravel breaker strip below.

� Land improvement

After the completion of the construction, the dregs field should be leveled and smooth by backfilling, second ploughing and vegetation, according to the actual condition. If conditions permit, clay layers in 20cm thick is compacted to form the aquiclude and covered with surface soil 40-50cm. If used for farming, the fields should be cultivated completely and executed with chemical substances to improve soil structure and nutrients.

Outer slope face of the field needs improvement, when higher than 8m; the 2m platform should be built. Boundary ridges should be built to keep off water at the intersection point of the dregs platform and side slope.

Temporary protective measure

For temporary project, topsoil stripping quantity of farming is 50cm and forest land 30cm, without stripping for wasted land and pond. The peeling regolith should be deposited inside the scope of dregs field land scope. Knitting bags are used to protect the toe of slope as temporary protective measure. Piles sets should not be higher than 4m and ratio of side slope should be controlled in 1:1.5. Height× top wide × bottom wide =1.0m×0.5m×1.1m trapezoidal cross section is adopted as the temporary earth retaining wall. it should be mutual linking and joining when built, the length of joint should not be less than 1/3 of the knitting bag . Surface of piled soil should be compacted and sprayed with water. Due to a long period of piling and loose structure of the soil, it is easy to become the source of wind and water erosion. Soil erosion happens during rainy and windy season, so the exposed surface should be protected by mixing the seeds of bermuda grass and eremochloa ophiuroides, etc. plant the protection, 60kg seeds should be sowed each hectare.

Design of plant protective measure

Dreg abandoning sticks to the principle of resisting before abandoning. The dregs resisting should be built at the beginning. Stone dregs are thrown away before the wasted earth. After the completion of abandonment, the field should be compacted to smooth and leveled. The dregs piling slope should be controlled at about 1:2. Then afforestation and grass sowing is carried on in outside earth from embankment and station topsoil, to restore plantation. The thickness of the covered earth is 40cm for the planting of shrubs and mixed grass sown in different rows.

The plant protection measures should relate to the local soil conservation and forest plan. Based on the principle of ecology restoration, the local wide-spreading fine tree species and grass of shrub should be planted to restore the plantation as soon as possible to make the community stable. Arbors should be primarily locust tree and shrubs should be amorpha fruticosa, lespedeza and so on. The grass seeds will be setaria viridis, purple fescue, awnless brome, etc. The afforestation designing sees Table 5-3-25 afforestation technology skills see Table 5-3-26.

Table 6-26 afforestation designing table

plant type forest species

mixed growth type

row spacing�m� tree specification density

arbor silver chain

mixed growth between rows

2×2 2-year strong sprout 1250 item/hm2

Wide-leafed shrub

river locust, bicolor

1×1 tree height about 80cm 10000 item/hm2

mixed grass

river locust, bicolor mixed growth between rows�sowing mixed grass seeds within rows

neatness�90%�germination percentage�85%

60kg/hm2

Table 6-27 Afforestation technology table

item season means Specifications & requirement

planting spring tree planting

Trees straight�root extending�moderate depth�raising and treading trees after half earth filling, refilling and treading, loose earth covering; depth of the trees 2-3cm over the original earth marking of the root; sowing method for mixed grass seeds (suitable earth covering based on the moisture of the soil); germination hastening before sowing for good rate of emergency.

nurtureSpring & autumn

2-year continual nurturing after planting�soil loosening and weeding, fertilizing, pesticide defending�dead tree wiped away immediately and replanting.

After analysis and computation, the measures of soil conservation and construction quantity in the dregs(waste earth) field 5-3-27.

Table 6-28 soil conservation measures and construction quantity in the dregs(waste soil) protection field

Construction measures

Brick-laying stone dreg-resisting wallFlood-releasing ditch &energy-reducingmeasures

Platform water drainageditchFieldleveling�hm2�

No NameAdmin.

district

L�m� H�m�

Brick-

laying

stone

�m3�

Foundation

excavation

�m3�L�m�

Brick-

laying

stone

�m3�

Earth

excavation

�m3�

Sand

cushion�m3�L

(m)

Brick-

laying

stone

(m3)

Earth

excavation

(m3)

Sand

cushion

(m3)

Field

leveling

Reclai

ground

levelin

1

Binxidevelopment

region

wasteearthfield 1

117 5 481.64 242.57 729 1093.30 976.68 2223.05 206 158.74 319.54 70.09 8.50 8.50

2

Binxidevelopment

region

wasteearthfield 2

85 5 352.00 177.28 533 695.28 1692.18 303.64 151 116.01 233.53 51.23 4.54 4.54

3Binzhoutown waste

earth field

BinCounty

91 5 373.99 188.35 566 848.94 758.39 1726.18 160 123.26 248.12 54.43 5.13

4

Shichangvillagewasteearthfield

105 5 435.51 219.34 659 988.61 883.16 2010.17 186 143.54 288.94 63.38 6.95 6.95

5

Taipingqiaovillagewasteearthfield

77 5 319.91 161.12 484 726.18 648.72 1476.57 137 105.44 212.24 46.56 3.75

6

Wasteearthfield inBaichao ofBin County

96 4 303.06 198.85 598 896.28 800.68 1822.44 169 130.13 261.96 57.46 5.71 5.71

7Binan brick-field wasteearth field

67 51.70 104.07 22.83 0.90

8Korea hattunnel dregfield

62 5 255.93 128.89 387 580.95 518.98 1181.26 110 84.35 169.79 37.25 2.40

9Baidu Riverwasteearthfield

447 344.35 693.18 152.05 40.00 40.00

10

Pingantunnelentrance

dreg field

68 5 281.08 141.56 425 425.37 680.59 986.85 120 92.64 186.48 40.91 2.90

11Pingantunnel exitdreg field

Fangzheng

County

55 5 225.36 113.50 341 511.57 457.00 1040.19 96 74.28 149.52 32.80 1.86

12Lianbintunnel dregfield

82 5 338.64 170.55 512 768.70 768.70 1563.03 145 111.61 224.67 49.28 4.20

13

Fangzhengtunnelentrancedreg field

68 5 279.87 140.95 424 635.29 635.29 1291.76 120 92.24 185.68 40.73 2.87

14Fangzhengexit dregfield

67 5 276.38 139.20 418 627.38 627.38 1275.68 118 91.09 183.37 40.22 2.80

15

Changfavillagewaste

earth field

94 3 216.30 194.77 585 877.85 877.85 1784.97 166 127.46 256.57 56.28 5.48 5.48

16Changfatunnel dregfield

50 5 207.85 104.68 315 471.81 471.81 959.36 89 68.50 137.90 30.25 1.58

17

Changfavillage

wasteearthfield 2

170 4 538.90 353.60 446 668.31 668.31 1358.90 117 89.85 180.86 39.67 2.72

18

Shangzhivillage

wasteearthfield

70 6 702.10 145.60 750 1125.00 1125.00 2287.50 104 79.84 160.71 35.25 2.15

19

Shangzhibrickyard

wasteearthfield

250 375.00 375.00 762.50 71 54.45 109.60 24.04 1.00

20Jianshanziwasteearthfield

71 5 292.74 147.43 443 664.50 664.50 1351.15 125 96.48 194.21 42.60 3.14

21Demoliwasteearthfield

292 224.95 452.83 99.33 17.07

22

freewayearth in-takepit wasteearth field

509 763.47 763.47 1552.39 144 110.85 223.14 48.95 4.15

23G221wasteearth field

66 4 210.51 138.13 237 355.76 355.76 723.37 67 51.65 103.98 22.81 0.90

24Shuanggouwasteearthfield

94 5 388.13 195.48 294 440.53 440.53 895.73 83 63.96 128.75 28.24 1.38

25Caopigouwasteearthfield

122 8 2152.88 254.00 382 572.41 572.41 1163.91 108 83.11 167.30 36.70 2.33

26Gaolengwasteearthfield

110 8 1931.27 227.85 342 513.49 513.49 1044.10 97 74.55 150.08 32.92 1.88

27Gaolengwasteearthfield 2

95 2 124.95 196.89 296 295.80 473.29 686.27 84 64.42 129.68 28.45 1.40

28

YongqiRiver

wasteearthfield

145 6 1455.42 301.82 453 974.94 693.79 1786.63 128 98.76 198.80 43.61 3.29

29Waqi Riverwasteearthfield

82 4 258.93 169.90 511 1097.61 781.09 2011.43 144 111.18 223.81 49.09 4.17

30Shazi Riverwasteearthfield

139 4 440.71 289.17 434 934.08 664.71 1711.75 123 94.62 190.47 41.78 3.02

31Shaheziwasteearthfield

Fangzheng

County

160 5 661.63 333.22 501 1076.34 765.96 1972.46 142 109.03 219.48 48.14 4.01

32Erdaogouwasteearthfield

170 5 700.88 352.99 530 1140.21 811.41 2089.50 150 115.50 232.50 51.00 4.50

33Toudaogouwasteearthfield

236 5 975.66 491.37 738 1107.36 989.24 2251.64 209 160.78 323.65 70.99 8.72

34CK230wasteearthfield

Ilan

97 3 224.82 202.43 304 851.59 526.16 1462.90 86 66.24 133.34 29.25 1.48

35CK236wasteearthfield

188 3 434.97 391.66 588 1647.60 1017.98 2830.35 166 128.15 257.97 56.59 5.54

36CK242wasteearthfield

253 2 333.94 526.20 791 790.57 1264.91 1834.12 224 172.18 346.59 76.03 10.00

37Ilan tunnel 1dreg field

113 5 466.79 235.09 353 353.20 565.12 819.42 100 76.92 154.84 33.97 2.00

38Ilan tunne 2entrancedreg field

142 5 586.40 295.33 444 443.71 709.93 1029.40 125 96.63 194.52 42.67 3.15

39Ilan tunnel 2exit dregfield

156 5 642.37 323.52 486 486.06 777.69 1127.65 137 105.86 213.09 46.74 3.78

40Zhushanwasteearthfield

204 5 842.36 424.24 637 637.38 1019.80 1478.72 180 138.81 279.43 61.29 6.50

41Xiaowadanwasteearthfield

193 5 795.71 400.74 602 602.08 963.33 1396.82 170 131.13 263.96 57.90 5.80

42Xinghuawasteearthfield

City of

Jiamusi143 5 592.48 298.39 512 512.35 819.76 1188.65 145 111.58 224.62 49.27 4.20

43

Monkeyrockymountainentrance

dreg field

133 5 547.77 275.87 474 1743.15 923.68 2818.41 134 103.16 207.67 45.55 3.59

44

Monkeyrockymountainexit

dreg field

133 3 306.38 275.87 474 1018.42 724.73 1866.31 134 103.16 207.67 45.55 3.59

45

Xinhuavillagewasteearthfield

116 5 479.42 241.45 415 891.34 634.30 1633.44 117 90.29 181.75 39.87 2.75

6.1.9 Analysis and protective measure of temporary construction During the construction of the main project, the matching facilities include material field, beam field, rail laying site, mixer station, construction site, Construction building and construction detour ,etc. these facilities basically distribute on the both sides of the roadbed along the project route.

Prevention area of construction and production  This area mainly includes the beam field, mixer station, construction site and life area, etc. mainly cultivated land and wasted land. During construction, due to frequent activities of machinery and people, the original geomorphology and vegetation are disturbed and destroyed. The hardened construction site and the remained wasted sand stone will result in changes of soil structure, leading to a poor ability of production. In order to improve the region ecological environment and reduce soil erosion, effective measures must be taken during and after the construction. Objects of treatment are as follows:10 beam fields (123.40hm2 ) 3 rail board prefabrication field (25.20h m2 ), 31 mixer station (2900h m2) temporary electricity line163.00km(7.34h m2) and other construction field, Construction building and temporary dregs piling field 46.68h m2 .the whole is 231.62h m2.

Measures for prevention and control

This project involves a great variety of construction fields and disturbs many kinds of earth surface .According to the principle “unified plan, source control, combination of prevention and restoration”, effective prevention protective measures must be taken. The key is source control and the process control. Reduce the damages of the original landform to a minimum degree. The priority is given to the combination of permanence and temporary concerning the location choice of the temporary project .2 rail laying bases need to unify permanent occupying land area of the station yard. Material factory should be built in the existed railway station.

Distribution of measures.

Temporary facility built in the existed field should be cleared after the construction had ended. Before the implementation of temporary facilities occupying the forest land, the open land and the cultivated land. Topsoil stripping quantity of farming is 50cm and forest land 30cm, wasted land 20cm. The peeling regolith should be deposited beyond fields. Knitting bags are used to protect as temporary protective measure. Piles sets should not be higher than 4m and ratio of side slope of piling should be controlled in 1:1. During piling, the exposed surface should be protected by mixing the seeds of bermuda grass and eremochloa ophiuroides, etc. plant the protection, 60kg seeds should be sowed each hectare.

In the large-scale temporary location draining water system has been included in the main body design. Excavation of drain or the cloth lap drain tank. The resilience and the investment has integrated in the principal part.

After the construction, hardened ground and the macadam pavement will be demolished completely and then filled and leveled to be smooth. cultivation and preparation of soil, the backfill regolith, execution of the farm manure, restoration for the farming and the lawn, farm manure 45m3 for each hectare. Selection of the grass plants the white aneurolepidium chinense, the purple sheep fescue, the awnless brome and so on, each hectare broadcast sowing grass seed 60kg.

The flow sees Figure 5-3-12.

The measures of soil conservation and construction quantity in the dregs (waste earth) field

Figure 6-12 Construction produces the quarters

measure arrangement flow chart

After the analysis computation, the construction production life prevention area prevention measure and the resilience see Table 5-3-28.

Coveragel i

Topsoili i

Topsoil conservation

Temporary facility arrangement

Field clearing

Topsoil backfilling

Reclaiming ground leveling/earth and fertilizer adding

Original land type Other-used land Reclaiming grassland

Farmland

Reclaiming farmland

Table 6-29 Bill of quantity for prevention measures in construction site and camp

administrative district City of Harbin

Bin County

Fangzheng County

Ilan county

City of Jiamusi

sum

ground leveling(hm2) 18.24 64.97 61.53 66.23 20.65 231.62

Construction

measures reclaiming ground leveling

green fertilizer adding(hm2)

15.66 53.72 28.18 25.74 15.97 139.27

area(hm2) 2.58 11.25 33.35 40.49 4.68 92.35 grass sowing

quantity(kg)154.80 675.00 2001.00 2429.40 280.80 5541.00 Plantation

measures shrub 1000 item 15.48 67.50 200.10 242.94 28.08 554.10

Topsoil stripping(10,000m3)

8.36 29.16 22.35 23.67 8.95 92.48

earth knitting bag(m3) 346.92 647.99 567.28 583.87 358.90 2504.96

area(hm2) 2.09 7.29 5.59 5.92 2.24 23.12 grass seeds sowing quantity(kg)125.37 437.39 335.22 355.11 134.18 1387.26

Temporary

measures

topsoil backfilling

(10,000m3) (10,000m3)8.36 29.16 22.35 23.67 8.95 92.48

Temporary access road of construction  Newly built and rebuilt construction detour 202km, with a land area of 85.38hm2, are designed to be the village road or the field road. It is suggested that road surface can be the macadam pavement or the putty stone road surface, 20cm thick. When construction detour span ditch and ditch, the culvert or the bridge etc. the building should be constructed ,guaranteeing the draining water channel or the irrigation water channel unimpeded, simultaneously, the road surface should be sprayed with water regularly, Appearance of the floating dust by driving cars should be prevented. After the construction, part of the construction detour is used as the field by-path or the country road with the width 4m~7m. Pavement condition in the project area should be improved and the road system should be perfected. The roadbed the side slope of the roadbed should be protected with planting grass.

Protection of roadbed side slope

The excavation of the construction detour on the slope worsens the degree of soil erosion .The emphasis lies in the protection of side slope. The specific measures are as follows: it must be followed by the Construction that earth should be excavated and transported as needy and promptly and can not be dumped down willingly. Drainage ditches should be built inside the excavated side slope and be built with layers with a thickness 30cm. base sand cushion 15cm, the cross section for the bottom wide × ditch deep× orifice width =0.5×0.5×0.8m, the lengthwise grade 1%, flow capacity is 0.38m3/s. planting grass to protect side slope of filling and excavation..

Measures for later period

Construction detour should be restored to the original land function, if not used as the country road or the field by-path. Farming land should restored with application of farm manure, each hectare with farm manure 45m3; The original wasted land and forest land should be restored by cultivation and preparation of sowing mixed grass, the white aneurolepidium chinense, the purple sheep fescue, the awnless brome etc, each hectare sowing grass seed 60kg.

After the analysis calculation, in the construction detour area, measures of conservation of water and soil and the quantity see Table 5-3-29.

Table 6-30 prevention measure project meter of construction detour area

construction measures

draining ditch plantation measures

administrative

district

ground

leveling

(hm2)

length

�m�

earth excavation

�m3�

M7.5

mortar-laying

stone

(m3)

sand cushion

(m3)

grass sowing

(hm2)

grass sowing slope�m2)

reclaiming ground leveling and green fertilizer adding (hm2)

City of Harbin

9.23 0 0 0 0 3.32 0 5.91

Bin County 25.43 15990 24785 12152 5437 9.15 191880 16.28

Fangzheng County

23.88 14880 23064 11309 5059 8.6 178560 15.28

Ilan County 19.12 11865 18391 9017 4034 6.88 142380 12.24

City of Jiamusi

7.73 3855 5975 2930 1311 2.78 46260 4.95

sum 85.39 46590 72215 35408 15841 30.73 559080 54.66

6.1.10 conservation of water and soil plan

soil erosion  In construction process, because of some construction activities, such as earth intake and abandonment, construction of embankment and culvert, remodeled landform with the artificial side slope has come into being. Moreover these activities have contributed heavy damages to the original landform and the natural vegetation, leading to reduction or lose of its original function- conservation of water and soil. The occurrence and development of original landform soil erosion are intensified and new artificial loss has being created.

Analysis of influencing factors concerning soil erosion in railway construction sees Table 5-3-30.

Table 6-31 Analytical table for influencing factors concerning soil erosion

Affective factors

Natural factorAreaArtificial factor Type of

vegetationTexture type

Exogenicforce

type of soilerosion

earth fillingsection

strip the floor vegetation, form bare earthroadbed�form earth sideslopeand roadbed.

relativelyloose precipitation

hydraulicerosion

both sidesofembankment

Frequent vehicle grinding, artificial activitiesand stripped topsoil tying up, impactsvegetation growth to reduce the soilconservation function.

relativelyloose

precipitationhydraulicerosion

Bridge andculvert

Excavated earth and mud from bridgefoundation ditch not cleared promptly iseasy tobe washed away by runoff water to form newsoil erosion.

relativelyloose

precipitationhydraulicerosion

Stationstrip topsoil, form bareearth roadbed�formearth side slopeand roadbed.

relativelyloose

precipitationhydraulicerosion

roadbedsectionstation yardsection

Bridge andculvertsectiontunnelsection

TunnelFront slope of tunnel sidenot protectedpromptly iseasy to form earth side slopeand insoil erosion.

Forest land

Farmland

relativelyloose

precipitationhydraulicerosion

Earth intakearea

Earth take fieldStrip topsoil vegetation�form borrowpit�disturb the stability of original body earthand form a great area of baresurface.

Waste land Loose precipitationhydraulicerosion

Dregs area Dregs fieldWaste piled loosely, before the realization ofprotection, isextremely to create serioussoilerosion because of loosestructureand lack of

Shrub woodland,farmland, wasteland

loose precipitationhydraulicerosion

floor coverage.

Constructionaccessarea

Constructionaccess road

Form bare roadbed surfaceand suppressvegetation

Farmland , forestland

relativelyloose

precipitationhydraulicerosion

Constructionproductionand livingarea

Large andtemporaryfacility

Suppress and destroy original landform,wildwood and weaken original soilconservation function

Farmland ,wasteland, forest land

relativelyloose

precipitationhydraulicerosion

Forecast time interval of soil erosion  This project belongs to the construction item. Concerning the details of the beginning and development of soil erosion during the process, prediction period is made up of the construction preparation period, the construction period and the natural recovery period.

Preparation period

The construction preparation period of this project is from July, 2010 to October, 2010, the deadline is 3 months.

Construction period

This project construction period is from July, 2010 to June, 2014. The total time is 4.0 years.

Natural recovery period

According to natural condition of the rail line and the project characteristics, it is predicted that 2 years is needed for nature to recover from the impact of soil erosion.

The period for roadbed project construction is 17 months. The period for arch of bridge construction is 30 months. The period for tunnel construction is 33 months, after certain subsidence time, the roadbed can be paved. Period for roadbed project construction is prolonged to 24 months. Considering the construction period will possibly be adjusted, under the most disadvantageous interval, period for the tunnel area, the arch of bridge area, the abandoned dregs field area, the construction detour area and the area of construction and production should be predicted to be 3 years. Other construction period predicted to be 2.5 year. For details sees Table 5-3-31.

Table 6-32 project various project areas soil erosion forecast time interval table

foreshadowing period

roadbed section

station yard section

bridge and culvert

section

tunnel section

dregs field

construction access

road section

construction production and living area

temporary earth piling section

construction preparing period

0.5 year0.5year0.5 year 0.5 / 0.5 year 0.5 year /

Construction period

2.5 year2.5 year

3.0 year 3.0 year

3.0 year

3.0 year 3.0 year 1.0 year

nature restoring period

2 year 2 year 2 year 2 year2year

2 year 2 year /

Quantity forecast of soil erosion  (1) The additional quantity of soil erosion is predicted by calculating several aspects. Possible soil erosion area caused by the construction, the soil erosion background value and predicted value of soil erosion intensity. The formula is as follows:

Prognostic formula of soil erosion quantity is:

Where, Ws1-- present soil erosion quantity (t);

Mwi-- soil erosion modulus of original landform (t/ km2. a);

Fi-- disturbed surface area (km2);

Ti-- forecast time interval (a);

N-- forecast unit.

The new added soil erosion quantity may be calculated according to the equation below:

Where, W—quantity of soil erosion of the surface disturbance, t;

�W—additional quantity of soil erosion of the surface disturbance, t;

i-- forecast unit (1,2,3,4,5);

k-- forecast time interval (1,2,3), refers to the construction preparation period, the construction period and the natural recovery period;

Fi-- ith forecast unit area, km2;

�M-- additional soil erosion modulus at different time interval and of different unit, t/(km2 . a);

(2) Modulus determination of original landform soil erosion

Based on materials collected by remote research, in combination with material collected through on-the-spot investigation, a detailed analysis of construction area's terrain landform, the climate, the vegetation and present situation of soil erosion is performed. The degree of Soil erosion of project area is and mild primarily, partial land sector suffer from moderate corrosion. The occupying land area of project belongs to forest land and cultivated land. The farming is primarily smooth and the soil erosion is slight. Therefore, depending on the present situation of soil erosion, it can be decided that original landform soil erosion modulus of this area is 200~1500t/km2 .a along the route.

(3)Modulus determination of soil erosion of landform disturbance

This project has almost the same conditions of terrain landform, vegetation and rainfall as the Snow Town highway of China. So, it is beneficial to analyze reasons, kinds and distributions of soil erosion from ChangTing to Liuhe of Snow Town highway of China. Considering the construction characteristics of railway, the result of soil erosion intensity can be analyzed and revised comprehensively

Regional soil erosion modulus of this project See Table 5-3-32.

Table 6-33 modulus of soil erosion of landform disturbance Unit: t/km2.a

Section Soil erosion modulus�t/km2•a�

ikk

ikii

TMFW ××= ∑∑==

3

1

5

1

ikk

ikii

TMFW ××= ∑∑==

3

1

5

1

VV

Nature restoring period

Construction preparing

period

Construction period First

year Second year

Roadbed section 1000 3000 1000 200

Station yard section

1000 3000

1000 200

Bridge and culvert section

1000 3000

1000 200

construction access road section

1000 3000

1000 200

Construction production and living section

1000 3000

1000 200

Plain area

�starting point�CK36+477�

Temporary earth piling section

/ 5000

Roadbed section 2000 4000 3000 1000

Station yard section

2000 4000 3000 1000

Bridge and culvert section

2000 4000 3000 1000

Tunnel section 2000 4000 3000 1000

Dregs field section/ 4000 3000 2000

Construction access road section

2000 4000 3000 1000

Construction production and living section

2000 5000 3000 1000

Low hill area�CK36+477�ending point�

Temporary earth piling section

/ 8000

(4) Quantity forecast of soil erosion of original landform

A ccording to possible soil erosion area of different construction stages and the prediction time of project construction and natural recovery, the quantity of soil erosion of original landform during future project construction and natural recovery period can be predicted based on the soil erosion modulus of original landform. The forecast time for roadbed area, the station yard area, the abandoned dregs field area forecast time is 5 years, 5.5 year for the arch of bridge area, the tunnel area, the construction detour area, the construction production and living area. Total quantity for original landform soil erosion total is 13.76×104t. For details, see Table 5-3-33.

Table 6-34forecast table for original landform soil erosion

Original landformAdministrativedistrict

Commencement and germinationmile

Foreshadowing unit Foreshadowing

area(hm2)

Foreshadowing

period(a)Modulus(t/km2·a�

Quantity ofsoil erosion�t�

Roadbed section 82.75 5 200 827.50

Station yard section 0.84 5 200 8.40

Bridge and culvertsection

54.19 5.5 200 596.09

Construction accessroad section

9.23 5.5 200 101.52

Temporary facilitysection

18.24 5.5 200 200.64

Commencement~CK16+150

Temporary earthpiling

7.35 1 200 14.70

CityHarbin

Plainarea

Subtotal 172.60 1748.85

Roadbed section 194.94 5 1500 14620.50

Station yard section 52.99 5 1500 3974.25

Bridge and culvertsection

102.25 5.5 1500 8435.63

Tunnel section 0.40 5.5 1500 33.00

Waste earth section 77.88 5 1500 5840.93

BinCounty

Low hillarea

CK16+150~CK103+350

Construction accessroad section

25.43 5.5 1500 2097.56

Temporary facilitysection

64.97 5.5 1500 5360.03

temporary earthpiling

17.30 1 1500 259.50

Subtotal 536.15 40621.40

Roadbed section 207.43 5 1500 15557.25

station yard section 43.87 5 1500 3290.25

bridge and culvertsection

130.78 5.5 1500 10789.35

Tunnel section 2.00 5.5 1500 165.00

Wasteearth section 74.30 5 1500 5572.50

Construction accessroad section

23.88 5.5 1500 1970.10

Temporary facilitysection

27.95 5.5 1500 2305.88

CK103+350~CK223+000

Temporary earthpiling

18.62 1 1500 279.30

FangZhengcounty

Low hillarea

Subtotal 528.83 39929.63

roadbed section 151.79 5 1500 11384.25

station yard section 52.16 5 1500 3912.00

bridge and culvertsection

96.59 5.5 1500 7968.68

tunnel section 0.80 5.5 1500 66.00

IlanCounty

low hillsection

CK16+150~CK103+350

wasteearth section 51.47 5 1500 3860.25

construction accessroad section

19.12 5.5 1500 1577.19

temporary facilitysection

66.23 5.5 1500 5463.98

temporary earthpiling

18.94 1 1500 284.10

subtotal 457.10 34516.44

roadbed section 80.92 5 1500 6069.00

station yard section 86.74 5 1500 6505.50

bridge and culvertsection

56.09 5.5 1500 4627.43

tunnel section 0.40 5.5 1500 33.00

wasteearth section 14.13 5 1500 1059.75

construction accessroad section

7.73 5.5 1500 637.93

temporary facilitysection

20.65 5.5 1500 1703.63

CK16+150~CK103+350

temporary earthpiling

8.76 1 1500 131.40

City ofJiamusi

low hillsection

subtotal 275.42 20767.63

total 1970.10 137583.95

(5) Quantity foreshadowing of soil erosion of landform disturbance

Based on possible soil erosion area of different project areas as well as the prediction time of project construction period and the natural recovery period , quantity of soil erosion of landform disturbance during project construction and the natural recovery period can be predicted , depending on the modulus of soil erosion of landform disturbance. By prediction, soil erosion quantity for 27.86×104t. For details, see Table 5-3-34.

(6) Additional quantity foreshadowing of soil erosion

After the computation analysis, the addition quantity of soil erosion is 14.10×104t. Among this, 4.12×104t is added in the roadbed area , the station yard area 1.30×104t, the bridge culvert 3.09×104t, the tunnel area 0.02×104t, the dregs field area 2.07×104t, the construction detour area 0.75×104t, the construction production and living area 2.29×104t and temporary earth piling area 0.45×104t. The quantity of soil erosion during project construction period is far bigger than the natural recovery period. So , it is critical time to prevent soil erosion. Practical and feasible measures, including project and plant measure as well as the temporary protective measures, should be manipulated . For possible soil erosion of the land sector, reasonable and special measure should be taken so as to control soil erosion effectively.

Table 6-35 quantity forecast table of soil erosion of landform disturbance

Nature recovery periodConstruction preparing period Project construction period

First year Second yearshadowing

Foreshadowingarea

(hm2)

Foreshadowingperiod

(a)

Eosion

modulus

(t/km2·a�

Quantity ofsoilerosion�t�

Foreshadowingarea

(hm2)

Foreshadowingperiod

(a)

Erosionmodulus

(t/km2·a�

Quantity ofsoilerosion�t�

Foreshadowingarea

(hm2)

Erosionmodulus(t/km2·a�

Quantity ofsoilerosion�t�

Foreshadowinarea

(hm2)

bedon

82.75 0.5 1000 413.75 82.75 2.5 3000 6206.25 41.38 1000 413.75 41.38

on yardon

0.84 0.5 1000 4.20 0.84 2.5 3000 63.00 0.00 1000 0.00 0.00

ge andert section

54.19 0.5 1000 270.95 54.19 3 3000 4877.10 27.10 1000 270.95 27.10

tructionss roadon

9.23 0.5 1000 46.15 9.23 3 3000 830.66 9.23 1000 92.30 9.23

oraryity section

18.24 0.5 1000 91.20 18.24 3 3000 1641.60 18.24 1000 182.40 18.24

orarypiling

on7.35 1 5000 367.50

165.25 826.25 172.60 13986.11 95.94 959.40 95.94

bedon

194.94 0.5 2000 1949.40 194.94 2.5 4000 19494.00 97.47 3000 2924.10 97.47

on yardon

52.99 0.5 2000 529.90 52.99 2.5 4000 5299.00 26.50 3000 794.85 26.50

ge andert section

102.25 0.5 2000 1022.50 102.25 3 4000 12270.00 51.13 3000 1533.75 51.13

el section 0.40 0.5 2000 4.00 0.40 3 4000 48.00 0.20 3000 6.00 0.20

eearthon

77.88 3 4000 9345.49 77.88 3000 2336.37 77.88

tructionss roadon

25.43 0.5 2000 254.25 25.43 3 4000 3051.00 25.43 3000 762.75 25.43

oraryity section

64.97 0.5 2000 649.70 64.97 3 5000 9745.50 64.97 3000 1949.10 64.97

orarypiling

on17.30 1 8000 1384.00

440.98 4409.75 536.15 60636.99 343.56 10306.92 343.56

bedon

207.43 0.5 2000 2074.30 207.43 2.5 4000 20743.00 103.72 3000 3111.45 103.72

on yardon

43.87 0.5 2000 438.70 43.87 2.5 4000 4387.00 21.94 3000 658.05 21.94

ge andert section

130.78 0.5 2000 1307.80 130.78 3 4000 15693.60 65.39 3000 1961.70 65.39

el section 2.00 0.5 2000 20.00 2.00 3 4000 240.00 1.00 3000 30.00 1.00

eearthon

74.30 3 4000 8916.00 74.30 3000 2229.00 74.30

tructionss roadon

23.88 0.5 2000 238.80 23.88 3 4000 2865.60 23.88 3000 716.40 23.88

oraryity section

27.95 0.5 2000 279.50 27.95 3 5000 4192.50 27.95 3000 838.50 27.95

orarypiling

on18.62 1 8000 1489.60

435.91 4359.10 528.83 58527.30 318.17 9545.10 318.17

bedon

151.79 0.5 2000 1517.90 151.79 2.5 4000 15179.00 75.90 3000 2276.85 75.90

on yardon

52.16 0.5 2000 521.60 52.16 2.5 4000 5216.00 26.08 3000 782.40 26.08

ge andert section

96.59 0.5 2000 965.90 96.59 3 4000 11590.80 48.30 3000 1448.85 48.30

el section 0.80 0.5 2000 8.00 0.80 3 4000 96.00 0.40 3000 12.00 0.40

eearthon

51.47 3 4000 6176.40 51.47 3000 1544.10 51.47

tructionss roadon

19.12 0.5 2000 191.18 19.12 3 4000 2294.10 19.12 3000 573.53 19.12

oraryity section

66.23 0.5 2000 662.30 66.23 3 5000 9934.50 66.23 3000 1986.90 66.23

orarypiling

on18.94 1 8000 1515.20

386.69 3866.88 457.10 52002.00 287.49 8624.63 287.49

roadbedsection

80.92 0.5 2000 809.20 80.92 2.5 4000 8092.00 40.46 3000 1213.80 40.46 1000 404.60 10519.60 4450.6

station yardsection

86.74 0.5 2000 867.40 86.74 2.5 4000 8674.00 43.37 3000 1301.10 43.37 1000 433.70 11276.20 4770.7

bridge andculvertsection

56.09 0.5 2000 560.90 56.09 3 4000 6730.80 28.05 3000 841.35 28.05 1000 280.45 8413.50 3786.0

tunnelsection

0.40 0.5 2000 4.00 0.40 3 4000 48.00 0.20 3000 6.00 0.20 1000 2.00 60.00 27.00

wasteearthsection

14.13 3 4000 1695.60 14.13 3000 423.90 14.13 2000 282.60 2402.10 1342.3

constructionaccess roadsection

7.73 0.5 2000 77.33 7.73 3 4000 927.90 7.73 3000 231.98 7.73 1000 77.33 1314.53 676.59

temporaryfacilitysection

20.65 0.5 2000 206.50 20.65 3 5000 3097.50 20.65 3000 619.50 20.65 1000 206.50 4130.00 2426.3

DK160+1000~CK223+000

temporaryearth pilingsection

8.76 1 8000 700.80 700.80 569.40

ofmusi

Lowhillsection

subtotal 252.53 2525.33 275.42 29966.60 154.59 4637.63 154.59 1687.18 38816.73 18049

1681.35 15987.30 1970.10 215119.00 1199.75 34073.67 1199.75 13407.76 278587.72 14100

(7) Prediction of destruction to the conservation of water and soil facility

According to the regulations of the charge and use of soil erosion prevention in Heilongjiang Province, forests and grassed destroyed by productive construction is included in the destruction of conservation of water and soil facility area.

Based on the above stipulation, the damage of this project to the facilities of conservation of water and soil is mainly the biological ones, including the forest land, the lawn, the orchard, the reed, the weed place. The total area is 697.13hm2, containing permanent expropriation Land 427.44hm2, temporary land 269.69hm2.

Based on the above stipulation, this project damage to facility of conservation of water and soil area is 697.13hm2, for details sees Table 5-3-35.

Table 6-36 damage of facility of the soil conservation caused by construction

Permanent expropriated land Temporary occupied land District

Orchard Forest land

Subtotal

Forest land

Waste land

Subtotal

Total

Harbin municipally-governed

District

2.79 1.78 4.57 2.34 3.57 5.91 10.48

Bin county 0 128.16 128.16 8.99 23.59 32.58 160.74

Fangzheng county 0 157.72 157.72 31.22 79.55 110.77268.49

Ilan county 0 113.18 113.18 31.65 67.19 98.84 212.02

Jiamusi municipally-governed

District

4.80 19.00 23.8 9.27 12.32 21.59 45.39

sum 7.59 419.85 427.44 83.47 186.22 269.69697.13

Preventive measures for soil erosion    The protective measures include measures taken by the project, plant measure and temporary protective measures. The result indicates problems arise during the project construction period and the natural recovery period to a certain degree - disturbing the surface, destroying the original landform structure, and the acceleration of soil encroachment question. To prevent artificial soil erosion during construction and the process, protective measures of the intake field and dreg field should be supported mainly by project measure, with plant measure and reclamation measure auxiliary ,depending on the intensity and the corroded quantity ,with the combination of environment characteristic and the project characteristic. Plant measure and the reclamation measures for the side slope and the both sides of the roadbed:

(1) To the side slope, according to its height, the slope, the soil condition and geological condition of passing areas, plant measures or project measures or the combination of the two

measures are adopted. To strengthens its anti-washout ability. Guarantee its stability and prevent soil erosion.

(2) To river crossing bridge’s water immersion sector, the entire slope face of the head should be build by laying slabstones one layer after another. During the construction process, few abandoned earthwork produced during excavation of pier should be immediately used in the filling of bridge head roadbed , if not, temporary straw bags should be used to protect; For the bridge foundation with hole drilling poles, the drill hole construction process will produce the massive muds and dregs will be produced. So it is requested that the mud pit and the sedimentation pond should be built before the hole-drilling construction. And muds should be reused after recycling and sedimentation.

(3) Drainage should be established to discharge the precipitation from the slope face of the roadbed, avoiding the washout to the surrounding environment.

(4) The excavation of earth should be carried out according to the need, not leaving loose earth surface. After the construction, protective measures second ploughing or forestation should be taken to deal with the earth taking and abandoning field. And complete the drainage system.

(5) To construction detour, and big temporary base .when in use, the management and maintenance should be strengthened. After the construction, it should be restores to its original function as far as possible.

Benefit analysis   After the completion of conservation of water and soil project, a comprehensive protective system will be established with project control measures primarily, the mechanical control measure, the plant measure, the temporary measure and the plant protection unify conservation of water and soil ecological environment synthesis protection system. The system can prevent soil erosion of the roadbed side slope effectively, and can control soil erosion of the dregs field basically, and can reduce soil erosion of occupied land area of construction detour, construction area on a large scale, and will limit the newly-produced soil erosion in the smallest scope. It will form a positive cycle of ecological environment. It will play a significant in the prevention and the conservation of soil and water, the security of railroad, the protection and the improvement railroad.

6.1.11 landscape vision impact assessment Along the route area many for farmland, lawn, village landscape, in addition has the part of cities landscape. Locate the region landscape environment characteristic according to the region of no relief project characteristic as well as the project, this project's following road section will create the varying degree to the local nature and the humanities landscape the impact.

Impact analysis of embankment section The landform of the project passes through is in plain area and many are filling section. But the filling is not so deep or high. Besides, the construction is designed to afforest all the side slopes of the roadbed, which makes people see a green porch in harmony with the peripheral surroundings but not a high pessimistic obstacle.

Impact analysis of the station yard to landscape vision 8 intermediate stations are newly established for this project, respectively farming land and construction land. The landscape type is common and single. However, in the construction designing, forestation and beautification are strengthened to approach to the multiplicity and

coordination of the landscape. Therefore, after the completion of the project, the exchanging overpasses, peripheral environment and visual circumstance will all be improved.

Impact analysis of the bridge to landscape vision   This project altogether involves in 144 large and medium-sized bridges. The building of the bridge will produce cutting impact toward the landscape environment, forming the visual impact. Because the bridge lies between small towns and the countryside estate, the landscape is ordinary. Therefore, if only paying great attention to the landscape designing, the bridge will not have the significant impact to the peripheral landscape vision. The cross-river bridge is strengthened in the beautification designing, trying to achieve the multiplicity and the coordination of the landscape, which will greatly improve the landscape vision.

Impact analysis of earth intake field and waste  dregs field on the landscape    This project establishes 12 earth-intake field and 45 waste (dregs) field along the route. During the railroad construction, these fields have serious impact on the landscape, and leave scars in the landscape, abrupt in vision; after the construction, because of the reclamation and the restoration of plantation, the vision impact will be eliminated.

Generally speaking, because the local landscape is common along the route, there is not the distribution of sensitive point of landscape, and the sensitivity of the landscape is not unusual, either. The roadbed and bridge section forms the visual impact mainly because the construction itself forms the cutting impact on the landscape environment it passes through. The earth in-take and waste (dregs) field will create landscape scars and adverse towering visual impact, but which can be coordinated with the peripheral environment through the landscape afforest, outside color and appearance designing to be in integrity with the general landscape.

6.2 Investment estimate and benefit analysis of ecological

protection measure

6.2.1 Investment estimate of ecological protection There are many protection constructions in the railroad project, which are not only for the safety and stability of the project, but also for the protection of ecological environment and defending of soil erosion. The two aspects are quite difficult to separate from each other clearly. Therefore, the constructions listed in this chapter are that of protection against ecological environment, defending against soil erosion, such as protection of side slope of the embankment, the forestation, protection of earth in-take and waste (dregs) field and so on.

The project quantity and investment estimate of ecological protection measures sees Table 5-4-1. The ecology protection invests the total 534,683,500 Yuan.

Table 6-37 Master list of project quantity of ecological protection measures

Unit: 10,000 Yuan

Harbin

municipally-governed district

Bin County Fangzheng County Ilan County cityItem Unit

quantity investment quantity investment quantity investment quantity investment quan

M10

brick-laying

slab stones

m3 24662.6 592.89 69055.28 1660.09 76454.06 1837.96 54257.72 1304.36 2219Slopeprotection ofembankment

Earthwork

grillm3 502892.4 1021.37 1408098.7 2859.85 1558966.4 3166.26 1106363.3 2247.02 4526

Slopeprotection ofmoat

C25

concretem3 36677 1038.95 201033 5694.66 212444 6017.9 102234 2895.98 6777

Roadbedsection

brick-layingstonedrainingditch

Brick-laying

stone

m3 18272 517.59 48851 1383.8 66141 1873.58 39602 1121.81 1210

Projectmeasures

Stationsection

Drainingditch

Brick-laying

slabs tones

m3 2800 79.32 14820 419.81 16150 457.48 8550 242.2 1098

Brick-laying

stones

m3 0 0 2522.03 57.5 10983.66 250.43 6003.89 136.89 1926Dreg-resistingwall Foundation

excavationm3 0 0 1316.4 0.81 3758.29 2.31 3643.58 2.24 1091

Brick-laying

stone

m3 0 0 5829.55 135.18 14175.22 328.69 8059.75 186.89 4165

Foundation

excavationm3 0 0 6278.79 5.5 13375.94 11.72 8645.57 7.57 3102

Floodreleasingditch andenergyreleasing

measures Sandcushion

m3 0 0 10743.31 88.88 28209.92 233.38 16320.52 135.02 7506

Brick-laying

stone

m3 0 0 1257.52 29.16 2065.53 47.9 1192.2 27.64 408.

Foundation

excavationm3 0 0 2531.38 2.22 4157.88 3.64 2399.89 2.1 821.

Platform

draining

ditch

Sandcushion

m3 0 0 555.27 4.59 912.05 7.55 526.43 4.36 180.

Wasteearth(dregs)

field

Groundleveling

Ground

levelinghm2 0 0 77.88 84.75 74.29 80.85 51.47 56.01 14.1

Reclaiming

ground

leveling

hm2 0 0 65.7 32.43 5.48 2.7 0 0 0

Cubicmeterexcavation

m3 0 0 24784.5 21.71 23064 20.2 18390.75 16.11 5975

M7.5

brick-laying

stone

m3 0 0 12152.4 281.79 11308.8 262.23 9017.4 209.1 2929

Waterdraining

ditch

sandcushion

m3 0 0 5436.6 44.98 5059.2 41.85 4034.1 33.37 1310

Field leveling hm2 9.23 10.04 25.43 27.67 23.88 25.99 19.12 20.81 7.73

Construction

access

road

section

Agricultural reclaiming hm2 5.91 2.92 16.28 8.04 15.28 7.54 12.24 6.04 4.95

field leveling hm2 18.24 19.85 64.97 70.7 61.53 66.96 66.23 72.07 20.6Productionand living

area inconstruction

reclaiming

ground leveling andfarmyard manure

using

hm2 15.66 7.73 53.72 26.51 28.18 13.91 25.74 12.7 15.9

shrub Item 4229575 465.25 11842810 1302.71 13111683 1442.29 9305065 1023.56 3806Embankment

areaboth-sidegreening arbor item 8234 28.74 23055.2 80.49 25525.4 89.11 18114.8 63.24 7410

Planting

measures

Station

arealandscaping hm2 0.04 2.1 2.65 132.48 2.19 109.68 2.61 130.4 4.34

bridge greening�grasssowing� m2 3.84 1.19 19.33 6.01 24.73 7.69 10.84 3.37 5.3

Bridge

and culvert

area ivy item 8960 1.46 22400 3.65 26880 4.38 28000 4.56 5600

arbor 1000items 0 0 24.35 28.1 137.63 158.82 102.93 118.78 28.2

1000items 0 0 73.06 68.82 412.88 388.93 308.8 290.89 84.7

area�hm2� 0 0 8.52 0.35 48.17 1.97 36.03 1.47 9.89mixed grasssowing

quantity�kg� 0 0 511.42 2.3 2890.15 13.01 2161.57 9.73 593.

wasteearth(dregs)

field

young wood nurture hm2 0 0 8.52 1.15 48.17 6.5 36.03 4.86 9.89

grass sowing hm2 3.32 1.04 9.15 2.87 8.6 2.7 6.88 2.16 2.78construction

access road

sectionGrass sowing slopeprotection

m2 0 0 191880 149.86 178560 139.46 142380 111.2 4626

Table 6-38 master list of project quantity of ecological protection measures Unit: 10,000 Yuan

Harbin

municipally-governed district

Bin County Fangzheng County Ilan County City of Jiamusi sumitem unit

quantity investment quantity investment quantity investment quantity investment quantity investment qua

shrub1000item

15.48 14.58 67.5 63.59 200.1 188.49 242.94 228.85 28.08 26.45 554planting

measures

productionand living

area inconstruction

grass sowing hm2 2.58 0.81 11.25 3.53 33.35 10.47 40.49 12.71 4.68 1.47 92.

waterproofridge

cubicearth

m3 2076.22 1.82 3401.52 2.98 4368.05 3.83 3574.56 3.13 697.14 0.61 14

torrentgroove

earthknittingbag

m3 3788.73 47.35 6207.15 77.58 7970.89 99.63 6522.91 81.53 1272.15 15.9 257

temporarywaterdraining ditch

cubicearth

m3 1377.72 1.21 2257.15 1.98 2898.5 2.54 2371.97 2.08 462.6 0.41 936

sand-basincubicearth

m3 344.43 0.3 564.29 0.49 724.63 0.63 592.99 0.52 115.65 0.1 234

iron wire guardrail m2 8800 44 37000 185 42120 210.6 14800 74 20020 100.1 122

temporary

measures

embankment

section

knitting cloth coverage m2 17820 1.78 9100 0.91 135051 13.51 115236 11.52 184570 18.46 46

earthknittingbag

earth-retainingwall

m3 2866.46 35.83 8322.09 104.02 8588.12 107.34 6092.62 76.15 2405.57 30.07 282temporarily -piled earthprotection

densenetworkcoverage

m2 19507.5 5.85 56635.5 16.99 58446 17.53 41463 12.44 16371 4.91 192

earth knitting bag

earth-retaining wallm3 225.14 2.81 434 5.42 690.31 8.63 476.54 5.96 292.71 3.66 21

station

area densenetworkcoverage

m2 8800 2.64 32700 9.81 20675 6.2 39425 11.83 14875 4.46 116

guardrail bar�ironwire� m2 0 0 260 1.3 1300 6.5 520 2.6 260 1.3 234

tunnel

section stone-piling dreg-resisting wall

m3 0 0 755.6 1.94 1240.05 3.18 1543.89 3.96 1544.57 3.96 508

earth knitting bag

earth-retaining wallm3 622.73 7.78 762.07 9.53 800.05 10 846.15 10.58 612.59 7.66 364

densenetworkcoverage

m2 67325 20.2 100825 30.25 111125 33.34 124300 37.29 65150 19.55 468

mud sump quantity Item 1 0.03 2 0.07 3 0.1 5 0.17 2 0.07 13

bridge andculvertsection

sedimentationbasin

quantity item 2 0.05 4 0.11 6 0.16 10 0.27 4 0.11 26

productiond li i

topsoil stripping hm2 18.24 17.15 64.97 61.08 61.53 57.85 66.23 62.27 20.65 19.42 23

earth knitting bag m3 346.92 4.34 647.99 8.1 567.28 7.09 583.87 7.3 358.9 4.49 250

grass seedssowing hm2 2.09 0.65 7.29 2.27 5.59 1.74 5.92 1.84 2.24 0.7 23.

and living

area inconstruction

topsoil backfilling hm2 8.36 54.23 29.16 189.21 22.35 145.01 23.67 153.62 8.95 58.04 92.

topsoil stripping hm2 0 0 77.88 73.22 74.29 69.85 51.47 48.39 14.13 13.29 217

earth knitting bag m3 0 0 1684.76 21.06 2517.23 31.46 1439.19 17.99 492.76 6.16 613

grass seedssowing hm2 0 0 7.48 2.33 5.71 1.77 3.86 1.2 1.06 0.33 18.

wasteearth(dregs) field

topsoil backfilling hm2 0 0 29.93 194.24 22.84 148.18 15.44 100.19 4.24 27.51 72.

6.2.2 Benefit analysis of ecological protection The construction plane will be in control after the implementation of ecological protection measures. By the end of the construction and the afforestation, the vegetation will be restored for the exposed surface caused by the construction. The soil erosion will be effectively controlled and quality and of the ecological environment will also be improved.

The degree of the soil erosion is weakened for the roadside side slope because there are some effective drainage systems such as mortar-laying slabstone on the roadbed side slope, plant coverage protection, drain gutters, side-gutters, etc. The systems are useful to the stability of side slope to guarantee the safety of railway transportation.

There are altogether 375510 arbors and 43729.36 thousand bushes newly planted, 237.52hm2 for grassing sowing and gardening afforestation. All these play an active role in the soil conservation and ecological environment improving along the route.

6.3 Summary

1. The land utilization patterns are primarily farmland for the railroad construction from Harbin to Jiamusi. Vegetation coverage is relatively ideal in Fangzheng and Ilan County. The soil erosion is mild. Along the route, the ecological environment is comparatively stable and the bearing capacity is strong.

2. According to National vegetation regionalization, the entire line of the construction belongs to the temperate zone prairie region�eastern prairie sub-region�temperate zone north prairie region the temperate zone needle broad-leaf mixed forest region�temperate zone north needle broad-leaf mixed forest region. Along the route the vegetations are mainly wildwood, planted forest, brush, meadow prairie, bog and farmland. The common plants are the populus davidiana, the Korean pine, two-color lespedeza and so on.

3. In the animal geography regionalization, the route belongs to Song-Liao Plain area, Changbai Mountain and Xiao Xing’an range mountain area, because this area sees frequent human activities, along the route mostly farmland, villages. In addition, because of the impact from The Tong-San highway, G211 and railway, the animal resoureces are more deficient along the route and they are primarily common kinds.

There are 28 protection animals along the route. And among them, birds are 26 kinds (national Level-II protection birds 20 kinds, Heilongjiang provincial-level protection birds 6 kinds); there are 2 kinds of provincial-level protection animals for crawling class.

4. The permanent occupying land area in this project includes roadbed occupying land, station yard land, the arch of bridge, access-exit tunnel land, altogether 1416.27hm2. The additional land-levying type involves in farmland 903.20 hm2, 63.77%; forest land 419.85, 29.65%; construction land 42.63 hm2, 3.01%; orchard 7.59 hm2, 0.54%; pond 8.24 hm2, 0.58%.

The permanent occupying land impacts slightly on the local land utilization pattern along the route. The design fully considers reducing of occupying land, and the project is in striation distribution. Therefore it may reduce the impact to the smallest degree through economic compensation measures making and restoring field and so on.

5. This project occupies a land area of 534.78 hm2 temporarily, primarily arid land. The temporary project takes into account the combination of temporary and forever impact, trying to reduce land-occupying through using permanent levying-land and urban land within the scope of existed field or station section. The established temporary store depots completely use the old stations, without new land-occupying. Using old stations without increasing occupying, this line lays 2 rail bases, located separately at Xinxiangfang Station and Jiamusi Station of Harbin.

6. The construction will permanently occupy forest land for 419.85hm hm2. The next design will further make clear about the quantity and kinds of felling tree. In the design and construction process, if national or local protective trees found, they should be transplanted. And so are done to those small trees suitable for transplanting and those trees of great value. To those of little value and unsuitable for transplanting, under the local forestry department’s instruction, different replanting or currency compensation is carried on, in line with the isometric compensation principle of national and local compensation standard.

This project takes many measures such as plantation measures on roadbed side slope plant measure, afforestation of arbor and bush planting, forest belt on the sandstorm roadbed, afforestation on the temporary location, earth in-take area, and waste (dregs) fields and so on. The entire line altogether newly plants tree 375510, bush 43729.36 thousand, grass sowing and gardening afforestation 237.52hm2, which may play an active role improving the ecological environment along the route.

7. The total length of the main-line bridge is 172862.60 double linear meter /144, accounting for 51.28% of the line span. Among it, double-line extra-longbridges are 157506.23 double extension meter/88; double-line large bridges are 15084.71 double extension meter/53; double-line moderate bridges are 206.46 double extension meter/2; steel-framed moderate bridges are 65.2/double extension meter one. The number of newly-built culverts is 294 and after deducting the length of the bridges and tunnels, the culvert is 1.90 for each kilometer.

When surmounting the high-grade road, in the design the bridge directly passes through. The bridge pier is not established amidst the road and on the roadbed side slope. Simultaneously it should be considered that the bridge construction may impact the normal use of the road. The measures above can satisfy the need of activities and passing for people and animals.

Some requirements are considered in the construction designing of the bridges and culverts, such as flood expelling, irrigation, the surface runoff, and people’s outgoing, animal channels. Bridges and culverts are all designed with a 1/100 water level ( Ilan-Mudanjiang bridge using 1/300 for examination and calculation). And the draining ditch will be designed on both sides of the railroad to the impact to the least degree toward the rivers, flood expelling, irrigation, surface flow and animal channels.

8. The Harbin-Jiamusi rail line penetration plan includes 9 tunnels, all in double-line, total length 14.093km, taking up 4.18% of the entire new line. It is suggested that the tunnels shorter than 500m use single mouth for construction and dregs outgoing to reduce the destruction toward surroundings.

The impact analysis of the tunneling to crown vegetation indicates the volume of the water upwelling is small and leaking is mainly the micro bedrock crevice water; the water for the tunnel summit vegetation to grow is mostly from the natural precipitation and the construction nearly has no impact to the vegetation. There are only 2 inhabited areas within the scope of 1000m at the entrance and exit. The production and living both use groundwater and the section of the body tunnel has little connection with the resident’s water conservation. The construction has the slight impact to the local people’s drinking water.

9. This design includes 487 individual roadbed points, with the total length labor 150.142km, taking up 44.54% of the newly built total length. The constructions are mainly moat slope protection, deep cut, sticky embankment, soft ground embankment and so on.

10. The additional soil-erosion quantity is 14.10×104t, which is more than that in natural recovery period. This is the important section for soil erosion protection. To effectively control soil erosion, some points must be paid attention to, such as feasible project, plant measure as well as temporary protective measures, having a reasonable government toward the possible section for soil erosion.

In the whole line, the total quantity of earth and stone is 4111.78×104m3, among it is filling 1437.24×104 m3; the earth or stone excavated 2674.54×104 m3. The earth excavated should be used to fill as far as possible. In this construction the used earth is 951.44×104 m3. And the total abandoned earth is 1723.10×104 m3, in which 118.53×104 m3 topsoil is reused in afforestation with the earth, 1604.57×104 m3 taken to the dregs field as permanent waste (dregs).

This design initially chooses 12 earth in-take areas, all old stone pits. Altogether 45 dregs fields are chosen, the area 217.78hm2 , many enough for the dregs along the route. And in this construction, some measures are taken concerning corresponding project protection and afforestation. These measures are all about the following aspects: mixing of earth and stone, waste (dregs) field, roadbed side slope, foundation waste of arch and bridge. The implementation of these measures will reduce the soil erosion and the impact of earth-stone construction on the ecological environment.

11. The monitoring and inspection of construction unit, supervisor unit and environment protection personnel will enhance the realization of every environment protection measure.

In brief, the impact of railroad on ecological environment is mainly shown in the destruction to the vegetation and land along the route. The destruction is from earth taking and abandoning, roadbed excavation and backfilling, etc. Through the realization of every relieving and compensating measure, the construction will not create serious harm toward the local ecological environment. After the construction, the ecological environment will gradually restore and improve along the route with the carrying out of the protection and greening measures.

7 Environmental Impact Assessment of Noise

7.1 Investigation and assessment on current status of acoustic

environment

Noise level monitoring along the alignment was conducted at noise-sensitive sites during

EIA preparation. Details of the monitoring results and prediction are shown in Annex 4.

7.2 Predication and evaluation on noise impact

7.2.1 Assessment of prediction result

Noise level prediction was conducted based on monitoring results and mathematical

models. The details of the prediction results are shown in Annex 5.

Due to the construction of the project, the quantity of freight transportation pairs within

Harbin and Jiamusi Hubs would reduce. Increasing CWR would better the noise and

vibration impact within the hubs.

1. Harbin Hub

�1�30m to the Outer Rail Central Line

The near term Leq at 30m to the old outer rail central line were

57.7�65.1dBA�54.3�66.2dBA in the day and night, -4.4�2.5dBA�-6.8�3.9dBA

higher than the current status, thus are able to meet the standards of Day 70dBA and

Night 70dBA set in the GB12525-90�Railway Boundry Noise Limits and Measuring

Methods�.

�2�residential area

• Grade IV area - The near term value of each survey point in the Grade IV area were

56.0 59.5dBA and 52.5 56.2dBA in the day and night, -4.3-2.5dBA, -6.3 -3.2dBA

higher than the current status, up to the standards of Day 70dBA set in the GB12525-

90 Railway Boundry Noise Limits and Measuring Methods. 7 points surpassed

0.2 1.2dBA of the standard of Night 55dBA for the Grade IV area set in GB3096-2008.

• Grade II area - The near term value of each survey point in the Grade II area were

53.7 57.6dBA and 49.1 54.5dBA in the day and night, -4.3-2.5dBA, -6.4 -3.1dBA

higher than the current status. 33 points surpassed 0.16.1dBA of the standard of Day

60dBA for the Area II set in GB3096-2008; 154 points surpassed 0.34.5dBA of the

standard of Night 50dBA for the Area II set in GB3096-2008.

• Grade III area - The near term value of each survey point in the Grade III area along the both

sides of the old railways were 53.561.4dBA and 49.3 62.1dBA in the day and night, -

3 1.6dBA -4.0 3.6dBA higher than the current status, up to the standards of Day 65dBA

set for the Grade III area in the GB3096-2008. 3 points surpassed 0.27.1dBA of the

standard of Night 55dBA for the Area III set in GB3096-2008.

�3�Special Sensitive Points at Schools and Hospitals

Day54.8�59.4dBA�-4.4�-2.7dBA higher than the current status, met the according

criteria; Night50.4�56.1dBA, -7.2�-3.2dBA higher than the current status. 8 Points

surpassed 1.4�3.4dBA of the criteria.

The specific estimation statistical results at Harbin are as in the table 6-2-5 below.

Table 7-1 Estimated Statistic Results

Estimated

Value�dB�Overstandard

Value�dB�

Overstandard

Measuring

Point

Numbers

Difference to the

Current

Value�dB�Measuring

Points

Monitoring

Point

Numbers

Day Night Day Night Day Night Day Night

Within

30mto

external

rail

central

line�

27 56.6�67.554.1�66.5 / / / /-

4.5�2.4-7�4

30mto

external

rail

central

line

31 57.7�65.154.3�66.2 0�0 0�0 0 0 -

4.4�2.5

-

6.8�3.9

Class IV 15 56�59.5 52.5�56.2 0�0 0.2�1.2 0 7-4.3�-

2.5

-6.3�-

3.2

Area

Class 1 42 53.7�57.649.1�54.5 0�0 0.3�4.5 0 33

-4.3�-

2.5

-6.4�-

3.1

Estimated

Value�dB�Overstandard

Value�dB�

Overstandard

Measuring

Point

Numbers

Difference to the

Current

Value�dB�Measuring

Points

Monitoring

Point

Numbers

Day Night Day Night Day Night Day Night

Class III 10 53.5�61.449.3�62.1 0�0 0.2�7.1 0 3 -3�1.6 -4�3.6

School 20 54.8�59.450.4�56.1 0�0 1.4�3.4 0 8-4.4�-

2.7

-7.2�-

3.2

2. Jiamusi Hub

�1�30m to the Outer Rail Central Line

The near term value at 30m to the old outer rail central line were 59�69.4dBA,

55.8�69.5dBA in the day and night, -2.5�5.9dBA, -2.4�6.7dBA higher than the current

status, up to the standards of Day 70dBA and Night 70dBA set in the GB12525-

90�Railway Boundry Noise Limits and Measuring Methods�.

�2�Residential areas

• Grade IV area - The near term value of each survey point in the Grade IV area were

55 68.2dBA and 52.9 68.4dBA in the day and night, -3.52.2dBA, -6.8 2.6dBA higher

than the current status, up to the standards of Day 70dBA set in the GB12525-90Railway

Boundry Noise Limits and Measuring Methods. 23points surpassed 0.113.4dBA of the

standard of Night 55dBA for the Grade IV area set in GB3096-2008.

• Grade I area - The near term value of each survey point in the Grade I area were

54.6 59.5dBA and 50.8 58.9dBA in the day and night, -2.41.3dBA, -4.4 2 .0dBA, -

2.4 1.3dBA, -4.4 2 .0dBA higher than the current status. 11 points surpassed 0.34.5dBA

of the standard of Day 55dBA for the Area I set in GB3096-2008; 12 points surpassed

5.8 13.9dBA of the standard of Night 45dBA for the Area I set in GB3096-2008.

• The near term value of each survey point in the Grade III area were 56.162.8dBA and

53.0 62.7d dBA in the day and night, -2.43.5dBA, -1.8 4.0dBA higher than the current

status, up to the standards of Day 65dBA set for the Grade III area in the GB3096-2008. 11

points surpassed 0.37.7dBA of the standard of Night 55dBA for the Area III set in GB3096-

2008.

�3�Special Sensitive Points at Schools and Hospitals

Day55.8�60.0dBA�-2.2�-0.1dBA higher than the current status, met the according

criteria; Night53.1�59.4dBA, -1.4�0.6dBA higher than the current status. 2 Points

surpassed 3.1�9.4dBA of the criteria.

The specific estimation statistical results at Harbin are as in the table 6-2-6 below.

Table 7-2 Estimated Statistic Results

Estimated

Value�dB�Overstandard

Value�dB�

Overstandard

Measuring

Point

Numbers

Difference to the

Current

Value�dB�Measuring

Points

Monitoring

Point

Numbers

Day Night Day Night Day Night Day Night

Within

30m to

external

rail

central

line�

17 58.2�73.554.7�73.7 / / / /-

1.3�13.4

-

1.9�16.2

30m to

external

rail

central

line

27 59�69.4 55.8�69.5 0�0 0�0 0 0 -2.5�5.9 -2.4�6.7

Class IV 26 55�68.2 52.9�68.4 0�0 0.1�13.4 0 23 -3.5�2.2 -6.8�2.6

Area

Class 1 12 54.6�59.550.8�58.90.3�4.55.8�13.9 11 12 -2.4�1.3 -4.4�2

Class III 13 56.1�62.8 53�62.7 0�0 0.3�7.7 0 11 -2.4�3.5 -1.8�4

School 2 55.8�60 53.1�59.4 0�0 3.1�9.4 0 2-2.2�-

0.1 -1.4�0.6

3. Inter-zone Section

�1�30m to the Outer Rail Central Line

The near term value at 30m to the old outer rail central line were 62.3�69.2dBA,

57.1�63.7dBA in the day and night, 6.4�18.1dBA, 8.2�19.8dBA higher than the

current status, up to the standards of Day 70dBA and Night 70dBA set in the GB12525-

90�Railway Boundary Noise Limits and Measuring Methods�.

�2�Residential Houses

• Grade IV area - The near term value of each survey point in the Grade IV area were

59.6 67.8dBA and 56.3 62.3dBA in the day and night, 5.316.3dBA, 7.3 15.2dBA

higher than the current status, up to the standards of Day 70dBA set in the GB12525-

90 Railway Boundry Noise Limits and Measuring Methods. 9 points surpassed

1.3 7.3dBA of the standard of Night 55dBA for the Grade IV area set in GB3096-2008.

• Grade I area - The near term value of each survey point in the Grade I area were

57.1 61.2dBA and 53.1 57.9dBA in the day and night, 4.06.3dBA, 4.7 10.7dBA, -

2.4 1.3dBA, -4.4 2 .0dBA higher than the current status. 3 points surpassed 2.16.2dBA

of the standard of Day 55dBA for the Area I set in GB3096-2008; 3 points surpassed

8.1 12.9dBA of the standard of Night 45dBA for the Area I set in GB3096-2008.

• Grade II area - The near term value of each survey point in the Grade II area were

56.5 66.1dBA and 51.0 60.6dBA in the day and night, 1.615dBA, 1.8 17.1dBA. 89

points surpassed 0.16.1dBA of the standard of Day 55dBA for the Area II set in GB3096-

2008; 121 points surpassed 1.010.6dBA of the standard of Night 50dBA for the Area II set

in GB3096-2008.

• Grade III area - The near term value of each survey point in the Grade III area were

58.7 65.5dBA and 54.1 60.2dBA in the day and night, 3.414.1dBA 4.4 15.4dBA

higher than the current status. 1 points surpassed 0.5dBA of the standard of Day 65dBA for

the Area III set in GB3096-2008; 4 points surpassed 0.45.2BA of the standard of Night

55dBA for the Area III set in GB3096-2008.

(3) Special Sensitive Points at Schools and Hospitals

Day57.1�67.5dBA�5.1�13.7dBA higher than the current status, met the according

criteria; Night53.1�59.4dBA, 5.1�13dBA higher than the current status. 1 points

surpassed 0.5dBA of the standard of Day 65dBA for the Area III set in GB3096-2008; 5

points surpassed 1.0�7.5dBA in the day; 7 points surpassed 1.3�12.1dBA of the

standard in the evening.

The specific estimation statistical results at inter-zone sections are as in the table 6-2-6

below.

The specific estimation statistical results at Harbin is as in the table 6-2-7 below.

Table 7-3 Estimated Statistic Results

Estimated

Value�dB�Overstandard

Value�dB�

Overstandard

Measuring

Point

Numbers

Difference to the

Current

Value�dB�Measuring

Points

Monitoring

Point

Numbers

Day Night Day Night Day Night Day Night

Within

30m to

external

rail

central

line

20 61.3�70 58.0�64.7 / / / / 6.4�19.110.6�20.3

30m to

external

rail

central

line

63 62.3�69.257.1�63.7 0�0 0�0 0 0 6.4�18.1 8.2�19.8

Class IV 9 59.6�67.856.3�62.3 0�0 1.3�7.3 0 9 5.3�16.3 7.3�15.2

Area

Class I 3 57.1�61.253.1�57.92.1�6.28.1�12.9 3 3 4�6.3 4.7�10.7

Area

Class II 121 56.5�66.1 51�60.6 0.1�6.1 1�10.6 89 121 1.6�15 1.8�17.1

Area

Class III 6 58.7�65.554.1�60.20.5�0.5 0.4�5.2 1 4 3.4�14.1 4.4�15.4

School 7 57.1�67.551.3�62.1 1�7.5 1.3�12.1 5 7 5.1�13.7 5.1�13

4. Noise Estimation Value Changes in the Long Run

The project operation train types and opening modes will have no change while the train

pair numbers will have an increase in the long run. The noise estimation will be higher

than the current value: noise equivalent grade will add 0.1~4.7dBA in the day and

0.1~1.8dBA in the evening.

5. Noise Sensitive Points in the Zone between the Old and New Lines

3 points of this sort were designed in this project. They were N38 Water Source

Community Bungalow at Harbin Hub; N113 Glass Factory Family Buildingt N137

Model Village at Jiamusi Hub. 3 functional zones were all over standard. The assessment

suggested the resettlement within 30m of the project and adopting the sound barriers and

sound isolation windows at N38 and N113. Also, the assessment suggested the sound

isolation window for the inhabitants at N137 lived in dispersion ,

7.2.2 Equivalent Sound Grade Estimation Results of Typical Sections

In the light of the actual situations, the sound grade estimation results of the pure railway

noise were shown at the different sections and subgrade types and heights in the table 7-

4.

Table 7-4 Shield-free Noise Equivalent Sound Level along the Route

Unit: dBA

Noise Equivalent Sound Level (dBA)

30m 60m 120m 200m Section Route

Type

Rail Top

Height(m)

Day Night Day Night Day Night Day Night

Subgrade 0 58.7 56.9 55.0 53.2 51.6 50.1 48.9 48.0

Subgrade 2 60.0 58.2 55.5 53.7 51.8 50.3 49.1 48.1

Subgrade 4 61.0 59.2 56.0 54.3 52.1 50.6 49.2 48.2

Harbin -

Taiping

Bridge

Bridge 8 62.1 60.4 59.9 58.2 55.5 54.0 52.5 51.5

Subgrade 0 60.9 55.6 57.2 51.9 53.8 48.7 50.9 46.2

Subgrade 2 62.2 56.9 57.7 52.5 54.0 48.9 51.0 46.3

Subgrade 4 63.2 57.9 58.2 53.0 54.3 49.2 51.1 46.4

Taiping

Bridge -

Jiamusi

Bridge 8 64.3 59.1 62.2 56.9 57.7 52.6 54.4 49.7

Subgrade 0 63.0 62.0 59.2 58.3 55.9 55.0 53.6 52.8Jiamusi –

Eastern

Jiamusi Subgrade 2 64.3 63.3 59.8 58.8 56.2 55.2 53.7 52.9

Noise Equivalent Sound Level (dBA)

30m 60m 120m 200m Section Route

Type

Rail Top

Height(m)

Day Night Day Night Day Night Day Night

Subgrade 4 65.3 64.3 60.3 59.3 56.4 55.5 53.8 53.0Jiamusi

Bridge 8 66.4 65.4 64.2 63.2 59.9 58.9 57.1 56.3

Notes: 1� The noise shielding distance determination condition is the area open and

without any shield�

2� The table above considered the noise impact of the project railroad only, without

taking any other noise source and environmental background noise into consideration.

7.2.3 City Planning for the Ongoing Zone Noise Protection Distance

The assessment suggested the sound environment distances for the valuable land

resource, speedy development and the protection of the newly built buildings in the new

developing zones along the project as shown in the table 7-5.

Table 7-5 Sound Environment Protection Distance Unit: m

Section Route

Type

Rail Top

Height(m)Distance to the External Rail (m)

30m to the

exterial rail

central line

(70dB�70dB)

Area Class I

(70dB�55dB)

Area Class III

(65dB�55dB)

Area Class II

(60dB�50dB)

Area Class

I

(55dB�45dB)

Day Night Day Night Day Night Day Night Day Night

Subgrade 0 <30 <30 <30 39 <30 39 <30 110 64 >200

Subgrade 2 <30 <30 <30 45 <30 45 31 117 69 >200

Subgrade 4 <30 <30 <30 50 <30 50 36 124 75 >200

Harbin

-

Taiping

Bridge

Bridge 8 <30 <30 <30 93 <30 93 62 >200138 >200

Subgrade 0 <30 <30 <30 34 <30 34 36 92 96 >200

Subgrade 2 <30 <30 <30 40 <30 40 42 98 101>200

Subgrade 4 <30 <30 <30 45 <30 45 47 104 107>200

Taiping

Bridge

-

Jiamusi

Bridge 8 <30 <30 <30 82 <30 82 85 193 185>200

Subgrade 0 <30 <30 <30 125 <30 125 53 >200152 >200

Subgrade 2 <30 <30 <30 130 <30 130 59 >200158 >200

Subgrade 4 <30 <30 <30 135 <30 135 65 >200164 >200

Jiamusi

–

Eastern

Jiamusi

Bridge 8 <30 <30 <30 >200 55 >200 120 >200 >200 >200

Notes: 1� The noise shielding distance determination condition is the

area open and without any shield�

2� The table above considered the noise impact of the project railroad only,

without taking any other noise source and environmental background noise into

consideration.

7.3 Noise Mitigation Measures

7.3.1 Noise mitigation schemes

1. Economic Comparison of Noise Pollution Treatment Measures

The railway noise pollution treatment measures are mainly the barrier screen, green-belt,

sensitive point function change and building sound-proof protection. The noise pollution

treatment measures suitable to the sensitive points of all kinds are outlined according to

the experience of the railway noise pollution treatment of many years, the general

condition of the project sensitive points, noise over standard situation and other projects

and surrounding conditions in the table 6-1-3.

Table 7-6 Economy and Technology Comparison of Noise Pollution Treatment Measures

Treatment

Measures Effect Analysis

Investment

Comparison

Suitable Sensitive Point

Classification

Barrier Screen Noise reduced by Large

i t t

Applicable to the sensitive points

6�10dBA could improve

indoor and outdoor

environment, not to

affect the everyday life

of the inhabitants.

investment close to the railway, high

intensity building, large scale,

line mode in embankment and

bridge

Green-belt

1�3dBA additional

rainfall of green belt of

10�30mwhile beautify

the environment;

Requiring more land and

resettlement

Comparative

large

investment

Having the best comprehensive

environment effect, but involving

more land and resettlement.

Harder in realization.

Sensitive

point function

changes

The railway noise impactavoided basically, but more investment and more difficult performance

large

difference

between

rural and

urban areas

and large

investment

Requiring the new purchase of

houses by the inhabitants and

comprehensive arrangement of

the government. Not easy in

performance.

Building

sound-

proof(sound-

proof

ventilation

windows,

sound-proof

corridors and

balconies, etc)

Noise reducing amoun

>25dBA�affecting visual

sense and ventilation and

the everyday life of the

inhabitants

Comparative

less

investment

Good noise reducing effect and

less investment, but affecting the

everyday life of the inhabitants

Damping steel

rail

Effectively degraded the

noise grade and vibration,

noise reducing amount

2�3dBA

Comparative

large

investment

Several railways parallel, could

be supplementary measure to the

bad effect of the sound barrier

2. Noise Pollution Treatment Principles

The project is the new construction of the railway. In accordance with the project

features, sensitive point scale and position relations, the assessment was determined to

employ the noise treatment principles as follows:

1�Based on the principle of “better the old with the new”, the project treated the

overstandard sensitive points affected by the old railway.

2�In accordance with the principle of “treatment by the one who polluted”, the bidding

due to the project adopted the measures as sound barriers, sound isolation windows and

the like to meet the corresponding standard limits or house utilizing function.

3�Considering the sound barrier measures first, then the partial protection of the

receiving points.

4�Adopting the installation of the sound isolation ventilation windows at the points at a

small scale or inapplicable for the sound barriers. Remeasuring the actual noise level

during the trail operation period following the project completion, carrying out the

measures in case of the real overstandard results.

5�Ensuring the schools up to the standards, or enough for the indoor function.

6�In combination with the vibration overstandard protection measures, resettle the

sensitive objects adjacent to the railways and under a greater impact.

3. The analysis and demonstration on the treatment measures for the rebuilt section in

Harbin

There are normally 3 kinds of noise pollution protection measurement: resettlement,

sound isolation window and sound barrier.

The reconstruction of Harbin line under the project changed the rail only without the

movement of the line position. In the meanwhile, the sensitive points along the route

were distributed in high density and mostly the comparatively new high-storey buildings

in their construction ages in Harbin Hub, which replaced by the bodies and rails in better

condition. Therefore, it was forecasted that the noise value in the Harbin Hub in the

operation period.

In view of the special circumstances at the Harbin, the assessment adopted the following

noise pollution treatment measurements:

1�Only sound proof windows were installed for the deep cutting section unable to set

sound barriers and resettlement.

2�Demolishing the houses within 30m at the plane sub-grade or bridge section.

3�The sound barrier and isolation window methods at the sensitive points in high

density.

4�The sound isolation measure was used at the scattered sensitive points.

3. Noise Pollution Treatment Measures

In accordance with the noise pollution treatment principles and the economic and

technical comparative results, the summary of the noise pollution treatment measures for

the sensitive objects along the project was as in the Annex 6.

7.3.2 Noise Mitigation Measure Assessment

1. The current situation of measure assessment sensitive points at N4 Xiehe Hospital,

Highway Bureau and State Resource Bureau and N6 Hayi Hospital:

Xiehe hospital has high cutting in 3.1m, 3 floor-storey and 50 beds in in-patient

department.

Highway Bureau and State Resource Bureau and Hayi Hospital has high cutting in 1.2m,

12 storey, work in the day, no accommodation. The oral and optical departments of Hayi

Hospital were affected, having 11 storey and 300 beds altogether.

The present subgrade has 4 rails, 2 of them near the sensitive points are close to the main

line of Bingjing Line, the other are and line 3 and 4. Following the opening, 2 main line

will be in use for the straight assess from the project to Harbin Station.

The current condition is that the old lines have trains flow of 12 pairs of freight trains,

passenger train of 38.5 pairs, with the seam line.

Current Noise Value, referring to Table 7-7�

Table 7-7 Current Noise Values at Xiehe Hospital, State Land Bureau, Highway Bureau and

Hayi Hospital

Distance from

Monitoring Points to

External Rail Central

Line(m)

Current Status

ValueLeq(dB) Names of

Sensative

Points

Subgrade

Type Directions

Project

Line Old Line

Difference

between

Measuring

Points to

Rail

Top(m) Day Night

Xiehe

Hospital Cutting Right 24 24 4.3 63.2 61.9

18 18 2.4 63.5 62.3

18 18 17.4 61.1 59.4

State

Land

Bureau,

Highway

Bureau

Cutting Right

18 18 32.4 59 57

Distance from

Monitoring Points to

External Rail Central

Line(m)

Current Status

ValueLeq(dB) Names of

Sensative

Points

Subgrade

Type Directions

Project

Line Old Line

Difference

between

Measuring

Points to

Rail

Top(m) Day Night

20 20 2.4 63.8 62.9

30 30 2.4 62.8 61.2

108 108 14.6 59.8 56.6

108 108 29.6 60.8 57.3

Hayi

Hospital Cutting Right

108 108 59.6 59.3 56.3

The current noise values are all above 55db.

The train flow after operation: 6 pairs of passenger trains, 56 pairs of motor trains with 8

in one group, 29 pairs with 16 in one group. Cancelling the freight trains, change the

seam rails to seamless, close the entire line. Due to the cancellation of the freight train

pairs, improved line conditions and train body, the noise value will better than the current

status value.

The noise estimated values in the operation period are as shown in the table 6-3-4.

Table 7-8 Estimated Value of Noise at Xiehe Hospital, State Land Bureau, Highway Bureau

,Hayi Hospital during Operation Period

Distance

from

Monitoring

Points to

External

Rail Central

Line (m)

Current

Status

Value

Leq(dB)

Estimated

Value in

2020

Leq(dB)

Difference

between

Current

Value and

in 2020

(dB)

Names

of

Sensative

Points

Subgrade�� Directions

Project

Line

Old

Line

Difference

between

Measuring

Points to

Rail

Top(m)

Day Night Day Night Day Night

Distance

from

Monitoring

Points to

External

Rail Central

Line (m)

Current

Status

Value

Leq(dB)

Estimated

Value in

2020

Leq(dB)

Difference

between

Current

Value and

in 2020

(dB)

Names

of

Sensative

Points

Subgrade�� Directions

Project

Line

Old

Line

Difference

between

Measuring

Points to

Rail

Top(m)

Day Night Day Night Day Night

Xiehe

HospitalCutting Right 24 24 4.3 63.261.9 58.8 55.2 -4.4 -6.7

18 18 2.4 63.562.3 59.1 55.5 -4.4 -6.8

18 18 17.4 61.159.4 56.8 52.2 -4.3 -7.2

State

Land

Bureau,

Highway

Bureau

Cutting Right

18 18 32.4 59 57 54.8 51.1 -4.2 -5.9

20 20 2.4 63.862.9 59.4 56.1 -4.4 -6.8

30 30 2.4 62.861.2 58.5 54.5 -4.3 -6.7

108 108 14.6 59.856.6 55.6 51.1 -4.2 -5.5

108 108 29.6 60.857.3 56.6 51.5 -4.2 -5.8

Hayi

HospitalCutting Right

108 108 59.6 59.356.3 55.1 50.4 -4.2 -5.9

In view of the estimated values, 3 sensitive points will still be 55db higher than the

standard in the operation period, but lower than the current status.

The investigation to the old subgrade condition of this section shown that the ballast is

1,5m away from the drainage ditch and embedded the telecommunication cable.

Therefore, no condition in this section is enough for the placement of the sound barrier.

The assessment adopted the sound proof windows at 3 sensitive points along this section

based on the principle of the new improving the old.

2. Sensive Points Noise Pollution Treatment Measures

There were 139 sensitive points along the project line, of which, 21 were the school

special sensitive points, 118 inhabitant residences.

The noise pollution treatment measures for the entire line are as follows:

�1�46sound barriers of 3.15m in length of 15380m at the bridge section.

�2�43sound barriers of 3m in length of 12096m at the subgrade section. 1 sound barrier

in length of 7m.

�3�132 sound isolation ventilation windows of 107550 m2�The actual surveys will be

carried out by the completion of the project for the noise level at the sensitive points,

putting in use in case of the real overstandard conditions.

�4�In combination of the vibration estimation and measurement implementation

situations, 1194 households sensitive points were resettled within 30m along the project

line.

�5�The total noise protection investment is 270.187 million RMB Yuan.

41 points employed the noise reducing method of sound isolation windows to meet the

relative standard or the utilizations function requirement along the entire project.

8 points employed the noise reducing method of sound isolation windows together with

the resettlement to meet the relative standards or the utilization function requirement

along the entire project.

47 points employed the noise reducing method of sound isolation windows and sound

barriers to meet the relative standards or the utilization function requirement along the

entire project.

36 points employed the noise reducing method of sound isolation windows together with

the resettlement to meet the relative standards or the utilization function requirement

along the entire project.

1 points employed the noise reducing method of sound barriers together with the

resettlement to meet the relative standards or the utilization function requirement along

the entire project.

6 points employed the noise reducing method of sound barriers to meet the relative

standards or the utilization function requirement along the entire project.

7.3.3 Noise Pollution Protection Proposals

In consideration of the project measures above, the following measures should be used to

abate the noise impact to the best extent.

�1�Reinforcement of the train bodied and rail maintenance.

A regular maintenance of the train bodies and polishing the steel rails should be

performed to ensure their operation at a good condition and decrease the noise induced

from the train moving and vibration.

�2�No horn within the completely closed section at Harbin and Jiamusi Hubs.

�3�Rational Scheme and Controlling the Land Usage on the both sides of the railway

It is suggested that relative city departments combine the land utilization and ciry plan

with the project construction.

In consideration of an overall thought of the interactive development and improvement,

the city planning divisions should put the land utilization function along the project under

a strict control in accordance with the stipulation in “Clause 11 in Chapter 2” of

�Environment Noise Pollution Protection and Treatment Law of P.R.China�that the city

planning divisions should determine the noise proof distance from the buildings to the

traffic trunks and put forward the corresponding plans and design requirements while

making decision of the building arrangement in accordace with the state environment

quality standard and civil building design regulations and rules.

With the reference of the noise estimation results in this report, it is commented that the

planning departments along the project make a reasonable scheme for the land function

on the both sides of the railway and strengthen the building arrangement and sound proof

and noise decreasing design. The ready researches have shown that, in view of the

reducing noise impact, the surrounding building groups were better than parallel

arrangement, parallel building groups were better than the perpendicular arrangement,

and the non-noise sensitive buildings as the industy, storage and logistics were more

applicable to the first rows of the buildings for the sake of reducing the railway noise

impact to the sound environment in the building groups.

7.4 Acoustic environment asessment for the construction period

7.4.1 Noise Source in the Construction Period

The construction noise impact to the environment is due to not only the sound source and

its function period, but the surrounding sensitive points distribution and its distance to the

sound source also.

The construction noise of the project included the construction machinery, transportation

vehicles and temporary construction facilities, of which, the construction machinery and

transportation vehicles had the sound grade of higher level and longer working time. As

the main sound sources, the measured values of common construction machinery noise

according to a large number of the site survey data are shown in the table 6-4-1 below.

Table 7-9 Noise Source Intensity of Major Construction Machinery & Transportation

Vehicles Unit: dBA

Construction

Period Names

Distance between

Measuring Point and

Noise Source�m�

Sound Grade

AValues Average

Bulldozer 10 78�96 88

Excavator 10 76�84 80

Loader 10 81�84 82

Road Breaker 10 80�92 85

Earth and

gravel

Works

Heavy Lorry 10 75�95 85

Blader 10 78�86 82

Compactor 10 75�90 83

Riveted

Machine 10 82�95 88

Constructure

Concrete Mixer 10 75�88 82

Electricity

Generator 10 75�88 82

Peumatic

Presser 10 80�98 88

Vibrator 10 70�82 76

Hoister 10 84�86 85Installation

&

Maintenance Jumbo Crane 10 85�95 90

The main noise sources in the construction period were bulldozers, heavey trucks and

road compactors. Earthworks mixing and material transportation work affected more

people due to their high mobility, but this sort of impact most constrained to the day with

the non-continuity and generally accepted by the civilians.

7.4.2 Noise Environment Impact Assessment Standard in the Construction Period

The noise limits at different construction stages are as in the table 7-10 below.

Table 7-10 GB12523-90 Noise Limited Value at Construction Area

Unit:Leq�dBA�

Noise Limited Value Construction

Period Major Noise Source

Day Night

Earth and

gravel WorksBulldozer, excavator, loader, etc 75 55

Pile Driving Various pile drivers, etc 85 No Construction

Structure Concrete mixer, vibrator and electric

saw, etc 70 55

Decoration Hoister, elevator, etc 65 55

7.4.3 The Controlled Distance of the Construction Machinery to the Site

The machiney at the construction sites should be managed to be at a controlled distance

up to the requirement of the equivalent sound grade limits within the sites.

The equivalent and continuous sound grade A at this survey point could be calculated as

the fomula below:

= ∑

=

+n

i

CL

ieqiTeqiiptn

TL

1

)(1.0,,

,0101

lg10

Noise declining fomula is as follow:

)/lg(20 00 rrLL AA −=

Where� LA�sound grade at rA to the sound source, dBA

L0�sound grade at ro to the sound source, dBA

The controlled distance of the construction machinery to the site should be calculated

based on the actual situations. In this job, working period were 8, 10 and 12 hours in the

day and 1, 2 and 3 in the evening, machines were 1, 2 and 3 pieces respectively, working

out the controlled distrance of the construction machinery by the fomula. The noise

impact range of the machinery under various circumstances was as in the table 6-4-3.

Table 7-11 Typical Construction Mechinery Contro Distrance Estimation

Unit m

Limit Value at

the Site(dBA)

Operation

Time hoursUsing 1 piece Using 2 piecesUsing 3 piecesConstruction

Machinery

Day Night Day Night Day Night Day Night Day Night

8 1 32 158 45 223 55 274

10 2 35 223 50 316 61 387 Bulldozer 75 55

12 3 39 274 55 387 67 474

8 1 22 112 32 158 39 194

10 2 25 158 35 224 43 274 Road Breaker 75 55

12 3 27 194 39 274 47 335

8 1 18 89 25 126 31 154

10 2 20 126 28 178 34 218 loader 75 55

12 3 22 154 31 218 38 266

8 1 28 79 40 112 49 137

10 2 31 112 45 158 55 194

Blader,

compactor,

generator and

concrete mixer

70 55

12 3 34 137 49 194 60 237

7.4.4 Mitigation Measurements and Suggestions

In accordance with the stipulation of Clause No.27, 28, 29 and 30 of �Environment

Protection Methods of P.R.China�, the project should be in line with the building

construction site criteria of the state regulations; 15 days ahead of the construction, the

environment protection administrative divisions in charge should submit the project

name, working location and period and possibe environment noise values, noise pollution

protection and treatment measures; No noise pollution inducing works are allowed in the

evening. In case of the special working necessary at night, the identification issued by the

government above the level of county or relative department in charge and notify the

residents the approved jobs at night.

The assessment suggested the the following measures and suggestions on the sound

environment impact during construction period in view of the actual project situation:

1. The machinery with louder noise like generators, air compactors, etc. should be

arrange at a remote area and be away from the sound environment sensitive points such

as the residential areas, schools and hospitals and so on; the sites of mixing, stirring and

precasting should be in general more than 200m away from the residential areas; for

those hard tto choice suitable sites should use close sound insulation measures and

carrying out a regular maintenance strictly following the operation regulations and rules.

2. Making a rational working schedule, trying to avoid the construction in the evening or

doing jobs with lower noise. Machinery with the high sound grade should be stopped in

the evening �22:00�6:00�. The relative approval should be obtained in case of

inevitable continuous construction need and keep the residents well-informed. The

construction at night should utilize the certain methods to reduce the noise to the maxium

extent. The construction produced by the staff should be supported by the management

rules and noise reducing measurement and be kept under a strict control. The vehicles

delivering the material during the night should ban the horns, be gentle in the loading and

unloading, not to disturb the people with the minimum noise.

3. During the construction period, the related vehicle passing time should be well

coordinated to avoid the traffic gams by means of a proper communication among the

construction party, constructors and traffic departments. The evening transportation

should ban the horns, slower, and try not to use the road through the towns and villages to

reduce the noise impact to a minimum extent.

4. Optimizing the construction scheme, making a logical working schedule, reducing the

construction environment noise hazard to a minimum extent. The noise protection

measures shoube be listed in the construction organization design and explicate in the

contracts at the stage of biding and tendering stage.

5. In accordance with the �Notification on the Strengthening Environment Noise

Pollution Supervision and Management during the Senior High School Examination

Period �issued by the State Environment Bureau on Apr. 26, 1998, in the process of the

senior high school examination and 2 weeks ahead of the examination, the noise

overstandard and disturbing works should be banned besides the environment noise

sources of all kinds be severely under control.

6. The contruction site environment supervision should be well done in the construction

period. In accordance with �Construction Working Range Noise Measuring Methods�,

the working site should have a noise survey with the values within the noise discharge

standard. This report set out the environment management survey schemes in the

environment management and monitoring plan, which should be stricted followed by the

relative units at work, keep the working site noise within the allowance by means of

survey to reduce the construction impact on the resident living environment to a

minimum extent.

7.5 Summary

7.5.1 Assessment Standards and Protection Objects

There were 139 sensitive points, of which, 21 special sensitive points and 118

concentrated residential housings.

The residential houses at 30m to the exterial rail central line within the assessment scope

used the limit value of 70dBA/70dBA in �Railway Boundry Noise Limit and Measuring

Method��GB12525-90�.

The area having the noise function divisions followed the relative noise function division

criteria.

Areas through the project are mostly the villages without noise function divisions, belong

the Class 2 area. The urban areas with the functional division should follow the relative

functional requirement. As for the special sensitive points as schools and hospitals, the

standard is 60dBA in the day and 50dBA at night�with the requirement for the

dormitory�

7.5.2 The Current Status Assessment

The current status survey results shown that the sound grades of each sensitive object

were 52.4�67.8dBA�45.3�68.4dBA in the day and evening.

The sound grade at 30m to outer rail central line were up to the standards of Day 70dBA

and Night 70dBA set in the GB12525-90�Railway Boundry Noise Limits and Measuring

Methods�.

7.5.3 Main Environment Impact and Proposed Environment Protection Measurements

1. The environment protection measures mentioned in the report for the construction

period included majorly a rational arrangement of working site, machinery with high

noise be far away side for the residential area; a rational working schedule, the job with

high noise being done in the day, the beforehand report and approval by the relative

administrative departments in charge for the technologically required continuous

construction or some special needs; strengthening the environment noise survey in

construction period, and so on.

2. On the basis of the environment noise estimation, the recent sound grade of the

residential houses at 30m to the outer rail central line were 57.7�69.4dBA and

54.3�69.5dBA in the day and evening; 55.0�68.2dBA and 52.5�68.4dBA within the

Class IV area; 54.6�61.2dBA and 50.8�58.9dBA within the Class I area, 53.7�66.1Db

and 49.1�60.6dBA within the Class II area, 53.5�65.5dBA and 49.3�62.7dBA within

the Class III area

The forecasted survey on 21 school special sensitive point shown the noise level of

54.8�67.5dBA and 50.4�62.1dBA in the day and evening.

3. In accordance with the environment noise estimation survey results and considering

the sensitive point scale and surrounding land condition, 46 sound barriers of 3.15m high

and 15380 linear meter in total length were placed at the bridge section; 43 sound barriers

of 3m high and 12096 linear meter in total length at the subgrade; 1 sound barrier of 7m

of 380 linear meter at the subgrade section. 132 sound proof ventilation windows of

107550m2.

4. In combination with the vibration estimation and measurement utilizatioin, 1194

households at the sensitive points were resettled.

5. The noise environment protection investment was 270.187 million RMB�

8 Environment Vibration Impact Assessment

8.1 General

Following the project openning, the train wheels and steel rail generated the collision

vibration, which transferred from rail sleepers and bedding to the subground, then to the

ground surface, vibration disturance produced to the surroundings and the residential

houses and schools along the route, having a bad impact on the life, study and rest. That

vibration of the train will be the major environmental vibration source.

In addition, a temporary vibration interference will be generated by the subgrade filling,

site excavation, bridge foundation, pier and abutment building, tunnel blasting and the

like during the construction period.

8.2 The Current Status Assessment on Environment Vibration

8.2.1 The Current Status Investigation on Environment Vibration

The proposed railway will go through Helongjiang Province, Ha’erbing and Jimusi. The

areas along the route are mostly residential environment for cities, villages and towns.

The current status investigation and research indicated that there were 88 environment

vibration protection objects, of which, 7 schools with the structure of Class II and III;

some of sensitive points affected by the old railway with a higher vibration grade; other

points’ main vibration sources were social life induced vibration with a lower grade.

8.2.2 Current Status Monitoring I. Monitoring Methods

The environment vibration measuring was carried out according to GB10071-88�Urban

Area Environment Vibration Measuring Methods�

In the old railway section, measurement was done by the method of “railway vibration”,

that is “read the biggest indicated number of each train passing through, 20 trains should

be measured in succession at each point, the arithmetic average of 20 readings would be

the assessment value.”

Other pointing(areas without the passing-by train) were measured by “inregular

vibration” method for the urban area, that is each continuous measurement should last for

no less than 1000s, sampling interval 0.1s, reading accumulation Z percentage vibration

grade, using VLz10 as assessment value.

Measuring points were arranged at the flat and firm ground no more than 0.5m away

outside the building or at the floor conter of the inside the building.

II. Measuring Unit

The measurement was performed by the Central Laboratory of No.3 Railway

Investigation and Design Institute Group, having the measurement qualification

certificate No. 2009001162N of P.R.China.

III. Measuring Apparatus

AWA6256B environment vibration grade analyser was used. To ensure the measurement

accuracy, the apparatus had a self-correction before the inspection and check, up to the

requirement the measure technology requirement.

IV. Measuring

Measurement was scheduled in April of 2010.

8.2.3 Current Measuring Point Arrangement

The sensitive point distribution method was adopted to place the survey points at each

sensitive object, all at 30m to the old railway or proposed railway and at the flat and firm

ground no more than 0.5m away outside the first row of the buildings.

33 survey section, 135 point were arranged as shown in the appendix drawings.

8.2.4 The Current Monitoring Results and Assessment

The current monitoring result and assessment are as shown in the Annex 7.

The current status survey results indicated:

The sound grade of part of the sensitive points of 44 along the project were over standard

due to the impact of the old railway in the day and evening, the other 44 points were

majorly impactd by the social life noise.

The relative parameters of the old railway operation are shown in the table 6-1-

Table 6-2 Current Train Pair Unit� pair/day

Railway Section Ordidary Goods Train

Ordidary

Passenger

Train

Tractive TypeFreight Train Tractive

Mass t

Ha’erbing Hub 12 38.5 Electrified 5000

Jiamusi Hub 31 43.5 Electrified 5000

I. Sensitive Points Affected by the Old Railways

The sound grades at 30m to the old outer rail central line were 60.9�67.8dBA and

58.4�68.4dBA in the day and night, up to the standards of Day 70dBA and Night 70dBA

set in the GB12525-90�Railway Boundry Noise Limits and Measuring Methods�.

II. Other Sensive Points

No obvious vibration source at the present status, mainly from the human activity impact,

the current vibration grade of VLZ10 value is 49.0�57.0dB and 43.1�52.0dB in the day

and evening, up to the requirement of 70 dB and 67 dB in the day and night set in

�Urban Area Environment Vibration Standards��GB10070-88�

8.3 Environment Vibration Impact Asessment during the

Operation Period

8.3.1 Estimation Methods

The vibration source strength and transmitting rules are affected by quite many factors.

Generally, land form, land feature, geological condition and some man-made structures

should all place a special impact on the sound generation and spreading. Therefore, the

sound generation and spreading could show their own characters under some actual

circumstance.

The vibration assessment estimation mode was according to the fomula recommended in

Rail Docu.No.44, 2010�Railway Construction Project Environment Impact Assessment,

Noise Vibration Source Intensity Value-taken and Treatment Priciple Guidance and

Proposals ��revised in 2010�.

i. Vibration Estimation Fomula Selection

Railway environment vibrationVLz estimation calculation fomula is as follow:

( )∑=

+=n

iiiZ CVL

nVL

1,0Z

1

Where:

VLZ0,i—— vibration source intensity, the maximum grade Z vibration at the train

passing through, dB

Ci —— vibration correction item of the train of No.i, dB�

n —— numbers of the trains passing by

Vibration correction item Ci is calculated by Ci = CV + CW + CL + CR+ CH + CG +

CD�CB

In fomular: CV—— velocity, dB�

CW——axle weight correction, dB

CL—— line kind correction, dB�

CR—— rail type correction, dB

CH—— Bridge height correction, dB

CG—— Geological correction, dB�

CD—— distance correction, dB�

CB—— building type correction, dB

II. Fomula Parameter Determination

1� Vibration Source IntensityVLzo

The train vibration source strength in the Assessment was determined in accordance with

the Rail Docu.No.44, 2010�Railway Construction Project Environment Impact

Assessment, Noise Vibration Source Intensity Value-taken and Treatment Priciple

Guidance and Proposals ��revised in 2010�as shown in the tables 7-3-1�7-3-2�7-3-3

below:

Table 8-1 Passenger Train Vibration Intensity at 160km/h or below

Speed(km/h)Source

Intensity(dB)

Line

Condition

Geological

Condition

Axle

Weight

Reference

Point

Location

Correction

Value

50~70 76.5

80~110 77.0

120 77.5

130 78.0

140 78.5

Railway of

Grade�, seamless, rail

of 60kg/m, rail

surface in

good

condition,

concrete rail

sleeper, road

bedding with

slug, straight

subgrade line

Alluviation

Layer 21t

30m to the

training

moving line

central line

Deducting

3dB from the

source

strength for

the strength

value at the

bridge line

Table 8-2 Ordinary Goods Train Vibration Source Intensity

Source Intensity(dB Speed(km/h)

Subgrade Bridge Line Condition

Geological

Condition

Axle

Weight

Reference

Point

Location

50 78.5 75.5

60 79.0 76.0

70 79.5 76.5

80 80.0 77.0

Railway Class�, seamless, seamless

steel 60kg/m, rail

surface condition,

concrete rail sleeper,

rail bed with

slug�straight line,

low sub-grade or

bridge of 11min

height

Alluviation

Layer 21t

On the

ground

30m to the

outer train

line center

Table 8-3 Motor Train Group Train Vibration Source Intensity

Subgrade

Route Bridge Route

without

switch

with

switch

without

switch

with

switch

160 70.0 76.0 66.0 67.5

170 70.5 76.5 66.5 68

180 71.0 77.0 67.0 69.0

190 71.5 77.5 67.5 69.5

200 72.0 78.0 68.0 70.5

210 72.5 78.5 68.5 71.5

Motor Train Group

220 73.0 79.0 69.0 72.5

Railway Class�, seamless, seamless

steel 60kg/m, rail

surface condition,

concrete rail sleeper,

rail bed with

slug�straight line,

low sub-grade or

bridge of 11min

height, on the

ground 30m to the

outer train line

center, alluviation

Layer�axle weight

of 16t

230 73.5 79.5 69.5 73.5

240 74.0 80.0 70.0 74.0

250 74.5 80.5 70.5 74.5

III. Estimation Technological Conditions

Rail

The main rail adopted the interval seamless line of 60kg�m. The rail structures were

dominated by the rail with the � at Ha’erbing and Jiamusi and the slab-rail without the

�at the interval sections.

Train Travelling Speed

The actual travelling speed at each estimating point was calculated and determined by the

train type and train traction.

Locomotive Train Conditions

The electric locomotive traction mass was 5000t, the passenger trains were hauled by the

locomotive SS4.

D. Traffic Flow Distribution

The passenger and freight train paires were as in the table 7-3-4 below.

Table 7-3-4 Estimated Annual Train Pair Unit: pair/day

2020 2030

Motor Train

Group

Motor Train

Group

Section Ordinary

Goods

Train

Ordinary

Passenger

Train 8 in a

group

16 in

a

group

Ordinary

Goods

Train

Ordinary

Passenger

Train 8 in a

group

16 in

a

group

Ha’erbing-Taiping

Bridge 8 6 56 29 8 6 69 43

Taiping Bridge- 0 0 56 29 0 0 69 43

Jiamusi

Jiamusi Jiamusi 20 44 0 29 28 50 0 43

III. The Vibration Estimation Results and Assessment at Grade Z

The vibration impact estimation results at Grade Z at each sensitive point during the

operation period were as in the Annex 8.

The estimation results indicated:

1�The evaluation values of Grade Z at the survey point 50 within 30m to the outer rail

were 70.1-81.9db and 70.1-82.7db in the day and evening. 6 points were over 80dB in the

day, 1.0-1.9dB higher; 11 points were over 80dB at night, 0.8-2.7dB higher.

2�The evaluation values of Grade Z at the survey point 85 within 30m to the outer rail

were 52.9-77.2db and 53.5-77.9db in the day and evening, all meeting the standard

requirement of 80db “on the both sides of the rainway trunk” of GB10070-88

3� In the long run, due the unchanged train types and speed and only increased traffic

flow, it was estimated that the vibration estimation should have not much difference from

the one in 2020, generally 0.2~0.4 dB higher.

Estimated statistic results were as in the table 7-3-6 below:

Table 8-4 Estimated Statistic Results

Monitoring

Value�dB�Over

80�dB�Value Over 80�dB�pointsMeasuring

Point

Location

Estimated

Measuring

Point

Numbers Day Night Day Night Day Night

Within 30m 50 70.1-81.9 70.1-82.7 1-1.9 0.8-2.7 6 11

Beyond

30m 85 52.9-77.2 53.5-77.9 0-0 0-0 0 0

8.3.2 Vibration Distance Estimation up to the Standards

For the sake of the plan and control, the vibration estimation values at the different

distances and route types, and the vibration distance up to the standards were given as in

the table 7-3-7 below:

Table 8-5 Railway Vibration Criteria Distance

Speed �km/h�Estimated

Value�dB�

Section Goods

Train

Motor

Train

Group

Passenger

Train

Track

Condition

Geological

Condition

Line

Condition 15m20m30m60m

Distance up

to the

criteria�m�

Sub-

grade�6m�79.578.376.570.5 15 Ha’erbing-Taiping

Bridge 60 120 100 with slug

Alluviation

Layer Bridge�11m� 72.3 71.1 69.3 63.3 4

Sub-

grade�6m�76.5 75.3 73.5 67.5 7Taiping Bridge-

Jiamusi / 230 /

without

slug

Alluviation

Layer Bridge�11m� 72.5 71.3 69.5 63.5 4

Sub-

grade�6m�80.8 79.5 77.8 71.7 19

Jiamusi�Jiamusi� 60 120 100 with slugAlluviation

Layer Bridge�11m� 75.6 74.3 72.6 66.5 7

Note: The distance up to the criterial is for the outside.

Indicated by the data in the table 7-3-7, the vibration impact range was larger at the sub-

grade line than the bridge line.

8.4 Vibration Mitigation Measurements and Proposals

To meet the environmental vibration requirement, the following measures were proposed

to decrease the impact of train vibration on the environmental vibration in combination

with estimation evaluation results and on the principles of the technological feasibility

and the economica reasonableness.

8.4.1 City and Town Schem, Control and Management

In order to mostly alleviate the railway construction impact on the environmental

vibration, it was suggested that the government divisions of planning, construction and

environmental protection should delimit a certain range of the buffer zone of no new

construction of the vibration sensitve buildings as the residential houses, schools and

hospitals within 30m along the both sides of the railway, taking into consideration of the

fact of a higher vibration level along the both sides of the railway while making a plan for

the land management.

8.4.2 Source Strength Control

It was proposed that a regular polishing of the overall rail should be arranged to eliminate

the wear and reduce the unevenness between the wheels and rails after the opening of the

project, a regular wheel rounding to improve the vibration due the irregular wheel. With

the development of our railway transportation, locomotive and vehicle manufacture

industry, rail conditions have upgraded, the old trains will be replaced by the new, the

nationaliztion and popularity of the large machinery like the rail polishing will benefit the

vibration impact.

8.4.3 Vibration Control Measurements

The resettlement was decided to the control the vibration impact at the points with the

values over 80db after the construction.

In this assessment, 438 points along the railway were resettled in view of the noise

protection measurements. The investment induced was listed in the noise protection cost

to reduce the impact of railway vibration on the resident life, referring to the Annex 9.

8.5 Vibration Environment Impact Analysis during the

Construction Period

8.5.1 Construction Period Vibration Pullution Source Anaysis

The vibration pollution source was mainly the construction machinery working vibration

largely from pile drilling, hole boring, road(earth)compaction, raming and heavey

transportation vehicles moving, such as jumbo excavator(earth digging), air compactor,

hole driller, pile driller, vibrating raming machines and so on.

The project is newly built. The construction vibration control is focus on the rural

residents concentrated area close to the alignment and stations .

The constrution and blasting works in the construction period should also place an

vibration impact on the nearby sensitive points.

8.5.2 Construction Machinery Equipment Vibration Strength

The table 7-5-1 is mainly for the construction machinery vibration values. It is shown that

the pile driver produced the maximum vibration strength among those listed; the

vibration declined with the increase of the machines distance; With the exception of the

high vibration machines, other equipment vibration are arrange within 25�30m, up to the

environment standard in “mixed area”.

Table 7-5-1 Construction Mechinery Equipment Vibration Value

�VLz�dB�

Distance to Vibration Source�m�Construction

Machinery 5 10 20 30

Dissel Pile

Driver 104 ~ 106 98 ~ 99 88 ~ 92 83 ~ 88

Vibrating Pile

Hammer 100 93 86 83

Pneumatic

Hammer 88 ~ 92 83 ~ 85 78 73 ~ 75

Excavator 82 ~ 94 78 ~ 80 74 ~ 76 69 ~ 71

Compactor 86 82 77 71

Pneumatic

Pressor 84 ~ 86 81 74 ~ 78 70 ~ 76

Bulldozer 83 79 74 69

Heavy Goods

Train 80 ~ 82 74 ~ 76 69 ~ 71 64 ~ 66

8.5.3 Construction Vibration Control Measurements

In order to reduce the vibration to the minimum extent during the construction of the

project, the following effective measurements:

1� Logical Arrangement of the Site

The scientific site arrangement is the critical way to reduce the construction vibration.

The relation between the site arrangement and environment should be properly

considered while ensuring the construction work.

�1�Choosing the position with less environment requirement as the fixed manufacture

work site, take the girder making for instance, to avoid to be close to the sensitive

areas(points) like the residentia houses;

�2�Keeping the road for the construction vehicles, especially the heavy transportation

away the vibration sensitive areas;

�3�Trying to arrange the vibration-generated construction equipment 30m away from

the vibration sensitive area to avoid the interruption to the surrounding environment;

�4�No use of the machines with high vibration, such as the pile driver, road compactor

of raming type at the sensive construction sections as the residential areas in the evening;

2� Scientific Management, Propoganda and Civilized Construction

Under the circumstance of the construction progress, making a logical construction

schedule and the scientific management; The proper propoganda should be carried out for

the impact to the surrounding environment even with some correpondent control

measurement and stradegies because of the technology conditions and concrete

environment limit at the construction sites. To increase the residents’ mental tolerance to

the bad impact, reinforce the education on the environment protection awareness of

workers, initialize the consciousness of the civilized construction to alleviate the

construction vibration due to the man-made reasons.

3� The explosion design staff should decide the allowed safe vibration speed by the

controlling standard and calculate the controlled dynamite amount each time according to

the actual conditions of the buildings at the explosive areas and the sensitive areas(

points). The largest dynamite amount should be under a strict control at the construction

blasting, making a rational blasting sequence to ensure the ground equipment safety; the

explosive time should be properly selected to minimize the impact on the residents; the

efficient propoganda and safety measurement pre-scheme should be done ahead of the

explosion each time to each time to lessen or eliminate the residents’ psychological panic

and the necessary safety protection measurements.

4�In order to make an effective control of the construction vibration impact on the

resident living environment, the environmental management should be emphasized

besides the performance of the controlling measures.The construction units should accept

willingly the supervision and management of the environment department in accordance

with the relative laws, rules and regulations of the state and cities along the project.

8.6 Summary

1�Affected by the old railway, the average values of current vibration grade Vlzmax

within 30m were 73.1 dB�84.1dB and 74.3 dB�84.3dB in the day and evening. 12

points were over 80db in the day, 0.1�4.1db higher; 12 points were over 80db,

0.4�4.4db higher. Within 30m and beyond were 57.0�78.6dB and 57.3�78.9dB in he

day and evening, all points in the day and evening were up to the standard value of 80db

at “boths sides of the railway truck” of GB10070-88. No obvious vibration sources at the

current stage, mainly the man-made acitivities. The VLZ10 value of the current vibration

grade were 49.0�57.0dB and 43.1�52.0dB in the day and evening, up to the requirement

of 70 dB and 67 dB in the day and evening set in �Urban Area Environment Vibration

Standards��GB10070-88�

2�The evaluation values of Grade Z at the survey point 50 within 30m to the outer rail

were 70.1-81.9db and 70.1-82.7db in the day and evening. 6 points were over 80db in the

day, 1.0-1.9db higher; 11 points were over 80db, 0.8-2.7db higher. The evaluation values

of Grade Z at the survey point 85 within 30m to the outer rail and beyond were 52.9-

77.2db and 53.5-77.9db in the day and evening, all meeting the standard requirement of

80db “on the both sides of the rainway trunk” of GB10070-88.

3�In this assessment, 438 points along the railway were resettled in view of the noise

protection measurements. The investment induced was listed in the noise protection cost

to reduce the impact of railway vibration on the resident life.

4�It was suggested that the government divisions of planning, construction and

environmental protection should delimit a certain range of the buffer zone of no new

construction of the vibration sensitve buildings as the residential houses, schools and

hospitals within 30m along the both sides of the railway, taking into consideration of the

fact of a higher vibration level along the both sides of the railway while making a plan for

the land management.

5�The construction sequence should be logical arranged due to the vibration impact from

some of the construction machinery on the surrounding environment during the

construction period. Also, it is quite necessary and effective to take the protection

measures and increase the environmental awareness of the construction staff to decrease

the environment vibration impact, which would vanish after the completion of the

construction, during the construction period.