1. (E2646V1)Introduction1.1. 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.

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 11 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

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 21 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 of relevant environmental protection rules and regulations. The environmental impact assessment document must assess the pollution the project is likely to produce and its impact on the environment, 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 to the environmental protection administration authorities for approval following specified procedure.”

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

· EIA is prepared according to relevant laws/regulations and technical guidelines.

· Mitigation measures are developed in an EMP, incorporated into project design, and are to be implemented and supervised during construction.

· Final acceptance inspection will be carried out before commissioning.

Environmental Impact Assessment Law

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

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

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

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

· A full EIA report is prepared, and approved by Ministry of Environmental Protection.

· A dedicated Water and Soil Conservation Plan is developed and approved by water resources authorities.

Notice on Strengthening EIA Management for Construction Projects Funded by Loans from International Financial Institutions

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

· EIA and EMP are prepared in compliance with World Bank OP4.01 and in consideration of World Bank Safeguards.

Environmental Protection Management Regulations for Transport 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, the project proponent shall submit application for acceptance inspection to the environmental protection authority which had originally reviewed and approved the environmental impact assessment documents.”

· Mitigation measures are developed in the EMP and incorporated into project design, and are to be implemented and supervised during construction.

· Final acceptance inspection will be carried out by MEP before commissioning.

Solid Waste Pollution Prevention 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 and other 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 of the project and shall utilize or dispose of the solid waste in accordance with the requirement stipulated by the relevant administrative department in charge of environmental sanitation.”

· A Water and Soil Conservation Plan is developed, and incorporated into EMP and contracts for implementation

· Waste will be recycled or properly disposed of in preselected and approved disposal sites with a re-vegetation plan.

Water Pollution Prevention and Control Law

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

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

· Mitigation measures regarding waste management are built into the EMP.

· The alignment is carefully chosen to avoid drinking water resource protection areas.

Forestry Law

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

· The alignment is designed with tunnel-bridge-tunnel scheme to minimize occupation of forestry land.

· Legal procedures will be followed for land acquisition and compensation for restoration.

Wildlife Protection Law

“The State protects wildlife and its habitats. It is forbidden for any one to illegally hunt or destruct wildlife habitats.”

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

· Alignment is carefully chosen to avoid protected natural habitats

· Tunnel-bridge-tunnel scheme is adopted to minimize fragmentation impacts.

· Potential impact is thoroughly addressed in the EIA, and necessary mitigation measures are developed in the EMP.

Wild Plants Protection Regulations

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

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

· Alignment is carefully chosen to avoid protected natural reserves.

· Protected wild plants are identified and protection measures developed

Nature Reserve Protection Regulations

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

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

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

· Alignment is carefully chosen to avoid protected natural reserves

· For un-avoidable reserves, alignment is arranged in Experimental Zone using tunnel scheme to minimize impact

· Other necessary measures are developed in EMP

Scenic Area Management Regulations

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

· Alignment is carefully chosen to avoid scenic areas as much as possible

· For un-avoidable scenic areas, alignment is arranged to avoid main scenic spots

· Greening plan and special design of stations are developed to be harmonious with the landscape

Water and Soil Conservation Law

“In the construction of a rai1way, highway or waterway project, the disturbance of vegetation shall be minimized; waste sand, rocks and earth thus created must be disposed of in an area specially designated for the purpose, and shall not be dumped out into any river, lake, reservoir or any ditch or canal other than the specially designated area; slope protection must be built or other land management measures adopted on hill-slopes within the frontage of the railway and highway; 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 waste sand, rock and earth, in order to prevent soil erosion. ”

· A Water and Soil Conservation Plan is developed, and incorporated into EMP and contracts for implementation

Urban Old and Famous Trees Management Method

“No units or individuals shall, for any reason or by any means, fell old and famous trees or transplant old and famous trees without approval….If for special need that the Class 2 old and famous trees should be transplanted, it should, after being examined and approved by the urban greening authorities, be submitted to the provincial construction authorities for approval; the transplanting of Class 1 ancient and famous trees should be examined by the provincial construction authorities and be submitted to the provincial government for approval….”

· Alternative alignment is studied to avoid old and famous trees to the extent possible

· Un-avoidable trees will be relocated following applicable legal procedures

Notice on Strengthening National Green Corridor Construction by State Council

“Green Corridor Construction is a major part of national greening campaign, and its main objective 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 water resources facilities, and be designed, implemented and finally accepted prior to commission at same time with main projects”

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

· Extensive greening plan is designed along the railway line following relevant technical guidelines

Cultural Property Law

“For large scale infrastructure projects, project proponent shall submit application to provincial and municipal cultural property management authorities which will organize specialized institutes to conduct archeological survey and investigation within the project scope.”

“During project construction or agricultural activities, if cultural relic is found, one should immediately stop to protect the site, and report to local cultural property authorities. When a cultural authority receives such reporting, it shall, under normal situation, visit the site within 24 hours and provide decision within 7 days. The cultural property authority can report to local government to mobilize police department to protect the site. Chance find of important cultural relics shall be immediately reported to national cultural property administration which shall issue decision within 15 days since receipt of such reporting.”

· Cultural property survey along the whole line has been conducted by licensed archeological institutes.

· Alignment is fine-tuned to avoid existing cultural relics sites

· Chance-find procedure will be strictly followed.

Notice on Strengthening Noise Pollution Control of Railway

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

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

· Noise impact is thoroughly assessed following EIA technical guidelines

· Noise mitigation measures (noise barriers, sound-insulation windows, seamless rail, noise damping system etc.) are designed to mitigate noise impact

2.3 2.4 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 22: 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.

2.5 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.

2.5.1 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 23: Environmental Factors and Assessment Scope and Grade

Environmental factors

Assessment Grade

Assessment Scope

Ecological environment

I

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.

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

I

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

Electromagnetic frequency

N/A

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

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.

Water environment

III

Wastewater discharge outlets at stations along the railway line

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

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

Atmospheric environmental

III

Chimney emission outlet of new boiler in railway stations.

Area with 50m from the construction site.

Solid waste

N/A

Solid waste generated during construction stage.

Solid waste generated from railway operation.

2.5.2 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 Criteria

Applicable Area/Subject

Environmental Quality Standard

Acoustic

GB3096-2008

Acoustic Environment Quality Standard

Zone 2-daytime 60dBA，night time 50dBA

60m and beyond from the center lines of the outer rails.

School and hospital within assessment scope

Zone 4-daytime 70dBA，night time 55dBA

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

Vibration

GB10070-88

Environmental Vibration Standards for Urban Area

Daytime: 80dB;

Night time: 80dB

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

Water

GB3838-2002

Surface Water Environment Quality Standard

Class III~V water body standards

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

Ambient Air

GB3095-1996

Ambient Air Quality Standard and its amendment

Class II

Entire alignment

Discharge Standard

Noise

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

GB12523-2008

GB12524-90

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

Wastewater

GB8978-1996

《Comprehensive Wastewater Discharge Standards》

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

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

Electromagnetic

GB8702-88

Regulations for Electromagnetic Radiation Protection

4kV/m

0.1mT

Be healthy to human body

/

CCIR Recommended Methodology

Signal-to-noise ratio not less than 35dB

Radio television reception for inhabitants

Ambient air

GB13271-2001

Pollutants Emission Standard for Boiler

Zone 2, Time II

Railway station

3. Project Description and Engineering Analysis

3

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 31: 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

2.

3.1.1 Project Contents and Scale

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

Table 32 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

Station

Renovation

station

1

New

station

8

Relocation

station

1

Subgrade

Backfill

104m3

1437.24

Excavation

104m3

2674.54

Ancillary

facilities

Mortar rubble

104m3

246626

Civil grill

m2

5028924

Bridge and viaduct

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

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 33 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 34 Environmental Screening

Stage

Activities

Significance

Ecological Environment

Physic-Chemical Environment

Social Economic Environment

landform

Vegetation

Soil conservati

irrigation

Sewer

Surface water

Acoustic

Vibration

Electromagnetic

Ambient air

Livelihood

Agricultur

Forestry

Local economy

Ground traffic

Waterway traffic

Tourism landscape

Significance

Ⅰ

Ⅰ

Ⅰ

Ⅱ

Ⅱ

Ⅱ

Ⅰ

Ⅰ

Ⅰ

Ⅲ

Ⅰ

Ⅰ

Ⅰ

Ⅱ

Ⅱ

Ⅱ

Construction Stage

Land take and resettle

Ⅱ

-S

-S

-S

-M

-M

-M

Build access road / temp works

Ⅱ

-L

-L

-L

-M

-M

-M

-M

-S

-M

-M

-M

-S

Material storage and hauling

Ⅱ

-M

-S

-M

-M

+M

-S

-M

Subgrage earth stone works

Ⅰ

-L

-L

-L

-M

-M

-M

-M

-M

-M

-M

-M

-S

Bridge / viaduct

Ⅱ

-M

-M

-M

-M

-M

-M

Subgrade protection

Ⅰ

+M

+L

+S

+S

+M

+M

+M

House building

Ⅲ

+S

-S

-S

Greening and reclaimation

Ⅰ

+L

+L

+L

+S

+S

+S

+M

+M

Spoils disposal

Ⅱ

-M

-M

-M

-S

-S

-S

-S

-S

Camp

Ⅲ

-S

-S

-S

+S

Operation Stage

Train running

Ⅰ

-L

-L

-L

-S

+M

Station

Ⅰ

-M

-M

-M

+L

+L

+L

Train preparation

Ⅲ

-S

-S

-S

-S

Domestic waste

Ⅲ

-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 41 General Alignment Comparison of the HaJia Line

Table 41 Comparison of Four General Alignments

Scheme

Advantage

Disadvantage

Songhua River South Scheme

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 industrial planning requirement of Heilongjiang Province.

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

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

6. Few major projects along the line, which is easier for construction.

1. The line will cross Tongsan Highway for four times.

2. The introduction of Harbin Hub will cause large scale house demolition project.

Songhua River North Scheme

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

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

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

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

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

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

3. The line crosses Songhua River.

Songhua River North Existing Passage Scheme

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

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

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

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

2. The orientation of the line is not in accordance with the industrial planning of Heilongjiang Province.

3. The main economic development areas in the service scope of the line are overlapped with those along HaJia Line, which doesn’t help the development of other cities.

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

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

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

Songhua River North Straighten-

ing Scheme

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

1. The line passes by few economic development areas, which is not helpful for attracting passengers and developing local economy.

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

3. The line will cross Songhua River twice and most of the line will cross forests and mountains. There are many major projects such as bridges and tunnels.

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

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

6. The route of the line is not in accordance with the industrial planning 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 42 Comparison of East Jiamusi Station

Scheme

Scheme of East Jiamusi Technical Operation Station

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

Scheme of new South Jiamusi Technical Operation 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 occupied land and vegetation

Farmland vegetation

Farmland vegetation

Farmland vegetation

Compliance with planning

1.The north loop line is in accordance with the overall planning of the city and meets the local requirement of operation in short term and long term.

2.The station is close to the city. The fetch/load operation on dedicated line is in short distance.

3.The north loop line for freight wagons crosses the city and causes a large scale house demolition project and have big impact on the existing enterprises and residents along the line.

4.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.

1.The line is in accordance with the overall planning of the city and meets the local requirement of operation in short term and long term.

2.The station is close to the existing line and so can well use the existing railway land. The planned freight yard can use the free space between tatinium sponge factory and the highway. MuJia New Passage crosses the planned yard. Here the concentration of the railway infrastructure helps to reduce the area of occupied land to minimum. The north loop line for freight wagons is in coordination with the planning of city, reduce the scale of house demolition project and avoid the interference with the new parking yard.

1. The line is in accordance with the overall planning of the city and meets the local requirement of operation in short term and long term.

2. The north loop line for freight wagons is in coordination with the planning of city, reduce the scale of house demolition project and avoid the interference with the new parking yard.

3.The existing tracks and equipment of East Jiamusi Station can be kept and used for the local industrial station.

4. The station is far from city, so the planned freight transport will be in long distance.

Evaluation of impact on environment

This scheme requires more occupied land and earthworks, which has bigger impact on environment and water and soil conservation.

This scheme requires minimum occupied land and earthworks, which has minimum impact on environment and water and soil conservation.

This scheme requires maximum occupied land and earthworks, which has maximum impact on environment and water and soil conservation.

Figure 42 Access to existing Jiamusi Station Scheme (Recommended)

Figure 43 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 44 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 43 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-Nancha

325

361

330

309

298

287

341

298

362

388

427

453

Nancha-Jiamusi

235

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

Sections

Passenger flow density (10,000 people)

Year 2020

Year 2030

Total

Intercity

Long distance

Total

Intercity

Long distance

Harbin-Binxian

1717

837

880

2328

1039

1289

Binxian-Fangzheng

1635

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 45 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 46 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 47 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 48 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 49 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

3.

4.

5.

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.

Figur