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