World Bank Financed

World Bank Financed

E884VOL. 2

ZheGanLine Railway Electrification Speedup

Renovation Project

Environmental Impact Assessment

EnvironmentalImpact Report

(3rd Edition)

Beijing OASIS Environment Protection Technology CO, Ltd

Second Railways Survey & Design Institute

January, 2004 Chengdu

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Table of Contents

1. General ......................................... 1

1.1 Project Background ......................................... I

1.2 Basis .................................................. 2

1.3 Rating of evaluation .4

1.4 Assessment factor .4

1.5 Scope of assessment.5

1.6 Evaluation period .6

1.7 Evaluation Criterion.6

2. Project Description . . . 1 3

2.1 Overview of existing project .1 3

2.2 Newly built works .1 5

3. Evaluation on general situation of the environment . . .2 2

3.1 General situation of the natural environment ...................................... 2 2

3.2 Natural reserves and key points of interest.2 3

3.3 General situation of the ecological environment .................................. 2 3

3.4 Noise ......................................... . . . 2 8

3.5 Present Status of Water Environmental Quality ...................................... 102

3.6 Ambient Air Quality ...................................... 113

3.7 Electromagnetic Environment ........... ........................... 118

3.8 Underground water resources .......... ............................ 128

3.9 Engineering geology ...................................... 129

3.10 Unfavorable geology ......................................................... 129

3.11 Soil and water loss ......................................................... 130

3.12 Present situation of social environment .................................................. 136

4. Environment impact assessment and environment protection measures .......... 141

4.1 Environment impact assessment and environment protection measures. 141

4.2 Soil and water loss ......................................................... 168

4.3 Forecast on influence of acoustic environment and mitigation measures 192

4.4 Assessment of the Impact on Aquatic Environment and Protection

Measures ......................................................... 255

4.5 Air quality .296

4.6 Electromagnetic environment .302

4.7 Solid waste .314

4.8 Social impact analysis .316

4.9 Landscape Impacts and Mitigation Measures .324

5. Alternative Proposal .. 326

5.1 Comparison of railway proposals (alternative proposal) .326

5.2 Comparisons of the railway and highways (alternative railway proposal)

327

5.3 Comparison of local route-selection proposals .329

6. Environment Management, Supervision and Monitoring Schedules... 340

6.1 Environment management organizations .340

6.2 Environmental supervision plan .347

6.3 Environment Monitoring Plan .349

6.4 Personnel training ............................................... 358

7. Public participation ............................................. 360

7.1 Overview .360

7.2 Composition of Public Participation .360

7.3 Public opinion .361

7.4 Opinions from local governments and experts .368

7.5 Summary .369

7.6 Feedback and practice of public participation information .369

7.7 Information Disclosure .369

8. Conclusion ............................................. 373

8.1 Rationality of Line Selection ............................................... 373

8.2 Assessment Conclusion of Present Environment Status ......................... 373

8.3 Assessment Conclusion of Environment Impact .................................... 374

8.4 Estimated Investment on Environment Protection .380

EA Report on Reconstructed Zhejiang-Jiangxi Railway Electrification Speedup Renovation Project

1. General

1.1 Project Background

The ZheGanLine Railway is a state-level main-line railway, and the most important,westward running artery that runs east-to-west to the south of Yangtze River. The lineis an important component of a multidirectional framework system, in which, 8 statetrunk lines going down from the north to the south and another 8 extending from theeast to the west. It is also an important component of an express passenger transportsystem of China, in which 4 lines going down from the north to the south and another4 extending from the east to the west. The two systems are also handle most part ofmaterial and personnel interchange in the regions of East, South and Southwest China.The ZheGanLine Railway, together with the Beijing to Kowloon Railway, forms thefastest and most convenient landway route between the Yangtze River Delta and thePearl River Delta.

The engineering feasibility study and preliminary design of the Project werecompleted in October, 2001 and November, 2003 respectively while the finalelaborative design of contraction drawing is expected to be finished by April, 2004.The environmental impact assessment of electrification speedup renovation project forreconstructed Zhejiang - Jiangxi Railway is presided over by China Academy ofRailway Sciences(CARS) and compiled by Second Railways Survey & DesignInstitute (SSDI). The evaluation group submitted the outline of environmental impactassessment in April, 2002 and it was reviewed and approved by SEPA on May 28,2002. In Dec., 2002, the Environmental Impact Report was completed and passed thereview performed by SEPA on Jan 26 and 27, 2003. Because of changes in technicalnorms and part of line proposal of the project, the revised environmental impactassessment report was worked out in Nov., 2003 and reviewed and approved by SEPAon Dec. 6 and 7, 2003. EA Unit furnished to the World Bank the first edition of theReport in May, 2003. It passed the pre-evaluation by the delegation of the World Bankin June, 2003. EA Unit amended the report and presented the second edition in Nov.,2003 according to the changes in technical norms and part of line proposal for theProject. It again passed the pre-evaluation of the delegation of the World Bank. Basedupon the memorandum for the pre-evaluation, the third edition of the Report andcompilation of Environmental Management Plan and summary on EnvironmentalImpact were amended and completed by EA Unit in Dec., 2003.

This Project is a renovation to the existing railway. Part of sections on the railway wasrenovated and rebuilt due to updated technical norms. The renovation in this Projectwill lead to such problems as noises increase, land occupation, interference withbiological system, division of community, soil and water loss and resettlement.Therefore, it belongs to a construction project, Category A.

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1.2 Basis

In the process of preparation of environmental impact assessment document, relevantdomestic laws, regulations and environmental impact assessment guide rule as well as

safety policies issued by the World Bank all serve as the basis of compilation, which

are listed as followed:

1) Environmental Protection Law of the People's Republic of China;

2) Environmental Impact Evaluation Law of the People 's Republic of China;

3) Law of the People's Republic of China on Water and Soil Conservation;

4) Law of the People's Republic of China on Prevention and Control of PollutionFrom Environmental Noise;

5) Law of the People's Republic of China on the Prevention and Control ofAtmospheric Pollution;

6) Law of the People's Republic of China on Prevention and Control of WaterPollution;

7) Law of the People's Republic of China on the Prevention and Control of

Environmental Pollution by Solid Waste;

8) Forestry Law of the People's Republic of China;

9) Law of the People's Republic of China on the Protection of Cultural Relics;

10) Decree of Agricultural Land Protection

11) State Council Order No. 253; Ordinance of Environmental Managementfor the

Construction Projects;

12) State Environmental Protection Administration of China Order No. 18;

Environmental Proteclion Management Procedures for ElectromagneticRadiation

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13) State Council Document GF [2000] No.31; "State Council s CirculationConcerning Further Advancement of the Nation-wide Construction ofEnvironmentally-Friendly Routeways. "

14) State Environmental Protection Administration of China Document GHF [2001]No.108; "Circulation Concerning the Strengthening of Prevention and Controlof Pollution From Environmental Noise on Railways. "

15) Circulation on Strengthening EIA for Construction Projects ReceivingInternational Financing

16) Comments Made by Zhejiang Province on the implementation of ManagementRules on Environmental Protection of Construction Projects;

17) Environmental Protection Regulation for Construction Project of JiangxiProvince;

18) Environmental Pollution Prevention Regulation of Jiangxi Province;

19) Environmental Protection Regulation of Hunan Province;

20) Environmental Protection and Control Regulation for Construction Project ofHunan Province

21) Ministry of Railways TJZ [1995] No.84; "Notice Concerning the Issuance ofManagement Procedures for Environmental Impact Assessment of RailwayConstruction Projects and Management Procedures for the "ThreeSimultaneous Actions to be Taken " During Railway Construction. "

22) Ministry of Railway TJZ [1997] No.46; "Notice Concerning the Issuance of the

Environmental Protection Regulations for Railways. "

23) Railroad Development Planning Commission TJ [2001] No.8; "Circulation of

the State Council s Notice Concerning Further Advancement of the Nation-wide

Construction of Environmentally-Friendly Routeway."

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24) Technical Guide Rule for Environmental Impact Assessment;

Among the 10 safety policies issued by the World Bank, Environmental Assessment

(OP/BP/GP4.01 and Appendix thereof), Environment Action Plan ( OP/BP/GP 4.02),

Natural Habitats (OP/BP/GP 4.04), Cultural Property (OP 4.11), Involuntary

Resettlement (OP/BP 4.12), Forestry ( OP/GP 4.36) are all taken as the initially

screened principle, and incorporated into the entire environmental assessment

procedure. The remaining policies of World Bank are not applied to the Project since

no reference is made to these stipulated clauses, which involve Pest Management

(OP4.09), Indigenous People (OD4.20), Safety of Dams (OP4.37), International

Waterways (OP7.50) and regions still in dispute (OP7.60).

1.3 Rating of evaluation

Emphases of assessment are put on ecological environment impact assessment,

acoustic, aquatic & electromagnetic environment and social environment.

Rating of major environmental element evaluation:

1) Ecological environment: Grade III.

2) Acoustic environment: Grade III

3) Surface water environment: Grade III

4) Electromagnetic environment: Grade II

5) Air environment: Close to Grade III.

1.4 Assessment factor

1) Ecological environment: Soil and water loss, agriculture ecological

environment.

2) Acoustic environment: Leq (A).

3) Surface water environment: PH, SS, COD, BOD5, petroleum products, LAS.

THE SECOND SURVER & DESIGN NSTITUTE 0P RAILWAYS


4) Electromagnetic environment: Signal-to-noise ratio(D/U).

5) Air environment: Smoke dust, SO2 , NOR, CO.

6) Solid waste: Rubbish from passenger train, production and household garbagein stations and railway division.

7) Social environment: Socioeconomic problems induced from land requisition &relocation, resident resettlement and railway construction.

1.5 Scope of assessment

This project evaluation involves a scope that covers electrification renovation to theexisting railway ranging from Hangzhou to Zhuzhou on the ZheGanLine Railway andYingtan, Nanchang, Zhuzhou Junction, as well as the existing main line (KO+0OO-K945+270.27). The total line is 941.759Km long.

Evaluation range of different environmental factors:

1) Ecological environment evaluation: 300m wide areas on both sides of therailway. Priority will be given to land for permanent and temporary use in thisproject.

2) Acoustic environment: Areas 120m off the centre line on both sides of therailway. Where sensitive receptors are set, the area can be expanded up to 200maccordingly.

3) Surface water environment: Areas that stretch 0.5Km in upper reaches and5Km in lower reaches of receiving body of water at drain in each railwaystation and section. In places of bridges across a river, the area shall be 200m inthe upper reaches and 1,OOOm in the lower reaches.

4) Electromagnetic environment: Residence area within 50m off both sides ofrailway.

5) Air environment: Trend analyses on impact, produced from discharged aircontaminants by traction locomotive along the railway, upon air environmenton both sides of the line.

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6) Social environment: Direct and indirect sphere of influence of the railway.

1.6 Evaluation period

Current situation: in the year of 2003

Construction period: 2003-2007, four years

Near term: 2011; Long term: 2016

1.7 Evaluation Criterion

The technical norms adopted in this evaluation have been confirmed by Departmentsof Environment Protection in Zhejiang, Jiangxi and Hunan Provinces. Refer to suchdocuments as Letter Regarding the Applicable Criterion for Environmental ImpactEvaluation of the Reconstructed ZheGanLine Railway Electrification SpeedupRenovation Project (within Zhejiang, Jiangxi, and Hunan Provinces). (Ref. No.

ZHJH[2002]Doc #118, GHH[2002]Doc #66, XHH[2002]Doc #69 ). The criterions are

summarized as follows:

1) Acoustic Environment

Refer to Table 1.7-1 for the acoustic environment standards used in Zhejiang, Jiangxi

and Hunan Provinces.

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Table 1.7-1 Standards for Environmental Noise

Unit: dBA

StandardValue

CA eType of Class ofSensitive catin of tie Name of Standard Standar Remarks

= Receptor ~Receptorsd

receptors dusd trcsRila ieEmission Standards And

Noiseo0m away from the Measurement Methods Ofsensitive central line of the Railway N oise O f 4 70 705 Resideptors outside tracks Boundary Alongside

receptors ~~~~~~~Railway Lines_____ _____ _____ _____(Gbl2525-90)

30 to 60m away from the Standard Ofcentral line of the Environmental Noise Of 4 70 55

: Residential outside track Urban Areas (Gb3.96-93)

N area 60m or more away from Standard Ofthe central line ofthe Environmental Noise Of 2 60 50

______________ outside track Urban Areas (Gb3096-93)

Nocontrol onthe noise

Shoopitals, and Outside the classrooms in thehospitals and and student dormitories eveningother at the schools and GHH[t999] No. 46 2 60 50 as none ofespecially sickwards of the GHH[1999] No. 46 the

structures, hospitals studentsstructures. ~~~~~~~~~~~~~~~~~~~~~~~reside at

theschool.

Emission Standards AndNoise 30m away from central Measurement Methods Of

Noise 30m away from central Railway Noise On The 70 70sensitive lne the outermost side Boundary Alongsidereceptors track Railway Lines

______________ (GbI2525-90)

First row of buildings in:: ~~~~~concentrated residentialConcentrated c Standard Ofo residential structures on both sides Environmental Noise Of 4 70 55reienil of the track that areareas (sites) wh the assesmet Urban Areas (Gb3096-93)

______________ scope.

Nocontrol onthe noise0 Schools, Outside the classrooms in the

< hospitals and and student dormitories eveningcD other at the schools and GHH[I9991 No. 46 2 60 50 as none of

sensitive sickwards of the the

structures. hospitals studentsstructures. ~~~~~~~~~~~~~~~~~~~~~~~reside at

theschool.

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Construction noise: Performs to "Noise Limits for Construction Sites" (GB12523-90).

For the specific standard limits refer to table 1.7-2.

Table 1.7-2 Noise Limits for Construction Sites

Unit:dB(A)

. ~~~~~~~~~~~~~Noise LimitsConstruction Main Noise Sources

Stage Daytime Night time

Earthwork Bulldozer, excavator, pay loader, etc 75 55

Piling Various types of piling machinery, etc 85 construction

Structures Concrete mixers, vibrating bar, electric 70 55saws, etc _ _ _ _ _ _ _ _ _ _

Decoration Cranes, lifers, etc 65 55

2) Air Environment

Performs to the Class II standards of the HF2001 document No. 1; "AmbientAir Quality Standards" (GB3095-1996). Refer to Table 1.8-3 for specific items

and standard limits.

Table 1.7-3 Class II Standard Values for Ambient Air Quality

Pollutant Density Standard Unit of DensityYearly Average Daily Average Hourly Average

SO 2 0.06 0.15 0.50 mg/m3

TSP 0.20 0.30 / (standard state)

NO2 0.08 0.12 0.24

Existing and newly added boilers respectively perform to regulations for Category II

districts, period I and II of the "Discharge Standards for Air Pollutants from Boilers"

(GB 13271-2001).

3) Surface Water Environment

(1) Within Zhejiang Province

The water surface performs to "Standard for Environmental Quality of

T- SLOND SRER 8 DEII.N MTMTE F RILWAYS8


Surface Water" (GB3838-2002). The receiving bodies of water for the EastHangzhou Locomotive Turnaround Depot and Qiaosi Locomotive Depotperform to Category IV standards. Shangtanghe River performs toCategory IV standards while the Jinhuajiang River performs to CategoryIII standards.

Wastewater discharge performs to the Class 1 standards of the "IntegratedWastewater Discharge Standard' (GB8978-1996) and performs to the class3 standard in the "Integrated Wastewater Discharge Standard'(GB8978-1996) for wastewater entering the municipal wastewatertreatment plants.

The irrigation ditches that are the receiving bodies of water for the existingand newly built stations along the railway perform to Category I standardsin the "Standards for Irrigation Water Quality" (GB5084-92).

(2) Within Jiangxi Province

Table 1.7-4 Implementation Standards for the EnvironmentalImpact Assessment Within Jiangxi Province

Performed Category of the "Standard forNo. Station or Depot Environmental Quality of Surface Water"

(GB3838-2002)

Tail end of the pipe network of the XinjiangI Shangrao Locomotive Depot River performs to category III water body

standards

Irrigation ditches performs to category IV2 Existing Yingtan Locomotive water body standards. Donghu Lake

Depot performs to category III water bodystandards.

Existing Nanchan Tail end of the pipe network of the Ganjiang3 Locomotive Depot River performs to category IV water body

standards

Xiangtang Locomotive Depot, Tail end of the pipe network of the Fuhe

6 Xiangtang Xitan Stationed River, Ganfu Main Canal performs toLocomotive Turnaround Category III water body standards.Depot

Xinyu Locomotive Tail end of the pipe network at the7 Xmyu Locomotive Kongmujiang River performs to category IIITurnaround Depot water body standards.

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8 Pingxiang Locomotive Tail end of the pipe network at Pingshui8 Turnaround Depot performs category III water body standards.

Tail end of the pipe network that is drainedinto irrigation ditches performed category V

Other existing and newly built water body standards. The pipe network that

9 stations is drained into the city sewer performedclass 3 standards of the "IntegratedWastewater Discharge Standard"(GB8978-1996).

(3) Within Hunan Province:

The Xiangjiang River, the receiving body of water of the North Zhuzhou

Freight Turnaround Depot performs to category III standards in the

"Standard for Environmental Quality of Surface Water" (GB3838-2002).

The Baishi Port performs to category IV standards. Discharge of sewage

performs to Class I standards in the "Integrated Wastewater Discharge

Standard" (GB8978-1996).

The sewage produced by other stations and depots along the line that are

directly drained into irrigation ditches shall ensure that the water quality of

the nearest irrigation water catchments conforms to "Standards for

Irrigation Water Quality"(GB5084-92). Water bodies that drain into water

areas for agricultural use perform to Category V standards of the "Standard

for Environmental Quality of Surface Water" (GB3838-2002). Sewage

discharge performs to Class II standards of the "Integrated Wastewater

Discharge Standard' (GB8978-1996).

For the relevant standards of the "Standard for Environmental Quality of

Surface Water" (GB3838-2002), refer to Table 1.7-5.

Table 1.7-5 Limits of the Standards for

Environmental Quality of Surface Water

Unit: mg/lBesides PH)

No. Item Category HI Category V

I PH 6.5-8.5 6-9

2 Chemical Oxygen •20 •40Demand (COD)

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3 Biological Oxygen I 0I._____ Demand (BOD5 )

4 Petroleum Type S0.05 -1.0

For the relevant standards of the "Integrated Wastewater DischargeStandard" (GB8978-1996), refer to Table 1.7-6 and 1.7-7.

Table 1.7-6 Highest Allowable Discharge Density ofCategory 2 Pollutants

Unti: mg/l(Besides PH)

(For units built prior to December 31 st, 1997)

No. Pollutant Class I Class 2 Class 3No. Pollutant Standard Standard Standard

1 PH 6-9 6-9 6-9

2 Suspended Substance (SS) 70 200 400

3 5-day Biological Oxygen 30 60 300Demand(BOD5 )

4 Chemical Oxygen 100 150 500Demand(CODr)

5 Petroleum Type 10 10 30

6 Plant and Animal Oil 20 20 100

7 Living Anion Surface (LAS) 5.0 10 20

Table 1.7-7 Highest Allowable DischargeDensity of Category 2 Pollutants

Unit:mg/l(Besides PH)

(For units built after December 3 15t, 1997)

No Class 1 Class 2 Class 3il No | Pollutant Standard Standard Standard

1 PH 6-9 6-9 6-9

t> S g _ =J A i t [t 11® THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


2 Suspended Substance (SS) 70 150 400

3 5-day Biological Oxygen 20 30 300

Demand(BOD5 )

4 Chemical Oxygen 100 150 500Demand(COD,)

5 Petroleum Type 5 10 20

6 Plant and Animal Oil 10 15 100

7 Living Anion Surface (LAS) 5.0 10 20

4) Electromagnetic Environment

A signal-to-noise ratio*30dB is used as the basis of the protective distance on

radio/television signal reception for the electrified railway.

1'HF SECOND SURVER & IESIGN INSTIlUTE OF AII.WAYS 12


2. Project Description

2.1 Overview of existing project

The existing ZheGanLine Railway, which cuts through Zhejiang Province, JiangxiProvince and Hunan Province, is a first-level national trunk railway. The entire linetravels in an east-to-west strike. It starts from Hangzhou City of Zhejiang Province inthe east, crosses through Yiwu City, Jinhua City, Quzhou City of Zhejiang Provinceand Shangrao City, Yingtan City, Nanchang City, Xinyu City, Yichun City andPingxiang City of Jiangxi Province, and finally reaches end of the railway, ZhuzhouCity of Hunan Province (refer to the geographical layout map).

1) Line and track

The existing ZheGanLine Railway is a kind of double-line diesel-tractionautomatic blocking railway. Traveling speed of train is only 80-100km/hlimited by small-radius curve, so the traveling time along the whole line is long.The existing ZheGanLine Railway has a total length of 942.64Km. Mostexisting rails on the main line are 60Kg/m standard rails. Seamless rails werelaid in some sections.

2) Subgrade

The major subgrade lesions are subgrade bed lesions, impeded drainage withinthe stations, flooding damage to the subgrade, side slope slips, weather peeling,karst collapses, falling of dangerous rocks, landslips, etc. The situation hasbeen greatly improved through the continuous rectification and many years ofoperation by the Railway Bureau.

3) Station

On the entire line, there are 105 existing stations (including 5 Yingtan Junctions,4 Nanchang Junctions, and 2 Zhuzhou Junctions), There are 4 passengertransport stations (Hangzhou, West Jinhua, Yingtan and Zhuzhou), 3marshalling stations (East Jinhua, East Yingtan and West Xiangtang), and 1district station (Shangrao Station) on the entire line.

4) Bridges and culverts

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Along main line of the existing ZheGanLine Railway, there are totally 579

bridges, including 3 super major bridges, 5248 linear-m; 186 major andmedium bridges, 17126.9 linear-m; 390 minor bridges, 5353.1 linear-m; and4004 culverts, 91633.1 transversal meters.

5) Tunnel

There are totally 5 existing tunnels with total length of 1951.27m, including 3

double track tunnels and 2 single-track tunnels. The longest tunnel is Yangshi

Tunnel that has a length of 936m (double track).

6) Locomotive facilities

Existing locomotive facilities in Jinhua area are Jinhua Locomotive Depot, East

Jinhua Locomotive Turnaround Depot and West Jinhua Locomotive TurnaroundDepot. Jinhua Locomotive Depot is a minor repair depot for diesel locomotives

and has 2 minor and auxiliary repair positions for diesel locomotives and 4

temporary rest-servicing tracks for locomotives. East Jinhua Locomotive

Turnaround Depot has 3 temporary rest-servicing tracks for locomotives. West

Jinhua Locomotive Turnaround Depot has 4 temporary rest-servicing tracks for

locomotives.

Existing locomotive facility in Shangrao area is Shangrao Locomotive Depot,which is a minor repair depot for diesel locomotives and has 2 minor and

auxiliary repair positions for diesel locomotives and 4 temporary rest-servicing

tracks for locomotives.

Existing locomotive facilities in Yingtan Junction are Yingtan Locomotive

Depot, Yingtan Locomotive Turnaround Depot. Yingtan Locomotive Depot is a

medium repair depot for diesel locomotives and has 2 medium repair positions

for diesel locomotives, 5 minor and auxiliary repair positions for diesel

locomotives, 7 temporary rest-servicing tracks for diesel locomotives and 2

temporary rest-servicing tracks for electric locomotives.

Existing locomotive facilities in Nanchang Junction are Nanchang LocomotiveDepot, Xiangtang Locomotive Depot and West Xiangtang Stationed

Locomotive Turnaround Depot. Nanchang Locomotive Depot is a mediumrepair depot for diesel locomotives and has 2 medium repair positions for diesel

locomotives, 5 minor and auxiliary repair positions for diesel locomotives and

7 temporary rest-servicing tracks for locomotives. Xiangtang LocomotiveDepot is a minor repair depot for diesel locomotives and has 7 minor and

auxiliary repair positions for diesel locomotives and 6 temporary rest-servicing

64 THE S CON -& S N O R 1 4THE SFCOND SURVER A DESIC.N INSTITUTE OF RAILWAYS 4


tracks for locomotives. West Xiangtang Stationed Locomotive TurnaroundDepot has 3 auxiliary repair positions for diesel locomotives and 6 temporaryrest-servicing tracks for locomotives.

Existing locomotive facility in Xinyu area is Xinyu Locomotive TurnaroundDepot, which has 4 temporary rest-servicing tracks for diesel locomotives.

Existing locomotive facilities in Pingxiang area are Pingxiang LocomotiveDepot and North Pingxiang Locomotive Turnaround Depot. PingxiangLocomotive Depot is a auxiliary repair depot for diesel locomotives and has 2auxiliary repair positions for diesel locomotives and 3 temporary rest-servicingtracks for locomotives. North Pingxiang Locomotive Turnaround Depot has 2temporary rest-servicing tracks for locomotives.

Existing locomotive facilities in Zhuzhou Junction are Zhuzhou LocomotiveDepot, Zhuzhou Locomotive Turnaround Depot and North ZhuzhouLocomotive Turnaround Depot. Zhuzhou Locomotive Depot is a mixed depotof electric and diesel locomotives. It has 2 medium repair positions and 5 minor& auxiliary positions for electric locomotives, 2 minor & auxiliary positions fordiesel locomotives, 7 temporary rest-servicing tracks for electric locomotivesand 2 temporary rest-servicing tracks for diesel locomotives. North ZhuzhouLocomotive Turnaround Depot has 4 temporary rest-servicing tracks for diesellocomotives. Zhuzhou Locomotive Turnaround Depot has 6 temporaryrest-servicing tracks for locomotives.

2.2 Newly built works

1) Main Technical Standards

Table 2.2-1 Parallel Table of Main Technical Standards

Item Existing Design Standard

Railway Rating Class I Class I

Number of Main Double Track Double TrackTracks

Limiting grade 7.2°oo 7.2%o

Minimum curve 400m (There are 33 Designed running speed is 200Km/h;radius curves <400m, with the length: 2800m, in individual section:

smallest being 2200m;

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Rmin=332m) Designed running speed is 160Km/h;

section length: 1600m;

Designed running speed is 140Km/h;

section length: 1200m;

Designed running speed is 120Km/h;

section length: 800m.

Type of Traction Diesel Electric

Type of locomotion ND2, DF, Passenger locomotive: motor train

TypofloomoioD, Dunit, SS8 Freight locomotive: SS4

Traction quality 3500t 4000t

Active length toreceiving-departure 850m 850m

track

Type of blocking Automatic blocking Automatic blocking

2) Quantity of Major Works

Table 2.2-2 Quantity of Major Works

S/No. Project name Unit Q'ty

I Length of main line Km 909.838

Land occupied Mu 43309.7

2Among which Temporary land Mu 7951.8

Total earthworks X 104m3 6404.95

3 Filling X 104m3 2541.33

Among whichExcavation X 104m3 6863.63

Super major bridge Nr-Linear-m 11-13661.5

Newly-built Major and medium bridges Nr-Linear-m 86-11459.34

4 bridge and Minor bridges Nr-Linear-m 78-1300.47

culvertTotal Nr-Linear-m 175-26421.31

Culvert Nr-Transversal-m 1515-33004.79

Newly-built tunnel Nr-Linear-m 30-12417

5 Tunnel (L<1000m) ______

Rebuilt tunnel (L< I 0OOm) Nr-Linear-m 2-1111

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Project investment estimate (static RMB 0.1 billion 139.4l6 Project investment) Yuan

(1) Line and track

The existing ZheGanLine Railway has a total length of 942.64km. Afterreconstruction, the railway will have a total length of 916.067km, which is26.58km shorter than the original length. The designed speed will be140-200Km/h. Heavy tracks and seamless rails will be adopted. Please seethe following table for length of railway within the range of each railwaybureau:

Table 2.2-3 Length of Lines to be Rerouted and Reconstructed

Within Within WithinItem Shanghai Nanchang Guangzhou The total

Railway Railway Railway sectionBureau Bureau Group

Length of existing left line 294.234 563.138 54.876 912.248

Left line 281.586 550.534 53.547 885.667Built length Right

ling 282.308 549.612 53.632 885.552Single line

upgrading in 18/10.587 37/21.68 0/0 32.267parallel

Double lineupgrading in 15/27.108 64/92.441 2/4.902 124.451

parallel01Single line

detouring 14/20.516 14/46.248 4/13.082 79.846U c) realignment

o ~ Double linedetouring 37/302.479 89/351.489 6/53.952 707.920

X c) realignment

o. Total (single track) 360.69 511.858 71.936 944.4840

Us hAfmo °n(gOwhic2h ) 33.04 75.82 4.484 113.344shifting (0-0.2m)Shifting and

improving (0.2- 27.197 65.661 5.041 97.899

(2) Subgrade

Earthwork in subgrade works: cross section area: 5491.68 X 104m3 ;construction area: 4267.92 X 104m3 ; masonry works of earth-retaining wall:

® DIE SO SA E -- m I STI t RIW 1 7O D TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


75.62 X 104m3; reinforced concrete: 17.73 X 104m3; masonry works of

subgrade reinforcement and protection: 86.99 X 104m3; masonry works of

auxiliary project of section subgrade: 94.17X 10 4m3; masonry works of

ballast-retaining wall & earth-retaining wall: 15.29X 104m3.

3) Station yard

34 stations will be closed after implementation of the Project. After

electrification, 69 stations will be set. Among which, Shanghai Railway Bureauwill manage 24 stations (Linpu, Meichi, etc.), Nanchang Railway Bureau will

manage 40 stations (Huyan, Yushan, etc.) and Guangzhou Railway Group will

manage 5 stations (Liling, Yuanmenpu, etc.).

4) Bridge and culvert

In this design, 175 bridges, 26421.31m, shall be newly built, including 11 supermajor bridges, 13,661.5km, 86 major and medium bridges, 11,459.34m, 78

minor bridges, 333.47m; 63 rigid frame bridges, 946m, 104 highway overpassbridges, 7,741.16m, 70 pedestrian overpass bridges, 6,008.7m, 6 bridgedflumes, 472m, 1,515 culverts and channels, 33,007.79 transversal meters shallbe newly built. 20 existing bridges, 2,348.32m shall be improved, including 1

super major bridge, 1,347.68m, 15 major and medium bridges, 920.64m, 4

minor bridges, 80m; 39 rigid frame bridges, 124.8m, 16 highway overpass

bridges, 105 Im, 1,586 culverts and channels, 8,616.68 transversal meters.

5) Tunnel

In the Project, 29 tunnels, 12,222 transversal meters (1.3% of the total length ofthe railway), shall be newly built. I existing tunnel, 936 linear-m, will be

utilized. 24 double track tunnels, 9,449 linear-m, 4 single-track tunnels, 1,837linear-m, will be newly built. In addition, an existing tunnel on "387" SpecialLine in Zhuji will be improved with improvement length of 194.97 linear-m.

6) Locomotive facilities

Jinhua region: East Jinhua Locomotive Turnaround Depot: Erect power gridsfor the existing temporary rest-servicing track and form a scale for 2 temporaryrest-servicing tracks for electric locomotives and I temporary rest-servicingtrack for diesel locomotives. West Jinhua Locomotive Turnaround Depot: Erectpower grid for the existing temporary rest-servicing track and form a scale for 2

® THE SCN S = D NT DE i Wt AYW THE SECOND SURVER 1x DESIGN INSTITUTE OF RAII-WAYS 1


temporary rest-servicing tracks for electric locomotives and 2 temporaryrest-servicing tracks for diesel locomotives.

The Shangrao Locomotive Depot will be changed into a mixed depot ofelectrical and diesel locomotives, with addition of new auxiliary repairequipment for electric locomotives. The exiting servicing yard will bereconstructed and a scale formed for 2 temporary rest-servicing tracks forelectric locomotives and 2 temporary rest-servicing tracks for diesel locomotive

Yingtan Junction: the Yingtan Locomotive Depot will be changed into a mixeddepot of electrical and diesel locomotives, with addition of new minor auxiliaryrepair equipment for electric locomotives. It will from a scale for 3 positionsfor minor repair and 6 positions for auxiliary repair of electric locomotives, 2positions for medium repair of diesel locomotives, 6 temporary rest-servicingtracks for electric locomotives and 3 temporary rest-servicing tracks for diesellocomotives.

Nanchang Junction: the Nanchang Locomotive Depot will be changed into amixed depot of electrical and diesel locomotives, with addition of new minorauxiliary repair equipment for electric locomotives. It will also form a scale forI position for minor repair and 2 positions for auxiliary repair of electriclocomotives, 2 positions of medium repair and 5 positions for minor repair ofdiesel locomotives, 4 temporary rest-servicing tracks for electric locomotivesand 4 temporary rest-servicing tracks for diesel locomotives. The XiangtangLocomotive Depot will be changed into a mixed depot of electrical and diesellocomotives, with addition of medium and minor equipment for electriclocomotives. It will also form a scale for 2 positions of medium repair and 2positions for minor auxiliary repair of electric locomotives, 6 positions forminor repair of diesel locomotives; 2 temporary rest-servicing tracks forelectric locomotives and 6 temporary rest-servicing tracks for diesellocomotives. West Xiangtang Stationed Locomotive Turnaround Depot will bechanged into a mixed depot of electrical and diesel locomotives, with additionof auxiliary repair equipment for electric locomotives. It will also form a scalefor 3 positions for auxiliary repair of electric locomotives, 3 temporaryrest-servicing tracks for electric locomotives and 3 temporary rest-servicingtracks for diesel locomotives.

Pingxiang Locomotive Depot: the existing servicing yard will be renovated anda scale formed for 2 temporary rest-servicing tracks for electric locomotivesand 1 temporary rest-servicing track for diesel locomotives.

Zhuzhou Junction: North Zhuzhou Locomotive Turnaround Depot: the existingservicing yard will be renovated and a scale formed for 3 temporary

Ti[ SEC ON m & a E iN i OF RAO D TIIE SECOND SURVER h D)ESIFN INSTITUTE OF RAILWAYS 9


rest-servicing tracks for electric locomotives and 2 temporary rest-servicing

tracks for diesel locomotives.

7) Electrification

Feeding system of the traction network: the entire line will adopt 25kV

single-phase industrial frequency AC system for the traction network. The

feeding system for traction network is a direct feeding system with a return

cable.

There will be 23 new traction substations set up at the East Zhuji Station, Yiwu

Station, East Jinhua Station, Shilipu Station, Quzhou Station, Jiangshan Station,

Yushan Station, Shangrao Station, Hengfeng Station, Guixi Station, Yujiang

Station, Xiabuji Station, West Xiangtang Station, Fengcheng Station,

Linjiangzhen Station, Shuixi Station, Fenyi Station, Xicun Station, North

Pingxiang Station, Liling Station and Wulidun Station. There will be 22 new

section posts set up at Meichi-4, Pujiang-5.86, Yiting+5.73, Jiangtang, Anren,

Houxijie, border of Shanghai Railway Bureau and Nanchang Railway Bureau,

Shaxi, Kengkou, Hetanbu-3.8, Dongxiang+2.65, Zhangwangmiao, Zhangshu,

Huangtugang, Hexia, Xiapu, Luxi, border of Nanchang Railway Bureau and

Guangzhou Railway Group, Yaojiaba and Zhuzhou Passenger Station.

8) Water supply and drainage

On the entire line, there are 65 stations with renovation works for water supply

and drainage, including 25 water supply stations and 40 domestic water supply

stations. After electrification renovation, the water supply stations for passenger

trains will include: West Jinhua, Shangrao, Yingtan, Nanchang, Xiangtang,

Xinyu and Zhuzhou Stations.

According to newly increased water consumption, it is necessary to renovate

and expand the existing facilities for water supply and drainage. Production and

domestic sewage shall be treated until it reaches the standardized indexes and

then discharged or recycled.

9) Borrow pits and spoil yards

The cubic meter of earth and stone utilized by the Project is 6404.95 X 104m3 ,

in which the cubic meter of excavation is 3863.63 X 104m3 and fill is 2541.33 X

104m3, the utilized area for cleaning, excavation and backfilling is 1422.05 X

ESENa SV & _C TT OF RAIWY 2 0TiIF SIXOND) SURVER & DESIG.N NSTITUTE OF RAILWAYS2


104m3, cubic meter of borrow is 1200.01 X 104m3, cubic meter of purchasedcommercial earth is 135.71 X 104m3, cubic meter of spoil is 2217.61 X 10 4m3,and cubic meter of tunnel mucks utilized for backfilling is 7.53 X 104m3.

10) Waste disposal

The main sources of solid waste of the line come from domestic waste from theday-to-day discharge of the personnel of the railway units, passenger wastefrom passenger trains and ballast from fixed boiler furnaces. The quantity ofboiler ballast from the entire line is 12,436t/a. Discharge quantity of domesticwaste from personnel and their dependents is 23,042t/a, and the quantity ofpassenger waste produced from passenger trains is 18,030t/a.

After the project, domestic waste and passenger waste will be increased todifferent extents due to an increase in the seating capacity and transportcapacity for passengers. The daily quantity of domestic waste of personnel atthe railway units is 23,738.7t/a and the quantity of passenger waste producedby passenger trains is estimated at 28,132.5t/a for the short range period and33,636.9t/a during the long range period.

Railway production and domestic waste are piled up in a fixed designated spotsand then disposed of by the railway bureaus or local environmental sanitationdepartment. Waste from passenger train garbage is prohibited from beinglittered along the route. Passenger trains shall be provided with innoxiousdegradable plastic bags, which shall be collected by train attendants and thenput in 8 garbage collection points located at Hangzhou Station, Jinhua Station,Quzhou Station, Shangrao Station, Yingtan Station, Xiangtang Station,Nanchang Station, Pingxiang Station, and Zhuzhou Station where the garbagewill finally cleared away and transported for consolidated disposal by localenvironmental sanitation departments.

THE SECOND SURVER & DESIGN INSTITUTE OF IRAILWAYS


3. Evaluation on general situation of the environment

3.1 General situation of the natural environment

1) Topography and landform

The Project Line mainly passes south of the Northern Zhejiang plain and the

hill zone of the Central Zhejiang basin in Zhejiang Province that belong to the

middle and lower reaches plain of the Yangtze River and hill area of Southern

Jiangxi mountain country. It passes medium and low level mountain ground of

Eastern Jiangxi Province, the Ganfu plain of Central Jiangxi, the hill zone of

Western Jiangxi Province. It passes the Eastem Hunan mountain country and

hill area in Hunan Province.

2) Meteorological condition

The meteorology along the entire line is subtropical climate with characteristics

of warm and humid weather and abundant rain precipitation, mean annual

temperature is from 16°C to 19°C, highest annual temperature is from 39C to

43.3 °C, lowest annual temperature is from -11 0C to -7 °C, mean monthly

temperature, which rises in July and August, is between 28°C and 34.8°C. The

unusual pattern is that the east temperature is a little higher than that of west

and the rain precipitation in the east is also slightly more than that of west,

mean annual rain precipitation is between 1,500 and 2,300mm. Rain

precipitation rises between April-June, this period accounts for 45-60% of

annual rain precipitation, the amount of annual precipitation days is 132-190

days.

Three provinces along the line are impacted by monsoons, but the changes in

the mean wind during the four seasons are not very big. Mean annual wind

speed is 2.0-3.5m/s. The north wind prevails in the winter and southeast wind

in summer.

3) River hydrology

The rivers crossed by the railway can be divided into Qiantangjiang Water

System, Poyanghu Water System of Changjiang River and Dongtinghu Water

System of Changjiang River. Rivers belonging to Qiantangjiang Water System

are Puyangjiang River, Jinhuajiang River, Qujiang River, etc. Rivers belonging

6) K S -:: fh V il- 1 2 2THE SECOND SURVER & DESIGN NSTITUTE OF RAILWAYS 22


to Poyanghu Water System are Xinjiang River, Ganjiang River, Fuhe River,Yuanshui River, etc. Rivers belonging to Dongtinghu Water System are LushuiRiver, Xiangjiang River, etc. All rivers are perennial rivers and their flowschange in different seasons.

3.2 Natural reserves and key points of interest

There are no national, local natural reserves or key points of interest in theproject area in the three provinces. The min. straight-line distance between therailway and edge of the natural reserves or key points of interest is longer than8km, so the Project will not impact the natural reserves and key points ofinterest.

3.3 General situation of the ecological environment

1) General situation of forest cover

Area along the line is mainly in subtropical climatic province with complex andvarious vegetations. Subtropical evergreen broad-leaved forest is typical zonalvegetation. Vegetation coverage in line-pass area is in good status but not inaverage distribution. For coverage rate in different area, please refer to Table3.3-1.

Table 3.3-1 Percentage of Forest Cover in Area Along the Line

Place Name Hangzhou hujiJinhua uzhouShangrao Yingtan Nanchang Yichun Xinyu Pingxiang 7huzhoj

Perentage of 61 9 66.5 50.2 68.2 43 41.06 16.8 56.16 51.2 52.8 42.3forest cover C/o)

2) Wildlife

There is no wildlife or rare animals in project area because of frequentdevelopment activities along the line and long-period of railway operations.There are no national or local natural reserves, rare vegetation or famous woodthat needs special protection in the project area in the three provinces.

4) Soil

VA,,fif gJ F ;R it t 2 3THE SECOND SURVER A DESIGN INSTITUTE OF RAILWAYS


The major soil types in the work scope of the line are subtropical red soil and

yellow soil. Red soils are mainly distributed on low mountains and hills with

altitude lower than 600-800m, and yellow soils are mainly found in mountain

grounds with altitude higher than 600800m. Both of them are formed in

subtropical bioclimatic condition with features of high temperature and wetness.

The soils reacts acid and their colors are red and reddish yellow. Next is rice

soil, which is formed after human beings' utilization and reconstruction of

parent soil material. It is a key type of cultivated soil along the entire line.

Lithologic soils include calcareous purple soil, lime rock soil, etc.

5) Land usage


Please see Table 3.3-2 for general situation of land use near ZheGanLine

Railway within Zhejiang Province.

Table 3.3-2 General Situation of Land Use Within Zhejiang Province

Unit:Km2

LandforLn

Total Cultivated Garden Waterand G'nrhim w e* i tsk Tnurpouatni Land

Region area land plot area and bhnd uIt

Hangzhou 16596 2532.82 918.70 10071.76 3.1 1455.12 840.24 165.35 608.91city

Zhuji City 2317.94 576.45 135.41 1118.41 / 131.43 141.67 29.50 178.45

Jinihua 10926.2 2412.03 913.54 4671.45 / 326.02 322.61 448.95 382.42city

Quzhou 8841.12 1421.38 737.94 5421.32 257.4 329.37 66.62 548.46

city I ___I __I__I__ I__I__I__I___


Please see Table 3.3-3 for general situation of land use near ZheGanLine

Railway within Jiangxi Province.

64 - ia ;4 = a t a il- 2TIIE SECOND SURVER & DESIGN LNSTITUITF OF RAILWAYS 24


Table 3.3-3 General Situation of Land Use Within Jiangxi Province

Unit:Km2

Ladfor

Region Total Cultivated Garden Woodlnd Griand Water sfrnc Trnampoatim notarea land plot area a:n n ubTi

Shangrao 22826.04 4053.10 352.70 12743.84 2.08 2153.95 873.69 165.23 2481.45City

Ymglan 3556.74 910.02 91.12 1865.58 0.10 229.50 177.29 36.99 246.14city I___ _ _I_

Nanchang 7432.18 2747.14 92.00 1239.30 9.92 1740.17 520.94 99.58 983.12city

Xinyu 3177.68 854.95 66.73 1573.63 0.12 237.57 161.12 41.89 241.67cityI

Yichun 18637.6 4936.80 245.32 10467.25 2.61 1031.66 748.02 184.31 1021.70city

Yinyxln B 3827 1055.49 82.28 2020.66 0.38 145.42 200.9 38.27 283.60

(3) Within Hunan Province

Please see Table 3.3-4 for general situation of land use near ZheGanLineRailway within Hunan Province.

Table 3.3-4 General Situation of Land Use Within Hunan Province

Unit:Km2

LAnd for LnRegion Total Cultivated Garden Woodland Granssi Water r&dnce TrnW1tkm l

area land plot area and kind Fg

Zhuzhou 11262.2 2074.69 166.54 6641.20 24.81 561.05 679.98 86.20 1027.73city

6) Basic farmland

Basic farmland protective areas has been determined along the line according tothe Protective Provisions for Basic Farmland of the State Council andprotective methods for basic farmland of the provinces and cities. For the statusof the protective area along the line, please refer to Table 3.3-5, Table 3.3-6 andTable 3.3-7.

TH SEC ST --EI & iG IT O STHE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS2



Table 3.3-5 Basic Farmland Protection AreaAlong the Line in Zhejiang Province

Unit: 10,OOOmu

Administrative Hangzhou Shaoxing Jinhua CityBoundary City City

Boundary City Zhuji City Yiwu City Zhuji City Yiwu City

Basic situationof farmland 318.13 71.59 42.7 63.04 105.64

(1 ,OOOmu) III_I

Administrative _ Quzhou City

Boundary Kecheng Jiangshan Qu County Longyou Subtotal- City city QCony Countyou Sbo

Basic situationof farmland 8.11 42.86 41.56 37.87 122.29

(1 0,OOOmu) I _


Table 3.3-6 Basic Farmland Protection AreaAlong the Line in Jiangxi Province

Unit: 10,OOOmu

Shangrao CityAdministrative Boundary Xinzhou Shangrao Yushan Hengfen Yiyang

District County County g County SubtotalYCount

Basic situationof farmland 2.6 52.26 27.06 19.35 43.76 145.03

(I 0,OOOmu) I

Administrati Yingtan City Fuzhou City

ve Boundary Guixi Dongxian Yuehu DongxiangCity a g County District Subtotal County

Basic situationof farmland 64.06 43.64 5.56 113.26 48.57(10O,OOOmu) I I

Administrati | Nanchang Cityve Boundary Nanchang Xinjian Jinxian Wanli l t l

| County County I County District Subtota

64TILE SO SEV -_ mD I T i- AIL WAS 2 6TIIE SECOND SURVER &r DESIGN INSTITUTE OF RAILWAYS26


Basic situationof farmland 122.04 121.76 108.60 5.91 358.31(1 0,OOOmu)

Xinyu Cit Yichun CityAdministrati Feng Zh Yuanzve Boundary Fenyi Yushui chen hang hou Subtot

County District Subtotal Chit Distric alCitL- t

Basic situation 131Cof farmland 36.67 73.24 109.91 1 75.23 80.35 286.58(10,OOOmu) 0

Administrati Pingxian g City _

ve Boundary Eastern Hunan LuxiCounty Anyuan______________ District Luxi__County_ District Subtotal

Basic situationof farmland 24.91 21.07 4.62 50.6(10,OOOmu) l l

(3) Within Zhuzhou City of Hunan Province

Table 3.3-7 Basic Farmland Protection Area in Zhuzhou City ofHunan Province

Unit: 1O,OOOmu

Administrative Zhuzhou CityBoundary l_v_11

Zhuzhou Hetang Lusong Shifeng Liling Subtotal___________________ |County District District District CityBasic situation of 42 21 5.42 1.49 5.60 68.99 123.81farmland (10,0OOmu) __4221___5.42___1.49___5.60___68.99___123.81

7) Conclusion of evaluation on general situation of regional ecologicalenvironment

Evaluation range of the Project is the artificial ecological system with humanactivity as center and agricultural production as basis. Regional developmenthas a long history and wide range. Land use rate is relatively high, andindustrial and agricultural production and traffic are relatively developed. Thevegetation coverage is fairly good, but natural vegetation and heavy wildlifeare relatively rare. Existing animals and plants are mainly maintained anddeveloped to meet the human beings' requirements, so the biodiversity isrelatively simplex.

The ecological system within the evaluation range has relative stability and

0; in m = a V iQ it R 5 2 7THE SECOND SURVE & DESICN [NSTITUTE OF gAILWAYS


functional completeness and is able to maintain and develop stably because of

human beings' effective management and energy supply, so the system has

certain anti-interference capability.

3.4 Noise

1) Condition of the acoustic environment along the line

The area along the line is characterized by a developed economy, dense

population and densely concentrated villages and towns. Along with the last

couple of years of city and town development; railway lines, stations

locomotive operation and maintenance, car and other production facilities have

gradually been placed in the city centers. The sources of railway noise are

mainly from train operations, locomotive depots, whistle noise, broadcast

speakers in the stations, shunting, marshalling, noise from arrivals and

departures, locomotive depots, movement of locomotives in the turnaround

depots, whistles, servicing noise as well as the fixed sources of noise from

equipment in the stations and depots. Based on the current monitoring, the

level of noise during train operation at places 30m away from the central line

on the outside track is usually between 70 to 89dBA and whistle noise can

reach up to about 96 to 10 3dBA. In stations and depots with frequent

locomotive whistles and in sections of the line with fairly dense car flow, the

sound levels of the places 30m away from the central line of the outside track

during the evening and daytime already exceed the standard limits of the

"Emission Standards and Measurement Methods of Railway Noise on the

Boundary Alongside Railway Lines " (GB 12525-90).

Besides the railway noise, the highway traffic along the line is growing. The

highway noise has become the main source of background noise and the noise

has an impact on the civil life in the concentrated residential areas.

There are many noise sensitive points along the line that are mainly schools,

hospitals, concentrated residential areas and so on. There are 112 main

sensitive noise receptors along the entire line within the evaluation range of

recommended proposal, including 39 schools and 5 hospitals. Refer to Table

3.4-1 for the sensitive noise receptors along the line.

s 0- m -, = t , i.t 12TIIE SECOND SURVER & DESIGN INSTITUTE OSF RAILWAYS 2 8

EA Report on Reconstructed Zhejiang J-iangxi Railway Electrification Speedup Renovation Project

Table 3.4-1 Data Sheet for Distribution and Scale of Sensitive Receptors Along the Line

Min. distanceProvin Sensitive receptors to the railway Position

ce Sectio Mileage EiSti Newly with the General situation of scale standard

range S/No Name ng line -built railwayline

Within Bailutang Rerouted This village has over 100 households, most of their Refer toZhejiang Section I Village, K31+870-K32+020 30 15 railway buildings are of 2 to 3-story buildings constructed standards forProvince Xiohncoss te in 1990s.ralyDistrict village clearanceGaotianchen This school was built in 1960s and moved here in

2 Linpu Town, K36+100 110 150 Left side of 1994. Now it has 8 teachers, 96 students studying Document2 XLiaoshanpu Town, K36+100 110the line in 5 classes of 5 grades. It has one two-story Do.94Xiaoshan teaching building. No.94DistrictGaotianchen Rerouted The village was moved to the other side of theVillage (old railway railway. The railway will cross old residence zone Refer to

3 living quarter), K36+100-K36+500 35 15 crosses old of the village where mainly floating population standards for ILinpu Town, residence lives in currently. There are over 120 households, railwayXiaoshan zone of the most of their buildings are single-story houses clearanceDistrict village constructed in 1970s.Xinzhatou Refer to4 Xinzhatou 0 5 ihtsie fThis village has over 50 households, most of their Rfr t4 Village, Jinhua K36+550-+750 70 15 Right side of buildings are of 2 to 3-story buildings constructed standards forTown, Xiaoshan the line in 1990s. railwayDistrict clearanceFanlichen i R This village has over 60 households, most of their Refer to

5 VigTown, Xiaoshan K38+300-+500 25 15 Rght slide of buildings are of 2 to 3-story buildings constructed railwayDistrict 2 1980s or 90s. clearanceZhujiata Village, This village was founded in 1970s. It has 380 Refer to

6 Puyang Town, K39+850-K40+200 50 15 Right side of resident and temporary households, most of their standards forX6aoshan the line buildings are of 2 to 3-story buildings constructed railway

_____ I_ I District in 1980s or 90s. clearance

6 A* a 'IV & ESN it FR 2 9% THE SECOND SURVER e DESIGN INSTITLUTE OF RAILWAYS


Xiayu Village, Left side of This village has over 70 households, most of their standards for

7 Meichi Town, K45+400-+550 50 15 the line buildings are of 2 to 3-story buildings constructed railway

Zhuji City teln in 1980s or 90s. calearac

Quanmianshan Rerouted R~~~~~~~~~~~~~~~~~~~~~~~cefern toQuanmianshan Rerouted This village has over 110 households, most of their Refer toVillage, Meichi ala standards for

8 VillaTw, Zh K53+650-K54+000 30 15 railway buildings are of 2 to 3-story buildings constructedCTown, Zhuj crosses the in 1980s or 90s. railway

9 K 9 6 0ag ifCity __ _ village clearance

Zhangxi Vilage, 1 1 This village has over 120 households, most of their Refer toVillage, Zhibu Right side of standards for

11 Town, Zhuji K60+900 0 120 20 the line buildings are of 2 to 3-story buildings constructed railway

City in 1980s or 90s. clearance

Pingxi Village, This village has over 200 households, most of their stndr fo

10 Zhibu Town, K65+200-K+750 15 15 thlide of buildings are of 2 to 3-story buildings constructed Tailar

Zhuji the line in 1980s or 90s. clear

Shanyang R~~~~~~~~~~~~~~~~~~~~~~~~~~~~~cefern to

Villyange Ziu The railway This village has over 100 households, most of their standrd for

11 K68+600-+800 120 20 crosses the buildings are of 2 to 3-story buildings constructed Town, Zhuji railwayCity village in 1980s or 90s. clearance

Vogiage hibu Letsd fThis village has over 100 households, most of their

12 Town, Zhuji K69+800-K70±000 40 the lItne buildings are of 2 to 3-soybidnscntutd Tp

City in 1980s or 90s.

13THEl0-i4So0gigtsienfThis village has over 120 households, most of theirRAILWAYS13 Village, Zhibu K010+0 0 iih ieo ulig r f2t -tr ulig osrce standards for

Town, Zhuj i the line buildings are of2t9 3soy0ulinscnsrce railway

City in18so 0.clearance

- ~~~~~~~~~~~3 0TH EODSURVER & DESIGN INSTITUTE OF RAILWSYS


Continued Table 3.4-1


ce Sectio Mileage ( ) relation General situation of scale Noiserange n S/No Name Existi -Nbuilty with the standard

.ng line line

Within Guanzhuanghou The railway This village has over 300 households, most of their Refer toZhejiang Section 14 Village, Zhibu K77+700-K78+000 20 crosses the buildings are of 2 to 3-story buildings constructed standards forProvince Town, Zhuji City village in 1980s or 90s. ranlway

Guanzhuangqian The railway This village has over 120 households, most of their Refer to15 Village, Zhibu K74+000-+300 15 crosses the buildings are of 2 to 3-story buildings constructed railwayTown, Zhuji City village in 1980s or 90s. clearance

Fucunfan The railway This village has over 130 households, most of their Refer to16 Village, Datang K75+800-K76+000 15 crosses the buildings are of 2 to 3-story buildings constructed standards forTown, Zhuji City village in 1980s or 90s. clearance

Hecun Village, Le sid This village has over 100 households, most of their standards fo17 Datang Town, K78+750 15 crosses the buildings are of 2 to 3-story buildings constructed railwayZhuji City in 1980s or 90s. clearance

Xiajianlu The railway This village has over 140 households, most of their Refer to18 Village, Datang K79+300-+600 15 crosses the buildings are of 2 to 3-story buildings constructed standards forTown, Zhuji City village in 1980s or 90s. ranlway

Dashitou Village, The railway This village has over 50 households, most of their standrd for19 Jiyangjiedao, K82+050f-+200 15 crosses the buildings are of 2 to 3-story buildings constructed rtail w

Zhuji City village in 1980s or 90s. calearac

Houfan Village,Lfsieo This village has 85 households, most of their standrd for20 Wangjiajin K82+800-K83+000 30 th ie buildings are of 2 to 3-trbuligcosute rawyTown, Zhuji City in 1980s or 90s.clane

il-) -t it r 3 1THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Shiwufang and Shiwufang Village has over 130 households, most Refer to

Shisanfang Left side of of their buildings are of 2 to 3-story buildings standards for

21 Villages, K83+100-+900 15 the line constructed in 1980s or 90s. Shisanfang Village has railway

Wangjiajing over 200 households, most of their buildings are of clearance

Town, Zhuji City 2 to 3-story buildings constructed in 1980s or 90s.

Chaokeng L This village has over 150 households, most of their Refer to

Town, huJi ity K4+400+750 30 Left side of buildings are of 2 to 3-story buildings cntued standards for22 Village, Paitou K84+400 -+5 0 the line bidnsaeo2to3tryuligsconstructed railway

Town, Zhuji City in 1980s or 90s. clearance

Yijing Village, Left sid of This village has over 450 households, most of their Refer to

23 Paitou Town, K85+650-+900 30 te lsie buildings are of 2 to 3-story buildings constructed rlearilwa

Zhuji City teln in 1980s or 90s. calearac

® ThESECOND SURVER & DESIGN Nt AR OFt RIW 3 2TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS




ce Sectio Mileage ( Nel relation General situation of scale Noiserne n SNEx 1 Newly with the standardrange n S/No Name Existi -built railway

ng line line

Within Dazhuang Lef side of This village has over 200 households, most of theirZhej iang Section 24 Town, Zhuji K86+650-+850 loo the lIne buildings are of 2 to 3-story buildings constructed TypeProvince Ctow,y uiteln in 1980s or 90s.

Dazhong P R This village has over 100 households, most of their25 Village, Paitou K87+200-+750 60 Right side of buildings are of 2 to 3-story buildings constructed Type 4Town, Zhuji the line in 1980s or 90s.

City I

2 Vangua i R This village has over 80 households, most of their Refer to

27 Town, ZhujiK9+0K9+0 IS0 2 gh deo buildings are of 2 to 3-story buildings constructed ralwayac26 Village, aihua K185+0K +050 0 15 Right side of buildings are of 2 to 3-story buildings constructed standards for2 0 9 K eTown, Zhuji 1000the line bi 1980l s ar orn railway

City n18s clearance

Wangjian This village has over 40 households, most of their Refer to

27 T n, Anhua K 80 +000+ 2 15j2 15 esses o buildings are of 2 to 3-story buildings constructed saila y

.~ ~~~~~~~~~on Zhjiteln n18s ala

City K8 00K +10 415 teln in18so9s.clearance

XianigVilage Letsd fThis village has over 120 households, most of their standrd for29 PViange Cohunty +0-9910 4 5 Rih ieo buildings are of 2 to 3-story buildings constructed rtailwayd oTown,K10+9ZhK04j00 15the line in 1980s or 90s. calearac

Village, Anhua reconstructe ~~~~~~~~~~~~This village has over 170 households, most of their standrd for30 iTow Vhuiae Left0'~+5 1 1 railwa buligsaeof2t -story buildings constructed rtailwayd o

6i)~~~~~2 KK390K0+0 K5 bulig ar of 2 to 3tRCity crosses the in 1980s or 90s. clearance__________ ______ I_I I__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I__ _ v illag e

® THE SECOND SURVER & DESIGN INSTITTE OF R,ILWAYS


TXidong Village, Left side of This village has over 100 households, most of their standards for

31 Town, Zhengjiawu K+700 20 t side buildings are of single-story houses constructed in standards for

31 Town, Jinhua K106+400 30 ~~the line railwaycity 1980s or 90s. clearance

Xingzhai Refer to

Town,ainVillage,1 Left side of This village has over 120 households, most of their standards for32 Village, Su00xi5buildings are of 2 to 3-story buildings constructed

Town, Jinhua ~~~~~~~the line in18so 0.railwayCity in18so 0.clearanceShilipai Village Right side of This village has over 80 households, most of their

33 (new station in K126+500 30 newly-built buildings are of 2 to 3-story buildings constructed

Yiwu City) station yard in 1980s or 90s.

Xiuhu Living Left side of Xiuhu Living Quarter was built in 1980s. Now it

34 Quarter, Yiwu K131+650-K132+650 20 the line has 800 households, most of their buildings are of Type 4

City 4-story buildings.

Shengli Living Left side of Shengli Living Quarter was built in 1990s. Now it

35 Quarter, Yiwu K131+650-K132+650 40 the line has 600 households, most of their buildings are of Type 4

________ _______ City ._t_e_ine _6-story buildings.

3 4THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS




ce Sectio Mileage relation General situation of scale Noisen Existi Newly- with the standardrange S/No Name ng built railway

._______ ________ line lineShitayutou Refer toWithin Village, Right side of This village has over 140 households, most of their Refer fo

Zhejiang Section 36 Guantang K134+350-+600 30 15 tht side buildings are of 2 to 3-story buildings constructed in railProvince Town, Yiwu 1980s or 90s. clearance

CityKecun Village, This vllagehasover 120ouslds,ost ofteir Refer toGuantang Left side of Thsvilgehs ovry12 househldns, monstrfcthedir standards forTown, Yiwu K139+900-140±200 30 15 the line buildings are of 2 to 3 railwayCity 1980s or 90s. clearance

38 Primary school K151010Right side of This school was built before liberation of China. Refer to38 in Yiting Town K145+150 100 the slne ofNow it has 38 teachers, 900 students. Its two 4-story Documentin Yiting Town ~~~~~~~~~~~~The lie teaching buildings were constructed in 1980s. No.94

Anli Village, reconstructe This village has over 100 households, most of their39 Yiting Town, K151+300-+500 60 15 d railway buildings are 2 to3-story buildings constructed in Type 4

Yiwu City crosses the 1990s.village .

Duitoushan The Refer toVillage, Tangya reconstructe This village has over 100 households, most of their Refer fo

40 Town, Jindong K167+100-+350 90 15 d railway buildings are of 2 to 3-story buildings constructed in randayDistrict, Jinhua crosses the 1980s rallwayCity village clearanceHuangheshanVillage, Right side of This village has over 60 households, most of their

41 Jindong DK169+100-+300 80 60 tht line buildings are 2 to3-story buildings constructed in Type 4District, Jinhua e le 1990s.

l itCity 3

®i ) THE SECOND SS m DESIGN INSTitUTE OF RAILWAYS3 5THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS

EA Report on Reconstructed Zhejiang Jiangxi Railway Electrification Speedup Renovation Project

XiaxinwuVillage,

Refer to

Dongxiao Left side of This village has over 60 households, most of their Refer fo

42 Township, K173+000-+200 20 20 the line buildings are of 2 to 3-story buildings constructed in railway42 nTownshp Kl300- 0 2 0 the line 1980s or 90s.raly

District, JinhuaCityJindongVillage,

Refer to

43 Downship,ao±20-i6 0 2 Right side of This village has over 300 households, most of theirstnad fo43 Township, K174+200-+600 20 20 Rigthe line buildings are of 2 to 3-story buildings constructed in tailway

Jindong 1980s or 90s. clearance

District, JinhuaCityJinhua Branchof Major This school was built in 1995. Now it has over 20

Education, Left side of teachers and officers, 4 coffespondence classes with

44 Medical K179+250 70 the line over 200 students, I short-cycle class with over 30 Type 2

School, students and I five-story teaching building.

ZhejiangUniversity

Its predecessor is Jinhua Railway Middle School and

Jinhua Railway Primary School founded in 1994.

Jinhua No. 18 Right side of Now it has over 60 teachers and 600 students. There Tye 2

Middle School K18C+10 140 the line are totally 17 classes in three grades of junior middle YP

school and 6 grades of primary school. 3 five-storyteaching buildings were built.

ShangtianshiVillage, Qianxi Left side of This village has over 80 households, most of their

46 Township, K183+500-+800 30 the line buildings are of 2 to 3-story buildings constructed in Type 4

Wuchengqu, 1980s or 90s.

Jinhua City

i W S g - m S Q tt [ 3 6THE SFCOND SURVER & DESIGN INSTITUTE OF RAILWAYS

EA Report on Reconstructed ZheJiang-Jiangxi Railway Electrification Speedup Renovation Project


Sensitive receptors Min. distance to PositionProvinc Sectio the railay (m) relation Noisee range n S/No Mileage Existin Newly- with the General situation of scale standardName g line built railway

lineShangchen

Within Village, Qianxi Right side of This village has over 100 households, most of Refer toZhejiang Section 47 Township, K184+300-+500 25 the line their buildings are of 2 to 3-story buildings standards forProvince Wuchengqu, constructed in 1980s or 90s. railway clearanceJinhua CityMache Village,

48 Qinche hipu , K185+500Th+750 25 20 Right side of Tsllage as over 50 households, most of their Refer to48 icheTong hpqu8,50 70 25 2Rgth line o buildings are of 2 to 3-story buildings constructed standards forJinhua City in 1980s or 90s. railway clearanceResidence zone of.Jeidnhua Crane Rihtsdeo This residence zone was built in 1965. Now it has Rfrt

49 Jinuac t K193+80KI94+000 60 Right side of 200 households whose buildings are of 4 to Document No.94Equipment38LrK14-tIiX1 0the line 5-story buildings reconstructed in 1980s or 90s. Dcmn o9I___ Factory

Houzhushan Left side of This village has over 100 households, most of Refer to50 Village, Tangxi K208+350-+600 20 the line their buildings are of I to 2-story buildings standards forTown, Jinhua City constructed in 1980s. railway clearanceShaojia Village, This village has over 150 households, most of Refer toHuzhen Town, 2400 7 Left side of their buildings are of 2 to 3-story buildings standards for51 Longyou County, K223+900 224+200 70 15 the lineQuzhou City constructed in 1980s or 90s. railway clearanceShitagang Living Left side of This residence zone was built in 1994-1997. Now

52 Quarter, Longyou K230+350-+650 40 40 the line 5-story buildngs. efer to____County thelin_5stoy_uiling._ocuen_No_9

_Pushan Village,Town,aLeftisideeofThis village has over 150 households, most of Refer toZhanjia Ton 40 30Lfsief their buildings are of I to 2-story buildings standards for53 Longyou County, K236+100 +400 30 the line construcedgi has or 90s. r crQuzhou City constructed i 1980s or 90s. railway clearance

6i) 5t iE % _ tJ F i£ tt R ~~~~3 7THiE SECOND SURVER & DESIGN INSTITUTE OF RAIIWAYS


GuitangshanVillage, Tangjia . f This village has over 160 households, most of Refer to

54 Town, Longyou K237+100-+400 30 Left slide o their buildings are of I to 2-story buildings standards for

County, Quzhou the line constructed in 1980s or 90s. railway clearance

City

ii tJe jA g$, - flJJ F i@ it 38THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS

EA Report on Reconstructed Zhejiang-jiangxi Railway Electrification Speedup Renovation Project


Sensitive receptors Min. distance to PositionProvinc Sectio the railway m relatione range n S/NMileage Exsin Newly with the General situation of scale Noise standardS/No. NameMieage Exisine -built railway

g ie line

Within Anren Junior Left side of This school was founded in 1978. Now it has 28Zhejiang Section 55 Middle School K244+500 170 the line teachers, over 400 students that study in 9 classes Type 2Province of 3 grades, and 1 3-story teaching building.

Qijia Village, K258+800 - Left side of This village has over 140 households, most of Refer to56 Kechengqu, 259+050 40 the line their buildings are of I to 2-story buildings Document No.94

Quzhou City constructed in 1980s or 90s.

Village, Right side of This village has over 260 households, most of Refer to standards57 Kechenh , K259+500-+900 15 the line their buildings are of I to 2-story buildings for railwayKechengqu, th ie constructed in 1980s or 90s. clearanceQuzhou CityHucun Village, Left side of This village has over 60 households, most of their Refer to

58 Kechengqu, K261+300-+400 30 t side buildings are of I to 2-story buildings constructed R efe toQuzhou City 3 the line in 1980s or 90s. Document No.94Xiguakeng, K261.800 Right side of This village has over 60 households, most of their Refer to standards

59 Kechengqu, 262+000 40 the line buildings are of I to 2-story buildings constructed for railwayQuzhou City 2+00in 1980s or 90s. clearanceXinye Village, Right side of This village has over 100 households, most of Refer to standards

60 Kechengqu, K262+300-+500 40 the line their buildings are of I to 2-story buildings for railwayQuzhou City constructed in 1980s or 90s. clearance

Lixin Village, Left right of This village was moved here in 1998. Now it has Refer to61 Kechengqu, K264+240 65 newly-built over 150 households, most of their buildings are Document No.94

Quzhou City station yard of 2 to 3-story buildings.

Shiwuli Village, K269+750 3 Right side of This village has over 240 households, most of Refer to standards62 Kechengqu, k270+200 30 th lin their buildings are of I to 2-story buildings for railway

Quzhou City e e constructed in 1980s or 90s. clearance

C 0 iSHOVER & _N mNTE O RitWAYS 39THE SECOND SIJRVER & DESIGN NSTIT TF OF RAILWAYS


Shibali Village,. . . This village has over 200 households, most of Refer to standards

63 Kechengqu, K271+500-+800 30 Rght slide of their buildings are of 1 to 2-story buildings for railway

Quzhou City the le constructed in 1980s or 90s. clearance

4 0THE SECOND SI]RVER & DESIGN INSTITUTE OF RAILWAYS




ce Sectio Mileage relatihe General situation of scale Noise standardrange S/No Name _built railway

. ~~~~~~~~~~~~g line ln

Yangjiatou Left side of This village has over 170 households, most of Refer to standardsVillage, Left side of ~her uidigs reofI o -story buildings for railwayKechengqu, constructed in 1980s or 90s. clearance

Quzhou City ____ ______

Vilae,tihtsdeo This village has over 120 households, most of Refer to standards65 Kbche, K280+300-+500 30 15 Righ side of their buildings are of 1 to 2-story buildings for railwayKechengqu, th ie constructed in 1980s or 90s. clearanceQuzhou CityJiangshan This school was founded in 1878. Now it has 72

66 Experimental K300+300 85 70 Left side of teachers, over 1737 students that study in 27 Type 2Primary the line classes, 2 5-story teaching buildings, 1 4-storySchool teaching building constructed in 1990s.Shanchuantan

Within Living Left side of This living quarter was built in 1990s. Now it has Refer to DocumentZhejiang Section 67 Quarer, K301+600~-K302+00 40 80 the li.ne 400 households, most of their buildings are of 4 to No.94Province Jiangshan City 5-story buildings.

Residence This living quarter has about 600 households,zone of Right side of most of their buildings are of 3 to 5-story Refer to Document

68 Jiangshan K304+600-305+100 100 the line buildings constructed in 1980s. No.94Cement Mill,Jiangshan City

YanmacheVillage This school was founded in 1918. Now it has 20

69 Primary K319+800 56 50 Right side of teachers, over 240 students that study in 12 Refer to Document69 School, K39805 0 the line classes of 6 grades, I 4-story teaching building No.94Wucun Town, constructed in 1998.

Jiangshan City

®6;) W iA g - m S i it R 41THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Maojiacang This school was founded after liberation of China.

70 Village K320+450 100 Left side of Now it has 6 teachers, 180 students that study in 5 Refer to Document

Primary the line classes and 2 single-story teaching buildings No.94

School constructed in 1980s.

Saitou Village,Xiazhen . . This village has over 40 households, most of their Refer to standards

71 Town, Yushan K327+100-+400 30 Rhet slide of buildings are of 2 to 3-story buildings constructed for railway

County, e le in 1980s or 90s. clearance

Shangrao CityWithin TangdingJiangxi Section Village,Province Xiazhen Left side of This village has overg 120 houStory most0of Refer to standards

72 Town, Yuha K331±600-~332+1-00 50 30 the line their buildings are of 2 to 3-story buildings for railway

County, constructed in 1980s or 90s. clearance

DukouVillage, This village has over 150 households, most of Refer to standards

73 Xiazhen K333+400-+600 180 15 the line their buildings are of 2 to 3-story buildings for railway

County, constructed in 1980s or 90s. clearance

Shangrao City

THE SEON SRERt ESG ISTT EOFRALWY42% THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS



Sensitive Min. distanceProvin receptors to the railway Position

ce Setio Mileage relation General situation of scaleNoiserange n S/No NExistn Newl with the standardrange S/No ~~~~Name gxisine y-buil railway

g ie t lineYuhongqiaoVillage,

Within Bingxi This village has over 300 households, most of their Refer toJiangxi Section 74 TYouswhan K342+700-K343+100 30 the line buildings are of 2 to 3-story buildings constructed standards forProvince County in 1980s or 90s. railway clearance

ShangraoCityShaxi Town This hospital was moved here in 1999. Now it has

75 Hospital, K363+500 too Left side of 100 healthcare workers, 80 beds, 1 3-story Refer toShangrao the line outpatient building, 1 4-story in-patient building Document No.94City and I 3-story bachelor hall.QianwangVillage, Right ide of This village has over 200 households, most of their Refer to

76 Shaxi Town, K368+600-K369+300 30 30 tht sli buildings are of 2 to 3-story buildings constructed standards forShangrao e le in 1980s or 90s. railway clearanceCityDawu TheVillage, reconstructed This village has over 130 households, most of their Refer to

77 Lingxi K370+700-K371+050 60 15 railway buildings are of 2 to 3-story buildings constructed standards forTown, crosses the in 1980s or 90s. railway clearanceShangrao villageCity _______________________________Lingxi This school was founded before liberation of China.Primary Right side of Now it has 12 teachers, 240 students that study in 6 Refer to

78 School, K374+850 30 30 ght side classes of 6 grades, 1 2-story office building and Document No.94Shangrao the line single-story teaching building constructed in 1980s.

... _____ ________ City I_ _ _.__ _ __... ..

6A) t it M -_ a 3 iQ 4t [ 4 3THE SECOND SURVER & DESIGN NSTITUTE OF RAILWAYS


GuomenVillage, This village has over 220 households, most of their Refer to

79 DiXinzhou K379+35100-+750 20 20 Right side of buildings are of 2 to 3-story buildings constructed standards for

District, the line i 90 r9s ala laac

ShangraoCity l

Wushan This living quarter was built at the end of 1980s.

Living Left d f Now it has 650 households, totally 2400 residents. R f to

80 Quarter, K382+280G-+4 40 40 e le Most of their buildings are of 4 to 6-story buildings e er

Shangrao constructed in 1980s or 1990s.

CityShangrao This hospital was founded in Jan. 2001. Now it has

81 Traffic K382+600 40 Right side of 72 healthcare workers, 150 beds, I 3-story Type 2Emergency the line outpatient building and 1 6-story in-patient

Hospital building.

Shangrao This hospital was moved here in May 2001. Now it82 PSychiangric K382+500 40Left side of has 300 healthcare workers, 300 beds, 1 4-story

82 Psychiatric K382+500 40 the line outpatient building and 1 3-story in-patient Type 2

Hospital _ . building.

6iD W fl % - , S tt 4 44THE SECOND SURVER & DESIGN INSTITUTE OF RAIIWAYS



Sensitive receptors Mi. distance to PositionProvinc Sectio . the railway (m) relation Noisee range n Mileage Existin Newly with the General situation of scale standard

S/No. Name g line -built railwayline

Within This school has a history of 100 years. Now it hasJiangxi 83 Shangrao No.l K382+800 150 Right side of 200 teachers, 2000 students, 1 3-story office Type 2Province Middle School the line building and 1 5-story teaching building constructed

_______ ~~~~~~~~~~~~~~~~~~~~~in 1990s.This junior middle school was founded in 1950s and

84 Shangrao No.5 K382+800 140 Left side of 60s. Now it has 60 teachers, 600 students that study Tye 2Middle School the line in 20 classes, 1 4-story office building and 1 4-story YP

Section teaching building constructed in 1990s.Linjia Primary Left side of This school was founded in 1980. Now it has 2285 School, K385+800 50 the le teachers, 370 students that study in 9 classes, I Type 2

Shangrao City the le 2-story teaching building and I single-story house.

Fenglingtou This school was founded in 1975. Now it has 27Central Left side of teachers, 400 students that study in 14 classes, I Refer to86 Primary K396+000 100 the line 2-story teaching building, 1 3-story teaching Document

School building and 1 2-story office building constructed in No.941990s.Xiejia Village, K425+100-+450 Thsvlaehsoe 0hueod,ms fterRefer toHengfeng Left side of This llage has over 4t0 hobuildings constructed at standards forSection 87 County, 40 20 the line buildings are of 2 to 3-tr bulig osrce trailwayShangrao City the end of 1990s. clearanceHoujia K425+600-K 26+300Village, Left id f This village has over 200 households, most of their Refer to

88 Hengfeng 30 Lhef slie buildings are of 2 to 3-story buildings constructed at DocumentCounty, the le the end of 1990s. No.94Shangrao City

Its predecessor is Yiyangdong Railway PrimaryYiyang Left side of School that was moved to Shangrao in 1998. Now Refer to

89 Vocational K440+100-+200 90 the line the vocational senior school leases its buildings. DocumentSenior School Now it has 18 teachers, 180 students that study in 5 No.94

I I classes.

64 W iS g - & Q tt R 4 5MTIE SECOND SURVER & DESIGN INSTITUTE } RAILW.AYS


Wangjiashan This village was moved here from the original Refer to

90 Village, K440+100-+200 30 both sides of position near Xinjiang River. Now it has over 1000 standards for

Yiyang the line households, most of their buildings are of 2 to railway3-story buildings, clearance

Hetan CentralPrimary ~~~~~~~~~~~~~~~~~This school was founded in 1970s. Now it has I1 Reer t

91 Scoo,i uxiary+003 Left side of teachers, 140 students, 2 2-story teaching buildings, Docuento91j School, Guixi K458+200 30 the line I 3-story teaching building and I 2-story residential

County, housing for teachers constructed in 1990s. No.94

Yingtan City

92 Vo tn K458+000g+400 15 both sides This village has over 50 households, most of their Refer to92 Village, Gui'xi' K4800.0 bt ie fbidns r f2soybidnscntutdi standards for

County, the line buidins are of2sor0uldnscosrctdi railway

Yingtan City 10so9s.clearance

@ W X % _ m tt A LA46THE SECOND SURVER & DESIGN NSTITUTE OF RAILWAYS



Sensitive receptors Mi. distance to PositionProvinc Sectio the railwy (m) relation s o Noisee range n Mileage Existin Newly with the General situation of scale standardl S/No. Name g line -built railway

g ie line

Within 2nd East YK487550 Left side of 2nd East Railway Village has over 400 households, Rsfnr toJiangxi 93 Railway ~ YK487+550 30 fthe side ofmost of their buildings are of 4-story buildings railway Province 9ilway -YK488+000 the line constructed in 1980s and are under reconstruction. clwayProvince Village ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~clearance

3rd East _ 3rd East Railway Village has 1200 households, Rsfer to94 Railway YK488+000 30 Left slide of most of their buildings are of 6-story buildings standards for

Village -+700 the line constructed since 1990s. ranlwayYingtan Yingtan No. IJunctio Primary This school was founded in 1958. Now it has 10n 95 School of YK487+280 80 Left side of teachers, 120 students, I 2-story office buildings, I Type 2

Nanchang the line 3-story teaching building constructed in 1980s. OneRailway laboratory building is under construction.BureauYingtan This school was founded in 1958. Now it has 150Middle School Rih d f teachers, 1200 students, 1 3-story teaching building,

96 of Nanchang YK487+350 100 the line I 4-story teaching building constructed in 1970s, 4 Type 2Railway 2 to 3-story office buildings and laboratoryBureau buildings.Dongyang Refer toVillage, Left side of This village has over 300 households, most of their standards for

Section 97 Yujiang K496+550-+800 60 20 the line buildings are of I to 2-story buildings constructed railwayCounty, in 1970s or 1980s. clearanceYingtan City

Qj $t iS g -& Q t rt 4 7THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


ResidenceZone of Refer to

Jiangxi both sides of This village has over 100 households, most of their standards for

98 Provincial K509+400-+670 15 the line buildings are of 2 to 3-story buildings constructed railway

Paddy Rice in 1990s. clearance

Research andPlant YardQiaotou Refer toI

Village, Left side of This village has over 100 households, most of their Refer fo

99 Yujiang K510+200-+400 15 the line buildings are of 2 to 3-story buildings constructed railway

County, in 1980s or 90s. clearance

Yingtan CityHuangjia Refer to

Village, Right side of This village has over 60 households, most of their standards for

100 Yujiang K513+900-514+120 30 15 the line buildings are of 2 to 3-story buildings constructed railway

County, in 1980s or 90s. clearance

Yingtan City clearance

Wuligang New .. ..Distrigang NeThis village is a newly-built living quarter near the

10 Duianstrict,'+00 508 Left side of county. Now it has 100 households, most of DocumReento101 Yujiang K514+100t+300 50 85 the line buildings are of 3-story buildings constructed at the Document

County, end of 1990s. No.94Yingtan CityHubeilujia Refer to

Village, Left side of This village has over 70 households, most of their standards for

102 Yujiang K516+200-516+400 30 15 the line buildings are of 2-story houses constructed in 1980s railway

County, or 90s. clearance

Ymngtan city _______

Keliluji This village has over 100 households, most of their Refer to

10 Vuiange,1+505690 03 Right side of buildings are of 2-story buildings constructed in standards for103 Yujiang K516+650-516+900 30 30 the line 1980s or 90s. The first row of buildings facing the railway

County, road are stone houses constructed in 1970s. clearance

Yingtan CityHuling Village, This village has over 100 households most of their Refer to

Dongxiang K526+900- Right side of village has ov 10 ' houses mostrofcthedi standards for

104 County, K 527+200 50 50 the line buildigs are of sigle-story houses constructed i railway

-l- - Yingtan City clearance

4 8TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


DNgx istng t K3+0LetsdofThis village has over 70 households, most of their standrd for105 Count, K15+7 5 the line buildings are of 2-story buildings constructed in rsaiay f

County, K535+000 the line ~~~~~~~~~1980s or 90s.ralyYingtan City clearance

®s) 4 SO SR - EI S T O RAI YTHE SLCOND SURVER & DESIGN INSTITLYTE OF RAII-WAY5



Position

Sensitive receptors Mn. distance to the relation General situation of scale NoiseSection Mileage railway (in) with the standard

railwayExisting Newly-bu

S/No. Name line ilt line y

This school was founded in 1939. Now it has

Within Dongxiang 300 teachers, over 4000 students, 4 4-storyWithgin Scio 0 No.1I Middle K330-6010Right side teaching buildings, 10 2 to 3-story residential Tp Jiangxi Section 106 School, K535+300+650 120 of the line housings for teachers, 2 4-story residential Type2

Province Yingtan City housings for students and 2 3-story residential

housings for students.

Siqian Village, This village has over 200 households, most of Refer to

107 Dongxiang K540+400-+800 30 Left side of their buildings are of 2-story buildings standards for

Yiungtan Cityin constructed in 1980s or 90s. railway clearance

Jiqiandong Tiscolwsfuddin 1996. Now it has 16Hope Primary ~~~~~~~~~~Left side of ThsscholwarfunedRefer to

108 Hope Primary K557+700 100 the line teachers, 200 students, 1 3-story teaching Document No.94

STown building.

TheCaojia Village, reconstructe This village has over 80 households, most of Refer to

109 Jinxian County, K570+350-+550 90 15 d railway their buildings are of 2-story buildings standards for

Nanchang City crosses the constructed in 1980s or 90s. railway clearancevillage

This school was founded in 1970s. Now it has

Jinxian 80 teachers, over 1000 students, I 4-story

110 Vocational K571+500-+650 150 130 Right side teaching building, I 2-story residential housing Type 210 Senior Scholl,K5+0060 1013 of the line for teachers, 1 2-story residential housing for Tp

Nanchang City students. 1 5-story residential housing forteachers is under construction.

Dongshan This village has over 80 households, most of Refer to

Village, Jinxian K574+3001+500 15 Left side of their buildings are of 2-story buildings standards for

County, the line constructed in 1990s. railway clearance

_ _ _ _Nanchang_City

5 0TIIE SECOND SUIRVER & DESIGN INSTITUTE OF RAILWAYS


DongshanPrimary Left side of This school has over 10 teachers and 200 Refer to

112 School, Jinxian K574+400 60 the line students and 2 2-story teaching buildings. Document No.94County,_ NanchangfCiy, _

Liaojia Village, R This village has over 140 households, most of Refer to113 Jinxian County, K589+500-K590+100 90 15 Right slde their buildings are of 2-story buildings standards for

Nanchang e e constructed in 1970s or 80s. railway clearanceWangxie This village has over 90 households, most of Refer to

114 Village, Jinxian K590+500+800 15 eft side of their buildings are of 2 to 3-story buildings standards for

114 ilg, ixa K591+4000-'+800 15 the line hr ulig ae °°2Sod osofRert

County, the _ constructed in 1980s or 90s. railway clearanceNanchang CityTianliniejia sdofThis village has over 60 households, most of Refer to

15 Village, Jinxian K5140-802 Leftsieo their buildings are of 2-story buildings standards forCounty, th ie constructed in 1980s or 90s. railway clearance

Vilange,jinianLfsieo This village has over 80 households, most of Rfrt116 Village, Jinxian K593+900-K594+400 80 LeR side of their buildings are of 2 to 3-story buildings Refer toCounty, the line ~~~~~~~~~~~construtctd in 1980s or 90s. Document No.94

____ ____ ____ ____ ____ Nanchang City -----

k 14 W - m V iQ tt rlc 51THE SECOND SURVER & DESIGN [NSTITUTE OF RAILWAYS



Sensitive receptors Min. distance tothe railw y (m) Position

Provinc Section Mileage Existing Newl relation General situation of scale Noise

e range S/No Name line y-bui with the standardIt railway

_____________ _________ line

Section Refer to

Within SNchan Yanlong Village, The railway This village has over 60 households, most of their stndr fo

JWangxi t 117 Xiangtang District, +550 15 crosses the buildings are of 2-story buildings constructed in railway

Province Junction Nanchang City village 1980s or 90s. clearance

No.2 Primary Beijing-Jiulon Teaching This school was founded in 1980s. Now it has 96

118 School ofNanchang g Railway building Left side of teachers,1700 students, 1 6-story teaching building, Type2

Railway Bureau K1444+578.96 140m the line I 4-story teaching building and 1 4-story officeRailway Bureau K 1444+578.96 140m ~~~building constructed in 1980s and 90s. ________

No.5 Village of Beijing-Jiulon Outmost Left side of This village was founded in 1970s. This village has

119 Nanchang Railway g Railway tackon t side over 2000 households, most of their buildings are of Type 4

Bureau K1444+578.96 station the line 6 to 7-story buildings constructed in 1980s or 90s.yard 8 ______________________ _______

Its predecessor is Employee School of Nanchang

Liantang District of Be jing-Jiulon Teaching Railway Bureau founded in 1984. It was merged

120 Nanchang Railway g Railway Teaching Right side of into Nanchang Machinery School. Now it has 10 Type 212 Manchangr Raiolwa g1 Railway buldn the line teachers, over 500 students, 1 5-story teaching Tp

building, 1 3-story office building and 1 7-story

residential housing for students.

This junior middle school was founded in 1950.Now it has over 100 teachers and 1300 students. Itwill merge with Xiangtang No.4 Middle School in

Beijing-Jiulon Sep. 2002. Quantity of teachers will then reach over

121 Xiangtang No.2 gRalway Teaching Left side of 200 and that of students will reach 2700. Now this Type 211 Middle School g1Railway buidin the line school has 2 3-story teaching buildings, 1 5-story Tp

K1468+550 160 teaching building, 6 single-story residential houses

for students. 1 2 -story teaching building andresidential housing for students near the railway are

under construction.

6D W it it - @, R 5 2TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS

EA Report on Reconstructed Zhejiang Jiangxi Railway Electrification Speedup Rlenovation Project

Xiaxi Primary BEejing-Jiukng Teaching Left side of This school was founded in 1975 and moved here in Refer to122 School, Xiangtang Railway building the line 1995. Now it has 20 teachers, 420 students that Document No.94West ZXK1614+800 100 th ie study in 8 classes, and 1 3-story teaching building. Dcmn o9This village was moved here for construction of

123 Xiaxi Village, RinJf 30 Left side of double track of ZheGanLine Railway. Now it has Refer toXiangtang West 3061a5 the line 120 households, most of their buildings are of 2 to Document No.94XK1614+5fU ~~~~~~~~~3-story buildings.Dong Primary This school was founded in 1980. Now it has 12

124 Scol ioag K625+050 Classroo Right side of teachers, 200 students that study in 5 classes and 3 RfrtRd., Fengcheng m 140 the line single-story teaching buildings. Document No.94City

Section Office This hospital was built in 1980s. Now it has over 70Schistosomiasis building Right side of healthcare workers, 20 beds, I 4-story office Refer to125 Prevention Station K635+800 of the line building, 1 4-story bachelor hall and laboratory Document No.94of Fengcheng City hospital building, I 7-story residential housing.

) i W g - , S tt I 5 3TIIE SECOND SURVER & DESIGN INSTITUTE OF RAIIWAYS



Min. distance

Sensitive receptors to the railway PositionProvinc Sectio mrelation Noise

e range n Mileage Existin Newl with the General situation of scale standard

S/No Name g line y-buil railway

. ~~~~~~~~~~~~~~~t line

Within Zhujia Village, K641÷200 Right side of This village has over 320 households, most of Refer to standards

Jiangxi Section 126 FneegCt 6210 0teln their buildings are of 2 to 3-story buildings for railway

Province Feghn iy K4±0 h ieconstructed in 1980s or 90s. clearance

Longtan Village Longtan Village has over 50 households and Refer to standards

127 and Pailou K648+000-+800 40 30 Left side of Pailou Village has over 60 households, most of for railwayVillage of the line their buildings are of 2 to 3-story buildings clearance

Fengcheng City constructed in 1980s or 90s.

Songhu Primary Teaching Left side of This school was founded in 1950s. Now it has 12 Refer to

128 School of K658+550 building the line teachers, 200 students that study in 7 classes, and Document No.94

Zhangshu City 110 1 2-story teaching building constructed in 1992.

Songhu Village, Left side of This village has over 300 households, most of Refer to standards

129 K658+550'-+850 30 their buildings are of 2 to 3-story buildings for railway129 Zhangshu City K658+550+850 30 the line constructed in 1980s or 90s. clearance

Huangjia This village has over 130 households, most of Refer to standards

130 village, K642+900-643+400 20 15 t side their buildings are of 2 to 3-story buildings for railway

Fengcheng, the line constructed in 1980s or 90s. clearance

Yichun CityCangxi Primary

Shool,aLftsdeo This school was founded in 1970s. Now it has 8 Rfrt

131 Huangjia K643+000 125 120 theide teachers, 160 students, and 1 3-story teaching RferoVillage, the line building constructed in 1990s. ng Document No.94

Fengcheng,Yichun City

Dongcun This village has over 80 households, most of their

132 Vilg,K660±200--+350 30 thet line o buildings are of 2 to 3-story buildings constructed Douentr No9

Fengcheng, th ie in 1980s or 90s. Dcmn o9

______ __ __ _____Y ichun C ity _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _

a . i& it R 5 4THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Gulou Village,Linjiang Town, Left side of This village has over 45 households, most of their Refer to standards

133 Zhangshu K681+500'-+900 30 th iebuildings are of 2 to 3-story buildings constr-ucted for railwayCounty, Yichun e le in 1980s or 90s. clearance typeCityHanshan

VLnjiag T This village has over 200 households, most of Refer to134 Zhangshu K687+200-+500 30 th side oftheir buildings are of 2 to 3-story buildings cuentoZhangshu th ie constructed in 1980s or 90s.DouetN.9County, YichunCityHanshanPrimary School, This school was founded in 1970s. Now it has 10 refer to

135 Linjiang Town, K8 3570Right side of Refer,16 toet adI -toyteciZhangshu the line teachers 160student an 1 g Document No.94County, Yichun buidin c in ITEO LWCityXiongjiaVillage, This village has over 50 households, most of their Refer to standards

16 Linjiang Town, K6340+0 5Right side of buildings are of 2 to 3-story buildings constructed for railwayZhangshu th ie in 1980s or 90s. clearanceCounty, YichunCity _______________________

Viollage, Letsd fThis village has over ?? households, most of their Refer to137 Vilg,K721+200 30 30 Letsd fbuildings are of 2 to 3-story buildings constructedLuofang Town, the line in 1980s or 90s. Document No.94_ _ _ _ _ _ _ _ _ _ _ _ I X in y u C ity _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

® THE SECOND SURVER & DESES6N INSTITUTE OFE RAILWAYS



Sensitive Min. distanceProvin Seto receptors to the railway PositionNos

ce Mctio Mileage < relation General situation of scale noisen Existin Newl with the standard

range SIN Name g line y-buil railway0. t line

Within Tonglin Left side of This village was built in 1980s. Now it has over Refer to

Jiangxi Section 138 Vixi, K729+500-K730+150 20 t side 380 households, most of their buildings are of 2 to standards for

Province Villg, 2the line 3-story buildings constructed in 1980s or 90s. railway clearance

____Xinyu ______________________

Xijiahe Left side of This village has over 160 households, most of Refer to

139 Village, K735+400-+800 15 the line their buildings are of 2 to 3-story buildings standards for

Xinyu City constructed in 1980s or 90s. railway clearance

Residence Outmost

zone (No.3) track in Right side of This zone has over 800 households, most of their

140 of Xinyu K738+400-+550 station the line buildings are of 6 to 7-story buildings constructed Type 4

Railway yard in 1980s or 90s.

Branch 60m

_JiangxiElectrican This school was founded in 1990s. Now it has 800

141 Science K741+520a+950 150 Right side of teachers, 13000 students, 2 7-story teaching Tye 2

College, the line buildings and 5 6 to 7-story residential housings YP

Xinyu for students.

Baoshan Right side of This village has over 180 households, most of Refer to

142 Village, K744+55-+8200 70 70 the line their buildings are of 2 to 3-story buildings Document No.94

Xinyu City constructed in 1980s or 90s.

Jieshui This school was founded in 1980s. Now it has 10

Central Left side of teachers, 200 students, 1 2-story teaching Refer to

143 Primary K765+300 the line buildings and 1 2-story residential housings for Document No.94

School, teachers constructed in 1980s and 90s.

Xinyu City

a OND SURVER & =ESUN IT Vi TE iF RA 5 6THE SECOND SURVEF. & DESIG/N INSTlJTE OF RAILWAYS


LingyangMiddle This school was founded in 1970s. Now it has 100

14 School, K7540 50 30 2 Left side of teachers, 2000 students, I 2-story teaching Refer to144 Fenyi K765+400-+550 30 20 the line buildings and 1 2-story residential housings for Document No.94

County, teachers constructed in 1980s.Xinyu City .Zhanqian R s This school was founded in 1990s. Now it has 14

145 Primary K768+800 80 Rigbt side of teachers, 180 students that study in 6 classes and I Refer toSchool, the line 2-story teaching building. Document No.94Fenyi CountyResidence This living quarter was built in 1970s. Now it has

146 Zone of K773+100-+350 50 Right side of 180 households, I 4-story bachelor hall and I Refer toFenyi Ramie the line 4-story residential housing constructed in 1985 Document No.94Textile Mill face the railway. ,Kongjiazhou, This village has over 50 households, most of their Refer to

147 Fenyi K774+900 60 Left side o buildings are of 2 to 3-story buildings constructed standards forCounty, K775+800 the line in 1990s. railway clearanceXinyu City

Ylchun West This school was founded before liberation ofVillage ~~~~~~~~~Right side of China. Now it has over 40 teachers, 1000 students Refer to148 Central K814+950 120 the line and 1 5-story teaching building. About 60 students Document No.94

Primary live in the school.l__________________ School _ _I_ _

VA, gt; it X m _- Ab V it R 5 7THE SECOND SLRVER & DESIGN INSTITUTE OF RAILWAYS



Sensitive receptors Min distance to PositionProvin Sectio the ~~~~railway (m eainNoise

cc nrovio Mcctw | SeasHisen-xio lilleage |Minft (en)e relition General situation of scale standard

range lin Name be -bielt railway

Within The People's In-patien This hospital was built in 1970s. Now it has 60

Jiangxi Section 149 Hospital of K815+650 t 120 Right side healthcare workers, 28 beds, 1 3-story outpatient Refer to

Jiangxi Section 149 Yichun West departme of the line building constructed in 1995 and 1 2-story Document No.94

Province Village nt 80 in-patient building constructed in 1970s.

Shupeng Refer to

Village, Luxi K838+900 Right side This village has over 60 households, most of their Refer fo

150 Town, Luxi K839+200 20 15 of the line buildings are of 2-story buildings constructed in railway

County, 1980s or 90s. clearance

Pingxiang CityLuxi Primary This school has a history of over 100 years. Now it

151 School, Luxi K839+450 80 140 Right side has over 80 teachers, 1000 students and 1 4-story eerTown, of the line teaching buildmg constructed in 1985. Document No.94

Tin gxiang City . t

Quanjiang This school was founded in 1980s. Now it has 10

152 Primary K848+500 150 Right side teachers, over 120 students, 1 2-story teaching Refer to

School, of the line building and I single-story building constructed in Document No.94

Pingxiang Citv 1980s.

Yangqiao The+0 rila This village has over 100 households, most of standrd for

153 Village, K850+900 - 120 15 rosses their buildings are of 2-story buildings constructed stds f

Pingxiang City K852+000 crosses the in 1980s or 90s. railway

village ~~~~~~~~~~~~~clearanceDeng'an The This village has over 150 households, most of Refer to

154 Village, K860+600 - 60 15 crailway thetheir buildings are of 2 to 3-story buildings standards for

Pingxiang City K861+900 crosses the constructed in 1980s or 90s. railway

THE____________ 5ECOND___________ _ SURVERvillage clearance

5 8TESCND SURVER & DESIGN INSTITUTE OF RAILWAYS


Residence zone of Qingshan Coal Mine was builtResidence in 1950s and 60s. Now it has 1500 households.zones of Near the railway, the single-story houses were Refer toQingshan Coal Left side of built in 1950s and 60s, and 5 to 6-story buildings standards for

155 Mine and K866+350-K867+150 20 the line were built in middle of 1990s. Residence zone of railwayCement Mill Cement Mill was built in 1970s. Now it has 600 ranceof Pingxiang households. Near the railway, the 2 to 3-story clearanceCity buildings were built in 1975, and 5 to 6-story

buildings were built in 1990s.Shangpu Letsd fThis village has over 60 households, most of their Rfrt

156 Village, Liling DK899+100-+300 60 ebuildings are of 2-story buildings constructed in Document No.94Within County____ 1980s or 90s.Hunan Section Zhushan Town This school was founded at the end of 1980s. NowProvince 157 Primary K926+500 130 Right side it has 16 teachers, 350 students that study in 10 Refer to

School, of the line classes of 5 grades and 1 3-story teaching Document No.94Zhuzhou City building.

-6) i m g = T$J F @ Lt [9 59TI F. SECOND SURVER & DESIGN INSTITLTE OF RAILWAYS


2) Monitoring of the current noise situation

(1) Standards and norms implemented for measurements

The measurement of railway noise complies with the "Emission Standards and

Measurement Methods of Railway Noise on the Boundary Alongside Railway

Lines" (GB12525-90). The measurement of environmental background noise

was conducted according to the "Acoustics Measurement Method of

Environmental Noise" (GB/T 3222-94) and the "Measuring Method of

Environmental Noise of Urban Area" (GB/T 14623-93).

(2) Implementation plan for measurement

A) Measurement instrument

The monitoring of the current situation of environmental noise employed

RION NL-31, HS6280D, LD820 and LD2900B model integral sound

level meters. All of the instrument used in the measurement (including

the sound source calibration unit) have had their qualification verified by

the metrological verification departments during the once-a-year

metrological verification prior to being used for the measurement. A

verified sound source corrector was used prior to and after each

measurement for calibration.

B) Measuring time and method

(D Measuring time

Daytime: 6: 0022: 00;

®D D i = & V i<tt' r 6 0THE SECOND SURVE9 & DESIGN INSTITUTE OF RAILWAYS


Night time: 22: 00-6: 00.

( Measurment methods

During the railway noise measurements, representative car flow

densities or a certain hour with a certain quantity of activity were

chosen during the daytime and nighttime and the integral sound

level meters were used to measure the equivalent continuous A

sound levels to represent the levels of environmental noise for the

daytime and nighttime. The length, through time, stable noise levels,

background noise, etc were recorded based on the type of train and

divided into the up and down traffic simultaneously while

measuring the equivalent sound levels. The sound level and

duration of the whistles were also measured simultaneously at the

measurement points for locomotive whistles.

During the measurement of the environmental background noise,

the daytime was based on the conditions in the sensitive spots, the

daytime and nighttime chose periods of time representative of the

normal working hours (or hours of normal activity) and normal rest

periods to use the integral sound level meters to continuously

measure the equivalent continuous A sound level for a period of

10min to represent the daytime and nighttime background noise.

The main source of noise (such as social activities, traffic,

construction, factory noise ,etc) was also recorded during the 20min

continuous measurement of the equivalent continuous A sound

levels in measurement points for traffic noise.

® M V * _ t r 6 1THE SECOND SURVER & DESIGN INSTITUTE OF RAIIWAYS


(3) Measurement and assessment quanta

The quanta of the noise measurements of this assessment were the

equivalent continuous A sound levels and the instantaneous A sound levels

and used the equivalent continuous A sound levels as the assessment

quanta.

(4) Positioning principles

Monitoring of the current situation of the environment noise was mainly

aimed at the locations of the sensitive spots and also gave attention to the

forecasted results. It was planned to select the specific sensitive spots in

the assessment area that are relatively concentrated or have special

protection requirements (such as schools, etc) to set up the cross-sectional

measurement points. In the setting up of the cross-sectional measurement

points, the close measuring points were usually set up at places 30m away

from the central line of the outside track of the railway or Im away from

the closest window away from the railway in the sensitive spots. The

distant measurement points were set up in areas between 30m and 120m

depending on the position of the buildings in the sensitive spots.

(5) Description of the layout of the measuring points for noise monitoring and

monitoring results

There were 157 sensitive receptors for this monitoring of the current

situation of environmental. Refer to Table 3.4-2 for the illustration of the

position of the monitoring points and the monitoring results. Refer to

Chart 3-1-3-52 for layout map of the monitoring cross sections

® A W m - Xb V id r 6 2THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Table3.4-2 Monitoring Results of the Current Situation of Noise and Assessment Quanta

Position Stable Current noise Background Standard Amountr Nsaamte nf recetors Merasut point g relative to the Asund rating noise rating limit esaeedardName of Mainsud tndr

sain Name of . Description of railway (in) lvl (LAeqq dB) (LAeq, dB) (LAeq, dB) Mai,d) ond rwnor sensitive rig the measuringHeg drna or ~~~~point Hi dungnumber

o section No. Dista ht train Day Night Day Night Day Night Day Night sourcenee differ operati time time time time time time time time

ence on (dB)Bailutang Outside the window

Bailutan Village, of the first floor of Attachedg to Xiaoshan 1-1 th.Wdig i 15 -3 68~-71 62.8 61.9 58 56 70* 70* / / GD drawingZhuji residential the building6-1

areaGaotianchenPrimary Outside the windowSchool of of the second floor atLinpu, 2-I the front end of the 150 -3 60-65 58.8 2 56 60 5/ / / D)®XiaoshanresidentialtacigbldnareaGaotianchen vlae_ _village of Outside the window AttachedLiapu 3- of the first floor of 15 -3d5 65a6n 6g.2 62.4 57 54 70* 70* drawing(original 3l the building in -35 6~~-8 6. 24 5 5 7* 7* / / G® 6-2residential villagearea)XinzhatouVillage, Outside the wvindow

Jinhua town, of the first floor of 6 THE SECOND SURVER & DeSthe buiddng Rnresidential villagearea

THE ECOND SURVER & DESIGN INSTITUTE 'IF RAILWAYS 6


Position Stable Current noise Background Standard Amount

Name of Measu ~~~~~~~~~~~~relative to the A Crrtint noise B ackrond Simtadr exceeding

r station Name of ring Description of railway (m) sounB)d ratin noise rtn limit dBeding Main Drawing

a or sensitive point the measuring H ig during d (e X ) sound number

sectiono No.point Disaurcgduinsection receptors No. Dista ht train Day Night Day Night Day Night Day Night source

nce differ operati time time time time time time time time

ence on (dB) l

Banlichen Outside the wcndow Attached

village, 5-1 of the building in 15 -2.0 74-79 65.7 64.6 58 55 70* 70* / / () drawing

Jinhua town viof e 6-3

Zhujiata ~ Outside the window Attached

village of 6-t of the first floor of 15 -3.5 58-62 65.2 63.2 54 48 70* 70* / / ( drawing

viagen o 1 the buildg n m 6-4

Phujiangt village6-Xiayuanillana Outside the window Attached

Xa viageo 8- of the first floor of 15 -4.0 62672 62.8 61.2 58 56 70* 70* / / (D® drawing

ofujeichi, 7-j the building in_ 6-

Zhuji City ~~village___65Quanmiansha Outside the window

Attached

n village of of the first floor of 15 -3.5 60~66 57.5 55.0 52 47 70* 70* / I (® drawing

meichi, Zhuj i 8-1 the building in 6-6. 26 7. 50 5 7 7* 0 5 rwn

City village l6_eZhanghuang Outside the window

Attached

village of 9 1 of the first floor of 15 -2.0 60-66 57.8 54.0 54 49 70* 70* / I Ci(® drawing

Zhibu, Zhuji the building m 6-7

City village___Pingxi village Outside the widow

Attached

of Zhibu 11 of the first floor of 15 -2.5 62-68 62.8 61.4 58 55 70* 70* I / 2( drawing

town, Zhuji the building In 6-8

City village

Shanyang Outside the widow Attached

village of 1- of the first floor of 20 -5.0 64.3 61.9 58 55 70* 70* 5 © drawing

Zhibu town, the buiding in 6-9

Zhuji City village _ _ _ _ _ _ _ _ _ _

Songjia back Outside the first Attached

village of 1- floor window of 40 -. 615 95 8 8 70 545drwn

Zhibu town, the first row of 40 -. 615 95 5-8 0 5 105 ® rwn

L - Zhuji City building

64 M iB - Ab iQ it R 6 4THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Position Stable Current noise Background Standard Amountv Name of of Measu relative to the A rating noise rating limit exceeding

_. staation seName o rng Description of railway (m) level (LA.q, dB) (LAXq, dB) (LAeq, dB) star lar sound Drawingor sensitive the measuring ei dungsourcn umes receptors No point Dista ht train Day Night Day Night Day Night Day Night

nce differ operati time time time time time time time timeence on (dB)

Songjia front Outside the window Attachedvillage of 13-1 of the first floor of 20 -5.5 60.7 58.4 58 46 70* 70* / / )() drawingZhibu town, the building in 6-11Zhuji City villageGuanzhuang Outside the windowback village of the first fld of Attachedof Zhibu 14-1 the bufdt f 20 -5.5 60.5 59.0 58 45 70* 70* / / (® drawingtown, Zhuji village b n 6-12Cityvilg

Guanzhuang Outside the windowfront village of the furst floor of Attachedof Zhibu 15-1 the budding o 15 -6.0 62.3 58.4 59 52 70* 70* / ( NO drawing

Bailutan town, Zhujt i the 6-13g to City ageZhuji Fucunban Outside the window Attached

village of 16-1 of the first floor of 15 -4.0 59.5 56 56 5 70* 70* / / )() drawingDatang town, the budding in 6-14Zhuji City villageHecun village Outside the window AttachedvZhuji to of Datang 17-1 of the first floor of -5.5 66.8 5.4 58 52 70* 70* / / ®® drawing

Yiwu Town, Zhuji the building m 6-15Zu City villageXiajianlu Outside the window Attachedvillage of 18-1 of the first floor of 15 -4.5 61.3 58.9 58 52 70* 70* / / (® drawingDatang Town, the building m 6-16Zhuji City villageDashitou Outside the window Attachedvillage of 191 of the first floor of 15 -5.0 59.8 56.4 58 52 70* 70* / ® drawingJiyang, Zhuji 1- the buiding in 6-17C ity Ivillage_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

SO SV & D a SU ( i R 6 5W TIIE SECOND SURVER &L DESIGN INSTITUTE ()F RAILWAYS


Position Stable Current noise Background Standard Amount

Name of Measu relative to the A rating noise rating limit exceeding

Name of . Description of railway (in) soud LAtingdB noise ratin Limit stadar Mainstation seitv ring th level (LAe, dB)(Le,d) LAqdBL d) son Drawing

or rcpos point mesuin Hleig during sore number

o section No. poin Dista ht train Day Night Day Night Day Night Day Night

nce differ operati time time time time time time time time

Houban Outside the window Attached

village of of the first floor of 30 -4.5 60.2 58.2 58 52 70 70 / / drawinegd

Wangjiajing 20-1 the building in 0 -. 02 82 5 2 70 7 rwn

town, Zhuj i viDlage 6-18

CityShiwufangvillage, Outside the first

Shisanfang floor window of Attached

village of 21-1 the first row of 15 -4.5 58.5 56.2 57 52 70* 70* / / (® drawing

Wangjiajing bulig6-19Town, Zhuji buildingCityChaokeng Outside the first Attached

village of 22-1 floor window of 30 -4.5 59.0 57.0 54 54 70 70 (E( drawing

Paitou town, the first row of . . 6-20

Zhuji City I _ building 6

Yijing village Outside the first Attached

of Paitou 23-1 floor window of 30 -4.5 58.6 56.8 52 53 70 70 (M drawing

town, Zhuj i the first row of 30 -. 686 68 5 32071 ® rwn

City building 6-21

Dazhuang Outside the first Attached

Patou town, 24- floor window of 100 -4.5 59.0 57.6 56 48 60 50 / 7.6 ©© drawing

Zhuji City buildingDazhong Outside the first Attached

village of 25-I floor window of 60 -4.0 57.8 55.5 52 48 70 55 I 0.5 (J(© drawing

Paitou town, the first row of 6-23

Zhuji City building

Sangyuan Outside the window Attached

village of 26-1 of the first floor of 15 -4.0 59.5 54.8 52 48 70* 70* / I ©© drawing

Paitou town, the building in 6-24

Zhuji City viDlage

® W fl g - m SIQ = Rf 66TiE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS

EA Report on Reconstructed Zhejiang-Jiangxi Railway Electrification Speedup Rlenovation Project

Table 3.4-2 (Continued)

9 Name Position Stabod A Current noise Background Standard Amount% of relative to the rating noise rating limitexedn

sain Name of Measuri Description of .level standard Maintor sensitive ng point the measuring ralayi during dBlr, dB) noieq, dB) iA, dB) exce ) sound Drawing

setor rcpos N.pitHih trn source umesectio receptors No. point Dist Hight train Day Night Day Night Day Night Dayt Nightn ance differe operati time time time time time time ime time

nee on(dB)Zhuj i Yuanjia Outside the first .t_Zhuji vlae o lo idwo Attachedto villae tow, 27-1 floor window of 20 -3.5 71.8 66.5 58 52 70* 70* / / ®) drawingYiu Anhua town, the first row of 62

Zhuji City buildingWangdian Outside the Attachedvillage of 28-1 window of the 15 -2.0 64.6 63.2 58 52 70* 70* drawingAnhua town, first floor of the 6-26Zhuji City building in village

Outside thewindow of the

29-1 first row of 15 5.0 68-74 71.9 68.2 58 54 70 70 1.9 /first row of ~~~~~~~~~~~~~~~~~~~~~~~Attached

Xiali village residential drawinga) of Pujiang building (6)(7) drawingCD Outside the 6-27

window of theo 29-2 second floor of 30 5.5 64-72 68.0 66.3 57 52 70 70 / /

building in villageWangj iatang Outside the

Anhua town, 30- first floor of the 15 -2.0 60-68 58.5 56.7 54 52 70* 70* / / ()a drawingZhuji City building in village 6-28Xidong Outside thevillage of window of the

Zhengjiawu first floor of the AtceZhengjiawu 31-1 first row of 20 2.0 69-78 68.5 65.4 58 48 70* 70* / / (0a drawing

Pujiang residential 6-29county building

® HFf SECOND S & _EN TIOF i £ lir 6 7THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


v Name Position Stable A Current noise Background Standard Amount

fo relative to the sound rating noise rating limit ding

0 Name of Mcasuri Description of level standard Main

tation sensitive ng point the measuring numbein L~~dB L, B) (Aqd) (A,dB on rawnor . alay(n during (L~,d) (Aq B LC,d) Q B on rwngme

sectio riecptors No. point Dist Hight train Day Night Day Night Day Night Dayt Night

n ance differe operati time time time time time time ime timence on(dB) __ _ __ _ _

Xingzhai -Outsidde thevillage of window of th~e Attached

0 32-1 first floor at the 15 -3.0 58.8 56.4 54 49 70* 70* / / ( drawing

Suxi town, front end of the 6-30

Jinhua City __ _ _ _ teac i g b idn _ _ _ _ _ _ _ _ _ _ _ _

< NeTw position of 33-1 Opposite side of 30 1.5 53 46 48 43 70 70 / (2) Attachedguest room

3 Yiwu statim _ _ _ _ _ __ drawing

o (Shilipaivillage) 33-2 Entry throat end 30 0.0 55 47 47 42 70 70 I / ®® 6-31

Outside thewindow of the

34-1 front end of the 20 2.5 75-84 74.4 70.9 58 48 70 70 5.4 1.8 (X)E

frot row of the

resiwential residential building

rsidetia Outside the l

distic window of the

fourt Oflora the Attached

34-2 fourth floor at the 30 2.5 66-782 70.6 67.1 58 48 70 70 0.6 1I (2 drawingmiddle of the first ~~~~~~~~~~~~~~~~~~~~~6-32

row of theresidential building _

Outside theYiwu window of the

Shengli fu frt floor al the residential 35R1Ffront end of the 40 1 72410 5.

district first row of the_____ _________ ______ residential budding _ _ _

TIIE SECOND SURVER & DESIGN INSTIrUTE OF RAILWAYS 6



Position Stable Current Background Standard Amountr Nam relative to A noise rating noise rating limit exceedinge of sound ~~~~rlaiv o oiestandard Main Drwns- 5 Ntat s e of M easuDescription of railway(m) level (LAeq1 dB) (LAeq, dB) (LA'q, dB) sa da

onr sensitive ng point the measuring soundo et receptors No. point Dt Height duigsourcefSect Dista train Day Night Day Night Day Night Day Night

on nce Efere operati time time time time time time time timence on(dB)

Yiwu Shita Yutou Outside the Attachedto Village of 36-1 window of the first 15 -4.0 65-72 58.9 56.5 54 52 70* 70 / drawingEast Guantang, floor of the 6-33Jinha Yiwu Cit building in village .

Kecun VillagcOutside the Attached

KecunVage wndow of the first 15 1.0 64'- 77 70.5 68.7 55 46 70* 70* / / DO) drawingofw Cuatyng 371 floor of the 63Yiwu City ~~building in village ___63

Outside thePrimary window of the AttachedSchool of 38-1 third floor of 100 5.0 64-71 62.0 / 56 / 60 / 2.0 / (> drawing

S1 Yiting Town teaching 6-35building

Anli Village Outside the Attachedof Yiting 391 window of thetfirst

Do Yiwuf 39-1 loo of the 15 -1.5 62'- 71 60.5 58.6 58 54 70* 70* / / @® drawing6-36City building in village

DuitoushanVillage of Outside the AttachedTangya town, 40- window of the first 15 -2.5 62~-68 60.2 59.2 57 52 70* 70* / / (t)( drawingJindong floor of the 6-37district, Jinhua building in villageCityHuangheshan Outside the AttachedVillage of window of the fist 60 -. Att7 19 6. 5 3 7 5 . ® dawingJindong 41-1 floor of the 6 30 6-1 6. 05 5 3 7 555 T~ rwndistrict, Jinhua building in village 6-38

L --- L - -L City ~ I _ _ _ _ _ __ _ _ _ _ __I__ _ _ _

) SI R & D I OF ILWAt Y 6 9TIIE SECOND SLURVER & DESIGN INSTITUTE OF RAILWAYS


Nam Position ~~~~~~~~~~~~~~~~~Stable AmountNom of Measuri Descriptionof relPosition tobA Current Background Standard exceeding

stNam relative to s noise rating noise rating limit standadi

m setaoti Name of Measuri Description of railway(m) slcvneld (LAeq, dB) (LAtq, dB) (LAeq, dB) (san,,dB) Maind Drawing

sensitive ng point the measuring lee LALAB_(Aq d) (A, B dB) sound Drwnon or duignme

2 secttor No. point Dsa Height duigsource nme, rsec epito Dista tos train Day Night Day Night Day Night Day Night

on nce differe operati time time time time time time time timence

Xiarn. _ _ c on(dB) _ _ _ _ _

Xiaxinwu Outside the

Village of window of the first Attached

Dongxiao 42-1 floor at the ftrAn 20 -1.5 68-83 68.9 71.5 70.8 54 70* 70* 1.5 0.8 (O) drawing

town, Jindong end of the first row 6-39

district, Jinhua of residential

City buildingJindong Outside the 67'-81 69.5


Dongxiao 43-1 floor at the front 20 -2.0 72A4 70.4 54 70* 70* 2.4 0.4 (D® drawing

town, Jindong end of the first row 6-40

district, Jinhua of residential

Cit buildingOutside the

Jinhua Adult 44-I widowoofthefirst 70 1.0 62-73 62.5 / 60 / 2.5 ODJinhua Adult floor of teaching

Attached

Branch of the building drawing

East Zhejiang Outside the 6-41

Jinhu University 44-2 fourth floor of 70 10 6374 625 60 60 25

a to finowrhforofte 7 10 6-7 625 I 60 I 0 / 2. I

West teaching building

Jinhu Outside the

a No.18 High 45- w wndowofthefirst 140 -1.5 56-67 60.8 / 54 I 60 / 0.8 / I AttachedHigh 45-1 ~floor of teaching

School of buildinm g drawing

Jinhua City 642

45-2 *!T 5 4V* 140 10.5 58- 69 62.6 I 54 / 60 I 2.6


THE SECOND SURVER h DESIGN INSTITUTE OF RAILWAYS


Nam Position Stable A Current Background Standard Amounteof Name of Measuri I. . . . . .. e~~~~~ound xceedingstati sensitive ogpfoint Descrption of relative to noise rating noise rating limit s dard Man

stat senitiv ng oint the measuring railway(m) duin (LAeq, dB) (LA.q, dB) (LAeq, dB) L ,dB) sound Drawingo secti receptors No. point Height train Day Night Day Night Day Night Day Night source

on anc i nce opeat time time time time time time time time

__ _nOutside the - _.Shangtianshi window of the first AttachedVillage of 46-1 floor at the front 30 -4.0 65 -74 68.4 66.4 54 52 70 70 / / ©® drawingQianxi town, end of the first row 6-43Jinhua of residential

buildingOutside the

Shangchen window of the first AttachedVillage of 47- floor at the front 25 -4 2 65-72 69.8 67.9 54 52 70* 70* / / drawingQianxi town, end of the first row (g ~~Jinhua building 64

< t Mce ilg window of the first Attached_ o Mach Vilagei floor endothefisront 20 -5.0 65~72 68.7 67.8 54 52 70* 70* / I (D® drawing

oJ town, Jinhua of residential 6-45N cr building

Outside thewindow of the first

floor at the front 60 1 6'7 632 5. 60 4 70 5 /

Residential 49- end of the first rowarea of Jinhua of residential AttachedLifting _ buildingMachine Outside the T 6-46Factory window of the firsh

49-2 floor of the first 60 13 68676 65.6 62.5 63 48 70 55 / 7.5row of residential Attached

.__ _ _ _ _ _ _ _ _ _ _ _ building _ _.__ _l__ _

THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Nam ~~~~~~~~~~~~~~~~~~~~~Stable A AonNam Position Stand Current Background Standard emedng

= ae esui Decipin f relative levelun noise rating noise rating limit stacdndad Mistati Name f Meauri Dscripion o railay(m_evel_Lstadard

sound Drawing

s 5etaoti; sensitive ng point the measuring ralative during (LAeq, dB) (LAeq, dB) (LAeq, dB) (La..dar soumndr

onr receptors No. point Height train . source° secti Dist Day Night Day Night Day Night Day Night

on . ance differe operati time time time time time time time time_________ _____ ___ _________ nce on(dB) _ _ _ __ _

Outside theBack Zhushan window of the first Attached

Village of 50-I floor at the front 20 -3.0 55.0 49.4 52 48 70 70 / / ) drawing

Tangxi town, end of the first row 6-47

Jinhua City of residentialbuilding

Shaojia Outside the


Huzhen town, 51-1 floor at the front 15 -3.5 64-72 64.5 62.4 55 47 70* 70* / / 00 drawing

Longyou end of the first row 6-48

County, of residentialJinhua City building

Outside the

Shitagang window of the first Attached

residential 52-1 floor at the front 40 6 58-67 59.5 58.7 54 43 70 55 3.7 drawing

district of end of the first row 453.

Longyou of residential 6-49

Pushan_village building I

Pushan village Outside theof ZhanJia window of the fifth Attached

Town, 53-1 floor of the first 30 -1.0 62-74 69.7 68.5 54 46 70 70 / / drawing

Longyou row of residential 6-50

County, bdnQuzhou City buildng

Guitangshan Outside the

Village, window of the fifth Attached

Tangjia Town, 54-I floor of the first 30 -15 64-74 69.0 68.0 54 46 70 70 / / drawing

Longyou row of residential 6-51

County, bidnQuzhou City building

AN f lg 7 2TICE SECOND SERVER & DESIGN NSTITUTE OF RAILWAYS


Nam Position Stable A Current Background Standard Amounteo Nmof Maui Dsrpinof relative to noise rating noise rating limit stnad Mi

° Osenfr asensitive ng point the measduring (LAeq, dB) (LAeq, dB) (LA~q, nt eL , dB) sound Drawingon or sestvIg on h mauignumhero secti receptors No. point Dist dHight train Day Night Day Night Day Night Day Night

on ance dfe operat time time time time time time time time________ ~~~~ ~~~~~~nce _on(dB3)

Outside thewindow of the first

55-1 floor at the front 170 1 60-71 60.8 / 56 / 60 / 0.8 /end of the teaching Attached

Anren Junior building . __ . _ _ drawingHigh School Outside the 6-52

window of the hiird55-2 floor at the fivnt 170 10 62-74 62.0 / 59 / 60 / 2.0 /

end of teaching___ ______-_ m___ ___ _7_3buildng

TH£ SECOND SV DGNIT RLW73TESECOND SERVER & DESIGN INSTITUTL OF RAILWAYS



v Namne f Positon relative Stable A Current Background Standard exceedingS' of ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ osto rltve sud noise rating noise rating limitstnad Mi Dr

ntatio NameM u Description of to railway (m) level standard Mainstto sensitive g point Decito fduring (LAeq, dB) (I-eq, dB) (LAeq, dB) (L~ dB) sound Drwing

n or measuring point A~,Number

sctio receptors No. D* Height train source° sen eo N Distanc erat Day Night Day Night Day Night Day Night

n e differe n p(edrBtio time time time time time time tine time

Outside the

Jinhua Qijia Village, window of the first Attached

to IKechen floor at the front 68. 67.2 58 52 70 55 / 122 (D© drawing

Quzho District, 56-1 end of the first row 7 6-53

u Quzhou City of residential 6-53

building

Zhangjia ~~Outside theVihangei ofwdow of th first AttachedVcilag 57o floor at the front 15 -35 62. 58a0 56 45 70* 70* / / @() drawing

District, end of the fist row 5 6-54

Quzhou City building

Outside theHucun Village window of the first

of Kecheng ndoor at the front 61. 576 57 46 70 70 / / © ) drawing

District, end of the first -w3 8

Quzhou City of residential 6-55

buildingOutside the

Xiguakeng of window of the firstKecheng floor5 a the firnt 63. e 56d5 57 47 70 55 / 1.5 drawing

District, 59-1 endofthefirstrow 40 -5.0 2 555 657 47 70 55 / 2 (2(D) drawing

Quzhou City of residential 6-56

.____ __ _ building .Outside the

Xinye Village window of the first Attached

of Kecheng 60-1 floor at the front 40 -5.0 61. 55.8 57 47 70 5 28 OD drwn

District, end of the first row 8 70 56/28 57Idawn

Quzhou City Of residential 65

tk fg M - M V- AZ l - R d 4THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Name Current Background Standard Amountof Position relative sound noise rating noise rating limit exceeding

n sta amtofMesuin Description of (LAeq, dB) (LAeq, dB) (LAeq, dB) LDrawdBiounstaio sensitive g point pointnleve sadar Maind Dawnn r receptors No. measuringainsource Nme

o sectio Distanc Hight train Day Night Day Night Day Night Day Nightn e e n (dB) time time time time time tme time time

Proposed to be 56.Lixin Village 61-1 built on sarne side 30 -3.0 0. 52.0 54 48 70 70 /Attachedof Kecheng _____of station 0. AttachedDistrict, Front row of 56. drawingQuzhou City 61-2 residential building 65 -3.5 5 52.5 56 49 60 50 6.5 2.5 ®®)( -_________ ofLixin Village

- ~~~~~~~~~~~Outside theo Shiwuli c t 0 20gwidow of the fiistVillage of ~ 9Attached| ' Kecheng 62-1 30 -2.0 656-75 68.1 58 45 70 70 /ZI ®O drawingDistrict, en ftefitrw46-59

of residentialQuzhou City bidn

Shibali ~~~~~~~Outside thewindow of the firstm Village of forathfln68Attached

~. Kecheng 63-1 dfthefi 30 -3.5 66-74 67.5 58 45 70 70 I / © drawingDistrict, 0 6-60

I Quzhou City ~~~Of residential_ _ _ _ _ _ _ _ _ _ _ _ _ _ building_ _ _

Ouitside theYangjiatou ~~window of the firstVillage of ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 71Attached

Villange of floor at the frornt 18 1.0 64~-75 7. 70.4 56 46 70* 70* 1.8 0.4 O rwnKecheng 64-1 ~~~end of the first row 8 & rwnDistrict, of residential 6-61Quzhou Citybulng____ ____

Chetou Outside the

Kecheng 65-i1 lo o h 15 -2.0 64'-71 63.7 58 48 70* 70* -(® drawing-District, flo f te56-62Quzhou City building in village ____

TH ECOND SERVER & DESIGN INSTITUTE OF RLAILWAYS


Name F -________ Stable A Current Background Standard Amount

of ~~~~~~~~~~~Position relative sound noise rating noise rating limit exedain MigDawn

of Name of Measurin ofto railway (in) level std) (Le,d)aLendB xedarngai

statio s ve g.point Description of sarin dB) opcr t L d ' sun Dang

n or , receptrs No. pointmeasuring durngnt__ A..,rs dB) sud Nme

m eci sCentostv pontostn Height train suc

= neti eDdstecancr;i Day Night Day Night Day Night Day Night suc

_ ~~~~Outside the

I ~~~~~~~~window of the third6366-I floor at the fint 70 1 60-73 63. / 62 60 / 3.0 I)

Jiangshan end of teaching Attached

Experimental _ building -_ drawing

Primary Outs the drawing

School windowofthethird 666

66-2 floor at the front 70 10 62-76 2 / 65 / 60 / 6.2 / (

end of residential

________________________ building -------

TI'E SECOND SIJRVER S. DE INSTITUTE OF RAILWAYTI E SECOND SERVER & DESIGN INSTITUTE OF RAILWAYS



Stable A AmountName Position sound Current Background Standard exceedingof NDescription of relative to levnl noise rating noise rating limit standai Dstatio sNsitie ng ponM easuri Dsrpingo railway (min) L dB Ld) stnad Mi Numbergw: naoir° sensitive ng point .u g during (LAeq, Aq dB) (LACq, (B dAB. (, dB) sound wing

o sectio receptors No. pont Hight train Day Night Day Night Day Night Day Night sourceL_ dnce fnee o in (dB) time time time time time time time time

Quzho Outside theU towidwo fisXinta 67-1 window of efir 80 -3 63-74 64.9 61.4 63 52 70 55 / 6.4 (D()®ngbia flo of heiri tn of row of buildingJiangs residential Outside the Attachedhanoarea of 67-2 window of tirsd 80 3 66376 66.4 62.6 65 52 70 55 7.6 (drawingcityeJiangshan floor of the firste

City row of buildingOutside the

67-3 window of first 110 3 63 -72 61.6 59.7 61 49 60 50 1.6 9.7 63®(Pfloor of the secondrow of buildingOutside the

Reietia 68-1 window of ficot 100 3 62325-71 61.5 56.3 59 54 60 50 1.5 6.3 (2)(O)(floor of the firstarea of ro fbfdgAttached

row of building__

Jiangshan Oudside the drawingCement 6-65Factory 68-2 window of second 100 6 64---73 63.2 58.1 61 50 60 50 3.2 8.1 W(D

floor of the firstrow of building

Yanmache Outside thePrimary window of the first AttachedSchool of 69-1 floor at the ffmnt 50 0 66-74 64.4 / 49 / 60 / 44 / )) drawingWucun Town, end of the teaching 6-66

L - Jiangshan building

SECOND SRVR & DN ISM I it OFR 7THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Name Position Stable A Current Background Standard Amount

o°fi s iv m relative to sound noise rating noise rating limdit exceding

stto Name of Measuri Description of rala i) level (L B L B L d) standard Main Drwn

~~s nor sensitive ng point measuring during DAyq Nih Ayq Nht Aeq, (LA dB) sound Nme

sectio receptorsDista Day Night Day Night Day Night Day Night source

n nee diff nce n (dB) time time time time time fime time time

Outside thewindow ofthe third

69-2 floor at the fiont 50 9 67-76 65.6 / 48 / 60 / 5.6 (DT

end of teachingbuiding

Maojiacang Outside the

Primary window of the frst Attached

School of 70-1 floor at the front 100 4 63-72 59.8 I 55 / 60 / / / (2 drawing

Xintang, end of the teaching 6-67

Jiangshan building

X Saitou Outside the: Village, window of the first Attached

9 XiazhenB- Towzen, Yshan 71-1 floor at the front 30 -1.0 65-74 69.3 68.4 58 52 70 70 / / (D® drawing

> County, end of the teaching 6-68

o, Shangrao City building ___

Tangding th

a! Villangei o window of the first Attached

Xiazhenz Towzen, Yshan 72-1 floor of the first 30 -2.0 62-72 66.7 65.8 54 48 70 70 / / (&ID drawing

row of residential 6-69

County, bdn

Shangrao City buildig

v: Dukou Village Outside the

of Xiazhen window of the frst Attached

Iq Town, Yushan 73-1 floor of the first 15 -3.5 63-71 62.5 60.4 56 50 70* 70* / / ( drawing

a County, row of residenhial 6-70

Shangrao City building _____ _

7 8TIIE SECOND SURVER & DESIGN NSTITUTE OF RAILWAYS


Name Position Stable A Current Background Standard Amount~ f Nm f Maui Dsrpinof relative to noise rating noise rating limitstnad Mi

statio ralaleveld) ( B) (A' rwnsensitive ng point measuring railway (i) during nAoeq, dB) nAoeq dB) (LAq,, dB) ec dL sound Drangn or A.,d)Number~~~ se eetos Noctitoegh ransourceo sectio receptors No. point Dista Hight tran Day Night Day Night Day Night Day Nightn nce mr np(dB) time time time time time time time time

_______________ ~nce n (d B _ _ _

Yuhongqiao Outside theVillage of window of the first AttachedBingxi Town, 74-1 floor of the frst 30 -20 64-72 70.8 68.9 58 50 70 70 0.8 drawi ng

Coushnty row of residential 6-71____Shangrao City hidn

CON SURVER_ & DESIGN INSTIUTE OF RAILWAYS 7 9THE SECOND SURVER & DESIGN NSTTTUTE OF RAILWAYS



Position Stable A Current Background Standard AmountName relative to sound noise rating noise limit exceeding

of raig nieiistandard Main

statio Name of Measuri Description of railway (m) level (LAeq, dB) (LAeq, dB) (LA.q, dB) (Lan dB) sound Drawingosensitive ng point measuring Hegh during sourc

ii eepos t pit rio senc°tiro receptors No. point nDista t praio Day Night Day Night Day Night Day Night e

Xin ncO differe o (dB time time time time time time time time

I ~~~~~~~~~~~~~~~~~~~~ncee n(B

Xinta Outside thengbia window of then of 75-1 first floor of 100 1.0 61-69 62.4 54.6 59 46 60 50 2.4 4.6

Jiangs Zhongxin in-patient Attached

han Hospital of department drawing

City Shaxi Town, Outside the 6-72

to Shangrao City window of the (t

Shang 75-2 fourth floor of 100 10 62-70 61.8 55.3 56 46 60 50 1.8 5.3 ©©rao in-patient

department- ~~~~~~~~~~~~~Outside the

Qianwang window of the first Attached

SVllage of 76-I floor of the first 30 -3.0 64-74 69.9 69.0 58 52 70 70 / / )() drawing

_ ShaxirTown, Cirow of residential 6-73Shangrao City bidn ___67

n ~~~~~~~~~~bullding_ _

Dawu Village Outside the Attached

of Linxi window of the first7 5.6dawnTown, 77-1 floor of the 15 6.0 64 74 59.6 56.2 52 45 70* 70* / / ( drawi7ng

Shangrao City building in villageOutside the

r 78-1 wdrow of teaching 30 -3.5 76-81 67.5 / 54 / 60 / 7.5 / AtLinxi Primary ro ftalgAttached

School of Oom _ ____h drawingShangrao ~Outside the 6-75

78-2 wmdow of the 50 0 74-79 66.8 / 55 / 50 / 6.8 / 675

__________ teaching building

THE SECOND Sl RVER & DESIGN INSTITUTE OF RAILWAYS


Position Stable A Current Background Standard AmountName relative to sound noise rating noise limit exceedingof sonstandard MainName of Measuri Description of railway (m) level (LAeq, dB) (LAeq, dB) (LA , dB) sound Drawingtaor sensitive ng point measuring H during numbernr receptors No. point iiin train sourr sectio vista t tratio Day Night Day Night Day Night Day Night en nce differe onpe(daB)o time time time time time time time time

nce _d_Guomen Outside theVillage of window of the first AttachedXinzhou 79-I floor of the first 20 -3.0 68-79 71.5 69.5 58 54 70* 70* 1.5 / O® drawingDistrict, row of residential 6-76Shangrao City building

Shang _LOetilhewrixlvof Attachedrao to 80-1 fig floor of the fist 40 6 65-74 64.9 61.4 58 47 70 55 / 6.4 @(M drawingYingt Wusan O@ilehii vo 6-77an residential 80-2 efflew'IXIwof

aresldia of 80-2 thrd 5lor of ft fi t 40 12 66-76 66.4 62.6 59 46 70 55 / 7.6 &D®area of wyfShangrao City (OI thewixvof _

80-3 the dird foor of the 60 11 62-71 60.6 59.7 58 44 60 50 0.6 9.7 (W)(. ~~~~~~seea-drwofilding_

Outside the

81-I window of the first 40 -3 67-72 69.2 65.4 66 54 60 50 9.2 15.4 (DOEmergency floor of n-patientHospital for deprtmntTraffic Outside theInjuries of window of theShnagrao City 81-2 seventh floor of 40 15 67-78 71.9 67.2 68 56 60 50 11.9 17.2

in-patent

department _

Outside the

82-1 window ofthe first 40 -3 66-78 67.5 63.6 64 52 60 50 7.5 13.6floor of in-patientAsylum of department _Shangrao City Outside the

82-2 fwldow ofde tthi 40 2 68-79 70.3 65.8 65 54 60 50 10.3 15.8 L - - department

@~~~~~~~ tk iW it _ ; -8 1THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Namre Position Stable A Current Background Standard exceedingofr relative to sound noise rating noise limit standard Main

_. sta°iof Name of Measuri Description of railway (mi) level (LAeq, dB) (LAeq, dB) (LAeq, dB) LA, dB sound Drawing

staior sensitive ng point measuring duringnr receptors No. point train suc nme

o sectio receptorr Dista t Day Night Day Night Day Night Day Night e

n nce differe n (dB) time time time time time time time timence _

Outside the

83-1 floor of coite 150 1 62-66 61.5 / 58 / 60 / 1.5 /

No.1I High bfdnSchool of builingShangrao City Outside the

83-2 windowofthethird 150 7 63 -67 62.0 / 58 / 60 / 2.0 / Mfloor of compositebuilding__Outside thewindow of the fifst

84-1 floor at the fiont 140 -2 57-64 58.5 / 54 / 60 / / / ()®

No.5 High end of the teachingSchool of buidingSNCh°ha5°grao Cityh Outside h L _ _ _ __he

window ofthe84-2 fouth floor at the 140 7 58-64 59.0 / 55 / 60 / / / @(D

fiont end ofteaching building _ _I_____

l'llE SECOND SURVER & DESIGN NSTITUTE OF RIAILAYS



Namc Position Stable A Current Background Standard AmountNam Posiativton sound urseretng os racgrong ii exceeding Main.o Sna°ofir° Name of Measuri Description of relative(to level noise rating noise rating Limit standardstatio sestv gpit mauig railway (in) duig (LAq, dB) (LA", dB) (LAeq, dB) .A,B) sound Drawingn or

____sourc Numbersectio receptors No. point Dista Height train Day Night Day Night Day Night Day Night e

n nce dnfeer onperato time time time time time time time time

Shang Outside therao to 85-1 window of the first 50 7 63-72 58.3 / 54 / 60 / / / GD®Yingt floor of teachingan Linjia Primary budding I I AttachedSchool of buldngdrawing

Shangrao Outside the 6-7885-2 window of the 50 10 66-73 59.5 I 54 / 60 / / / Uosecond floor of

teaching building _Outside the

Chongxin 86-1 widow of the fist 100 5 58 -63 58.7 / 55 / 60 / / / ®OJ Zhongxin floor of teaching Attached

_ Primary building drawingSchool of Outside the 6-79Fenglintou 86-2 window of the third 160

86-2 flor ofWacing 100 11 58'-63 59.2 / 55 I 60 / / /

building

Xiejia Village Outside the Attachedof Hengfeng 87-1 window of the first 20 -3.5 64-72 62.2 61.0 58 56 70* 70* drawingCounty, floor of the 6-80Shangrao City building in village 6Houjia Village Outside the Attachedof Hengfeng 88-1 wmdow of theirst 30 -1.5 64 -73 67.8 66.8 57 55 70 70 / / GD drawingCounty, floor of the 68Shangrao City building in village II6-81

SECN iSg- E = DSI iN E it RI 8 3THE SECOND SUIZVER & DESIGN INSTITUTE (IF RAkILWAYS


Name Position Stable A Current Background Standard Amount

.2 of relative to ~~~~~~ ~~~~~~~~~~sound Crnt Bcgo d Sadrd exceeding Mi

statof Name of Measuri Description of relative to level noise rating noise rating limit standard saoun Drawing

nr sensitive ng point measuring during (A.qq dB) (LAeq, dB) (LAeq, dB) ~ .d) suc Nme

c sectio receptors No. point Dista Hight train Day Night Day Night Day Night Day Night e

n nce nce np(dB)o time time time time time time time timence n (dB)

Outside the

89-I window of the first 90 -2 67'-72 61.7 / 56 / 60 / 1.7 I (O

Yiyang floor. of teaching Attached

Vocational budding o drawing

School Outside the 6-82

89-2 windowofthethird 90 4 67-74 62.3 / 57 / 60 I 2.3floor of teadhigbuilding

The second floor of

Wangjiashan 90-1 the first row of 30 2 65 -74 70.3 68.8 56 46 70 70 0.3 Attached

Village of building _ drawing

Yiyang The first floor of 6-83

90-2 the third row of 60 -0.8 62-69 61.5 58.9 55 44 60 50 1.5 8.9 (

buidingOutside the

Zhongxin 91-1 window of the first 30 -30 64-68 58.5 56.4 54 48 60 50 I 6 4 (M(DPrimary ~~~~floor of teachers'

School of d toutiey hGuixihetan, Ouside the Attached

Yingtan City 91-2 second floor of 80 35 62-69 58.9 / 60 / / I C)( drawingsecond floor of ~~~~~~~~~~~~~~~~~~~~~~~6-84

teaching buildingMaojiatang Outside the

Guixihetan, l92- wdow of the first 15 -3.0 62-'68 59.2 58.7 54 50 70* 70* I / ®(

Yingtan City building in village

East Outside the Attached

' Yingt Ticer Village wdow of fist 30 64-74 645 61.7 59 44 70 70 drawing`an to of Yingtan 1 floor of the fi 30 36-8565 61 9 4 7 0 I I rwn

Yingt rowfbuilding I- - -I -I - -68

VA, W rl i - 8 4THE SECOND SURVER & DESIGN INSFITUTE OF RAILWAYS


r Name Position Stable A Current Background Standard Amountcf of relative to sound noise rating noise rating limit exceeding Main

statio Nam of Measuri Desrin railway (i) level (LAeq, dB) (LAeq, dB) (LAeq, dB) standard sound Drawingsensitive ng point measuring during qd)Nmen or No egt train suc Nmesectio receptors No. point Dista I t Day Night Day Night Day Night Day Night en nce nce n (dB) time time time time time time time time

an Outside the

93-2 lwdow of the fifth 30 15 66-76 71.3 66.4 62 46 70 70 1.3 / ()row of buidingOutside theL933 w3foo of the seiiod 60 9 62-71 63.4 59.6 60 42 60 50 3.4 9.6 (W)

_ _ ~~~~~~~~~~~row Of buidihng_ _ _ _ _ __ _ _

@ K il i - & itI ;+ k 8 5TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS

EA Report on Reconstructed Zhejiang-fJiangxi Railway Electrification Speedup Renovation Project


Position Stable A Current noise Background Standard Amount

= Name of Measurin Description of relative to rating noise rating limit astandard Minrailway(m) duig (LAeq, dB) (LAeq, dB) (I-Mq, dB) (Le,d) sud Drawing

sensitive g point the measuring during_ Number

receptors No. point Di Height train Day Night Day Night Day Night Dayti Nigh sourcedifferen operatio te

nce time time tnme time time timece n(dB) fi___e___

Outside the

94-1 foor ofthe firstrow 30 5 66-73 63.6 62.8 61 45 70 70 / / ©)®of buldingOutside the

Tiesan Village 94-2 window of the 3 4 6-8 7. 56 6 6 7 0 20T9of Yingtan fourth floor of the30 1 6778 70 656 4 46 0 70 20 I (©

ffirst row of bulding__Outside the

c94-3 dfloor of the third 60 12 62-72 63.8 58.9 58 44 60 50 3.8 8.9 O©®row of building

e95-1 window o 40 4 62-71 65.0 / 61 I 60 / 5 0 / Oth AttachedYmgtan 95-1 second floor of the 40 4.5 62-71 62 6 / 60 / Attached

officeg bu_ldingdrawing-~~~ - - - - - -~~~~~~~~- - - _ _ _ _ _ _ ~~~~~~~~~~~ 6 -8 5

OLM. Metwirv of

-ETieyi Village of 95-2fomtfifrt~~ yingtan ~ 5-280 5.5 61~-66 62.7 I 57 / 60 I 2.7 I M

OLIsdthwiniwof

95-3 h tuird fcor at t 80 11.5 62-67 63.4 / 56 / 60 I 3.4 I (D©

fcxt " of jwof

Tielu High 96-1 u fthe wlocr of 100 2.5 61- 65 62.8 / 59 I 60 I 2.8 I ®OD©School of ayglri

Yingtan 96-2 th tird for of 100 8.5 62-66 63.0 / 61 I 60 I 3.0 / ©O(

IL SFON SV & S INS I Tt RA 8 6THE SFCOND SURVER & DESIGN INSTIT1UTE OF PAILWAYS


- Position Stable A Current noise Background Standard Amounto .° f . D . . f relative to sound rating noise rating limit exceedingco Name of Measurin Description of level standard Main

u ° sensitive g point the measuring railway(m) during (LAeq, dB) (LAeq, dB) (LA(, dB) (Lae dB) souad DrawingC ~receptors No. Disnt Numrera receptor. point Dt Height terasin Day Night Day Night Day Night Dayti Nigh sourceE dfee oprtotnce time time time time time time me________ ______________ ~~~ce n(dB) time ____

DongyangVillage of OIside the wimv AttachedYujiang 97-1 of trs fitloor of te 20 4.5 61 '-65 62.8 61.5 55 46 70* 70* / / (W) drawingCounty, budg invllaw 6-86Yingtan CityEmployeeDormitory of side the w AttachedJiangxil 98-1 ofthe fist for of th 15 -1.0 61-'65 64.8 63.7 59 48 70* 70* / / )() drawingProvincial Ripe builirgin-ILage 6-87Research lidiivl~68InstituteQiaotou

at Village of Oudsie the wixiw Attached_ sc Yujiang 99-1 ofthe fist flr ofthe 15 -1.0 61-67 63.4 62.9 57 48 70* 70* / / 1j9® drawing

o County, buiginv&ll1 6-88Yingtan CityHuangjia of

district of ~Oulside the window 68

Yujiang 100-1 ofthefistgborofthe 15 -2.5 64-71 64.8 63.8 58 47 70* 70* / 9. (County,Yingtan City _ Attached

>~Wuligang new drawingdistrict of CIL&Asi the wirdow 6-89Yujiang 101-1 of tt1ie fi flof tr 85 -2.0 63 -70 64.5 64.0 57 46 70 55 I 9.0 @®~County, xA1dhngin viIlYingtan CityIIIILujia Village of Outside the wrldowHubei, Yujiang 102-1 of dt f ist &xr of the 15 -2.5 62'-69 59.0 57.8 54 46 70* 70* / / (j(®County, "gvfl AtceYingtan City driinilkg AttawchedLujia Village of CINetewdw6-90Keli, Yujiang 103-1 of tlfitfhrbofiIh 30 -2.5 64~-74 65.6 63.7 58 46 70 70 / / dD6County,buligv[aeYingtan City I __ _ I I__ _ _ _ I_I_I I___i

64 in M = a QV Vi->- 15 8 7THE SECOND SlERVER & DESIGN TNSTITUTE OF RAILWAYS



_ Name Position Stable A Current noise Background Standard Amount

of.0W, Nensl&ve Measurin Description of relative to luenv rating noise rating limit ) exceeina Min

railway(m) duig (LAeq, dB) (LAeq, dB) (LAeq, dB) ~ B sud Drawingsensitive g point the measuring NumberA~, B) son

receptors No. p oint Hegt train sourceo o) Dista Height Day Night Day Night Day Night Day Night

rnce dtilere operatio tme time time time time time time time

Hulin Village Outside the 1 Attached

of Dongxiang 104-I window of theflrst 50 -1.0 65 -73 66.4 64.8 57 48 70 55 / 9.8 (X drawing

County Yingtan floor of the ~~~~~~~~~~~~~~~~~~~~~~~~~~6-91City building in village _ _

Xin Village of Outside the Attached

Dongxiang 105-1 windowofthefirst 15 -3.0 56.4 49.8 52 46 70* 70* / / drawing

County, floor of the 6-92

Yingtan City building in villageOutside thewindow of the first

_ e 106-1 floor ai the front 260 -4.5 58.5 / 54 ! 60 / I)

3 No.1 High end of the teaching Attached

* School of bulding drawing

: Dongxiang Outside the 6-93

o County window of the firsto > 106-2 floor at the front 120 4.0 61.3 56.8 58 46 60 50 1.3 6.8 (2S

end of teachers'do.m.tory

Siqian Village window of the Attached

County a 107-1 second floor at the 30 -1.5 64-71 69.4 68.7 54 49 70 70 / / &(D drawing

Yingtan City front end of 6-94

teachers' dormitoryXiwang Outside the Attached

Primary School 108- window of the third 100 7 66I72 61.0 59 60 /. (DOO drawing

of Qiandong, floor of teaching 6-95

Xiabuji building _ _ _ 6

® t; t %, -: SJ ;4. it r 8 8STiH SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


r Position Stable A Current noise Background Standard Amountrelative to sound rating noise rating limit exceedingName of Measurin Description of level standard Mainrailway(m) (LAeq, dB) (LAeq, dB) (LAem, dB) ii dB sud Drawingsensitive g point the measuring during __LA_______ _souumbe

receptors No. point Height train sourceo E rehDist t . Day Night Day Night Day Night Day Nightnce tce n(dB) ime time time time time time time time

-nce n(dB) - --__

Caojia Village Outside the Attachedof Jinxian window of thefrst 15 0 61-65 59.8 58.8 58 45 70* 70* / / O® drawingCounty, 192 floor of the 6-96Nanchang City building in village _

Outside the

Jinxian 110-I flooroftech 130 -4.0 6166 58.0 / 54 / 60 / / /tea AttachedVocational buldingg t drawingSchool of Outside the 6-97Nanchang City 110-2 window of the first 150 -2.5 6165 57.5 56.8 54 48 60 50 6.8 (@

floor of teac1he5s'residenial building I

Dongshan Outside theVillgehan window of the firstVillage of 111 fdoor of the frst 15 -3.5 54.5 49.6 52 46 70* 70* / / (Nanchang City ro of residenfia d6Atta8clhegd

Primarygschool 112-I floor of the first 60 -3.5 58.0 554 60 (

of Dongshan, row of residentialNanchang City building ALiaojia Village Outside the AttachedCoft Jinxia 113-1 floor of thefirst 15 -6.0 62 567 68.9 66.8 58 54 70* 70* / /drawing

ofCoungshan rowo of resienti99

Nanchang buildingWangxie Outside the AttachedVillage of window of the first 15 -6.0 6.9 66.8 58 54 70* 70* / / ©O® drawingJinxian, 113-1 floor of the 1 6-100

6-990

Nanchang building in village I I I .

® ) .-- iQ it r 8 9THE SECOND SURVER & DESIGN INSTITUTE OF RAUILWAYS


. = c Position Stable A Current noise Background Standard Amountr', ~~~~~~~~~~~~~sound exceeding

Name of Measurin Description of relative to level rating noise rating limit standard Mainrailway(m) duig (LAeq, dB) (LAeq, dB) (LAeq, dB) ~ B sud Drawing

e sensitive g point the measuring rl m during (LAqdB sound Number

o' o X receptors No. point Dista Height train Day Nit Day Night Day Night Day Night sourceE ~~~~~~~~ ~~~~~~~~differe operatio E NihtDa

nce time time time te time time time time7 ne n(dB)

Outside theTianli niejia of window of the first Attached

Jinxian, 115-I floor of the first 20 -3.0 59.4 52.0 54 49 70* 70* / / drawing

Nanchang row of residential 6-101

_______ building . ___

TFfiESECONi SURV- &I)E F GNINSHTUTEOF~AtLWY 9 0THE SECOND SUFVER & DESIGN NSTITUTE OF RAILWAYS



Position Stable A Current noise Background Standard exceedm gName of Measur relative to sound rating noise rating limit s Ma

e sensitive ing Description of the railway(m) level (LAeq, dB) (LAeq, dB) (LAeq, dB) (LaeQ, dB) sioun Drawingpoint measuring point Heg drn ore Numbere ° sn receptors No. Dista ht train Day Night Day Night Day Night Day

E*rc f operationDa Dy E nce diffe (dB) time time titne time time time time time

Vihllangeiaof Outside the window of Attached

e " Jinxian 116-1 first rowofresidetrial 80 -3.2 56.5. 49.6 52 48 70 55 / / drawingw County, 6-102

_ >< Nanchang bu_dn

t c Yanlong Outside the window of AttachedV Village of the first floor of the 15 -3.0 55.8 50.5 54 49 70* 70 / /d. Xiangtan 117-1 drawingfirst row of residential

o.2 11-hrdistrict, the 6-103Z_PrimNanchang buildingOutside the window of Attached

e* ° TNio.l5u 119-I the first floor at theNo2 118-1 frn n f~ 140 1.0 62-64 61.2 I 61 / 60 I 1.2 I ® O drawing

e e VllNo.2 ofm end of resiena

buil ~~~~~~~~~~~~~~~~~~~~~~~~~6-104Z .' NPrimarynchangb uildn

School of Outside the window of

Nachn the fsixth floor at the

.2 ~ thefourthfioorat8he 140 10 64--66 64.3 I 63 / 60 / 4.3. I ®®cT* Nanchang 118-2 front end of tefchingC ~~~~~building_ _~~ No.5 ~~~~~~Outside the window of~~ ~ Tielu 119-1 th~fe firt floor at the

19 1 finot end of the firs 8 0.5 66~-72 69.3 62.6 62 52 70* 70 / / )Vage of row of residentialNnan W iA g _ JYJ S building ,

Outside the window ofthe sixth floor at the

119-2 filont end of the first 8 15.5 68~-74 73.8 64.8 61 54 70* 70* I I (Drow of residential

_ _ _ _ _ _ ~~~building _ _ _ _ _ _ _ _

Zi n A i~ it 9 1TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Amounto Position Stable A Current noise Background Standard exceeding

N o ame of Measur relative to sound rating noise rating limit ta d

Nme o Description of the railway(m) level d(LA,q, dB) (LAeq, dB) (LAeq, dB) souind

sensitive duringNumb)4~ reetr oint measuring point Heigberi

; E receptors No. Dista ht orain Day Night Day Night Day Night Day Night source

nce differ (dB) tume time time time time time time time

ence (dB)

Outside the window of

119-3 the sixth floor at 30 15.5 66-74 69.8 63.0 62 52 70 70 / / ()

of residential buildingOutside the wndow of

120-1 the first floor at the 80 -3 66-72 61.0 / 56 / 60 50 1.0 / OU0

Liantang teaching building _

branch of Outside the window of Attached

Nanchang 120-2 frnt end of the 80 9 66-73 65.1 / 62 / 60 50 5.1 / 000 drawing

Mechanis teaching building

m School Outside the window of

120-3 fontend ofthe student 80 9 66-~73 64.3 58.6 60 44 60 50 4.3 8.6 (9)W

dormitoryOutside the window of

121-1 the first floor of 160 3.0 63 -72 61.8 / 58 / 60 I 1.8 / (D)

No.2 teaching buildingHigh Outside the window of

Attached

School of 121-2 the third floor of 160 9 66-73 63.5 / 57 / 60 I 3.5 / (IQ drawing

Xiangtan teaching building 6-106

g Outside of the window121-3 of student 120 3.0 63-71 61.0 56.0 52 45 60 50 1.0 6.0 0(0)

dormitory(buigalow)


3-_ Xiangtan 122-1 the first floor of 100 -3.5 62-71 59.2 / 56 I 60 / /' Attached

g West _ teachingbuil _ _ _ _ _ drawing

ec Xiaxi Outside the window of 6-107

c Primary 122-2 the third floor of 100 2.5 63 -73 63.0 / 58 / 60 / 3.0 / 00_ School teaching building

T I S O A D I VI a G i L WrA 9 2TIIE SFCOND SURVER G DESIGN INSTITUTE OF IRAILWAYS


Position Stable A Current noise Background Standard Amountc o Name of Measur relative to sound rating noise rating limit standarde ing Description of the railway(m) level (LAeq, dB) (LAeq, dB) (LAeq, dB) Main

sensitive during (LC,~ sound Drwnpoint measuring point Heig sore Numberreceptors No it t train Dayrcc rcetos N°o.t measurmg pomt Dista °peration Day Night Day Night Day Night Day Nightnce diffe (dB) time time time time time time time time

Outside the window of123-1 the first floor of the 30 -3.0 66-73 65.2 58.5 58 52 70 70of V t123-1 ffirstrow rsntia 30 -3. 66'76 65 58.5 58 52 70 70 / /residAntwl

Xiangtan building 610WestXiax Outside the window of Attached

iVillage 132 the second floor of the 3 . 67 59 6. 9 5 0 7 D~C rwnof West 132 firs row of residentia 30 086-7159 6.1 50470 78 ®~ rwnXiangtan building6-0g Outside the window of

123-3 the second floor of the 60 1.0 62'- 71 61.0 56.0 58 54 60 50 1.0 16.0 (D(@®)residential building I .

SECND SERVER &l DESIGN INS-ITE O R tIL 9 3TIIE 5ECOND SURVER IL DESIGN NSTITUTE OF RAILWAYS


Table 3.4-2 (Continued)Amount

T e . _ Position Stable A Current noise Background Standard limit exnedin

e. .Mesu relative to sound rating noise rating (L ,dBstnadMi

; ~Name of Iriwym ee L~,d) (A,d)Mi

se°Nsitvei Meing Description of the alway(m) level ratin dB) (LAe, dB) (LAeIB dB Drawingsensitive ~~~~~~~~during sound

3 E receptors point measuring point Heig train D source Number

No. Distan ht . Day Night Day Night Night Day Night

z; ce differ |pei tirme time time time time time time

I _ _________ _ _ _ence (Ludong _____._

Xiang Primary OtietewdwAtcetang School ofOusdthwiowAace

Xinyu Schoogang 124-1 of frst row of 140 -3.5 64-71 61.7 / 58 / 60 / 1.7 / (X)) drawing

tiny Tiowang teaching room 6-109

Fengcheng

Epidemic 1Outside the windowprevenion 125-1 of the first floor of 120 0.5 65-74 66.3 59.3 65 58 60 50 6.3 9.3 O(D Attached

station of compoite building _ drawing

Fengcheng OietewowL6-110_ Cy125-2 of the fifth floor of 120 12.5 66-73 67.1 60.5 66 59 60 50 7.1 10.5 6-

City composite building _

Zhujia Village (ethev vofth Attached

of Fengcheng 126-1 frst1ib ofthe ftstuwof 20 0 65-74 69.0 68.2 59 52 70* 70* / / j)® drawing

City _ 6-111

o LongtanVillage, Pailou |Osidetewitkywoftle

Attached

Village of 127-I |fstf1rofihfistxwof 30 0 66-75 68.9 68.5 57 52 70 70 / / @® drawing

Fengcheng WiKkgt ihu 6-112

City __ ____ __________ ___

Songhu Oetwmbwofte

SchoolP 128-1 fist lb of ahing 110 1.5 64u-72 61.2 / 56 / 60 / L2 / Attached

Zhangshu Wang__ ____drawing

Songhu Oisietle-winbwofthe I 6-113

Village of 129-I Ifi tBiroftefirstKwof 30 0.5 66-79 68.5 67.5 56 54 70 70 / /

Zhangshu ________

THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Amountr . Position Stable A Current noise Background exedngo .2Mau relative to sound rating noise rating (Aq B tnadMic N Name of railway(m) level (LAtq, dB) (Lne , dB) (La d sound Drawingsensitive ~ing Description of the duringNumbe

1W ~~~point measuring point Heig tranmsurc.2 E receptors point measunngpotNo. Dista ht Day Night Day Night Night Day Night2 ~~~~~~~~~~~~~~~~~~~~~~operatio Day timece deffer time e time time time time

Huangjia alsde th wndv offVillage of ng,f130-1 ItiIof re i 15 0 62'-73 66.5 65.4 58 45 70* 70* / /Fengcheng, bldgfilYichun CityhUnomLCangxi AttachedPrimary drawingSchool of owidethe"MrWofthe 6-11 5Huangjia 131--I Iisti1roftleftstiuwof 120 -2.0 62-'69 58.8 / 60 / 60 / / /Village, dtwbFengcheng,

Yichun City ____

East g' i"drWiXvofti Attached

Fengcheng 132-1 fistflocrofthfistuwof 30 -1.0 66 -78 68.5 67.8 56 54 70 70 / / )5) drawingYichun Cityi~~ilhg__ -1Gulou Village2of Linjiang CIlethwivaoe AttachedTown, 133-1 f1rofltorffiustof 30 -3.0 62-73 67.9 67.8 58 54 70 70 / / (D() drawingZhangshu, imkkd1hiili 6-116Yichun City - _ _ 6-116HanshanVillage of OLsdtwtcooteAttachedLinjiang 134-1 fistlkxoftfwtirivof 30 0 62--73 69.5 68.8 58 57 70 70 / / @® drawingTown, pdtbi4 -1Zhangshu bui g | 6-117Yichun City __j__ ___

9 5TiE SECOND SURVER & DESIGN LNSTITUTE OF RAILWAYS


AmountPosition Stable A Current noise Background exedng

Name of Measur ~~~~~~relative to son rating noise rating SLe, B tandard Mainexeein

e , sNaMtlve In L scrip I of .railway(m) level (LAq, dB) (LA'q, dB) L dB

~ sensitive ing Description of the duig(LAe., d) sound Drawing

~~ receptors point measuring point Heig tansuc Number

.; E No. Distan ht . Day Night Day Night time Night Day Nightce er time time time time time time time

ene n(dB)

PrimarySchool ofHanshanVillage of 135-1 fitiorofthffrnxof 70 3.0 64 -71 65.7 / 58 / 60 / 5.7 /

Town,ZhangshuYichun CitXiongjiaVillage o G frvetnwrwofIe

Attached

Linjiang 136-1 fist1lorroflhfJitiuwof 25 0 64-75 70.5 69.7 58 52 70* 70* 0.5 / O() drawing

Town, ca bdg618Zhangshu luh g r

6-118

Yichun City I_____.___. _

f) i5; ;A -- a %'8 a Q t PA 9 (;T EF SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS



Position Stable Current noise Background AmountName ~~~~~~~~~~~~~~ ~~relati've to A rating noi se rating Standard limit exceeding

o .S of ~~~~~~~Measurtr sound (I-Aeq, dB) standard MiName of railway(m) (L~~~~lvel Aeq, dB) (LAeq, dB) Main d Daw

ing Description of the railwa(m) ( n sound Drawingseentorsi point measuring point Heig during Numberc E receptors No. Dista ht train Day Night Day Night Day Night Day Night

E nne differ operati time time timne time time time time time__ Z .ence on(dB) ____

Outside the window ofXia Village of tefrtforo h is AttachedLuofang Laolou, 137-1 rowefiisforoftheftiat 30 -2.5 64~-72 69.7 68.0 58 58 70 70 I ® drawingXinyu City rowldn of sdnil6-119


138-1 the second floor of the 20 0.5 66-75 71.5 70.3 61 54 70 70 1.5 0.3 (M(®first row of residential AttachedXinyu Shuixi building ______Atce

Tonglin Village Outside the window of drawing138-2 residential building of 30 -2.0 66-75 67.4 65.5 64 52 70 70 / /6(120

Outside the window of Attachede: Xijiahe Village, 139-1 the first floor of the first 15 -3.0 60.5 54.5 58 45 70 70 / I GD®® drawingXinyu City 1 row of residential 6-121

buiding 6___121___


140-1 the first floor of the first 60 1.5 64-71 64.7 56.5 62 52 60 50 4.7 6.5 ()XXResidential Area _ of Attached

140-2 frthe rothw of resdent 60 10.5 66-72 64.9 57.2 63 52 60 50 4.9 7.2 (OWfirst row of restldenbabuilding

Electric Outside the window ofTechnology 141-1 the first floor of the frst AtachedInstitute of row of teachrg 150 3.5 63 -168 63.5 I 62 / 60 / 35 /) drawingJiangxi Yuzhou building 6-123

® g_& I t -- 9 7THE SECOND St RVER & DESIGN INSTITUTE OF RAILWAYS

EA Report on Reconstructed Zhejiang-Jiangxi Railway Electrification Speedup Renovation Projectm

Stable Amounto Position A Current noise Background . . Amoung

relative to soundStandrdiliit exeedin

= _ - Name of jMeasur relay sound (LAt,n noise rating (Laa dB) standard Main DrawingName ~~~of dB) (Le,dB) IA a'

sensitive m~ig Descripti'on of the rala() level LAq(Le, sound Nme

o~~ receptors ~~ point measuring point Heig during source

No. Dista ht train Day Night Day Night Day Night Day Night s

e: Ence differ operati time time time time time time time time

ence on(dB)

Outside the window ofthe sixth floor of the

141-2 t row of t 150 18.5 65 -69 60.9 / 56 / 60 / 0.9 /first row of teachlngbuildingOutside the window of Attached

Baoshan Village 142-1 the frst floor ofthe frst 70 -3.5 65-72 64.5 63.4 58 45 70 55 / 8.4 W(O) drawing

of Xinyu City row of residential 6-124

buildingZhongxin Outside the window of Attached

Primary School 143-1 the first floor of the 75 2.0 65-74 63.0 / 54 60 / 3.0 / (X(( drawing

of Jieshui, Xinyu first row of teahng 7 6-125

City building 612


Linyang High the third floor of 20 6.0 66-78 70.8 66.8 56 48 60 50 10.8 16.8 ®)® Attached

School of Fenyi 144-1 teachers dormitory drawing

County, Xinyu Outside the window of 6112

City the fourth floor of 80 9 61-71 63.2 / 55 / 60 / 2.2 / .6-26

teaching building

Zhanqian 145-1 The first floor of 80 6.0 66-73 62.0 / 52 / 60 I 2.0 / (M®l) Attached

Primary School, teaching buiding drawing

Fenyi 145-2 The second floor of 80 9.0 66-75 63.3 I 53 / 60 / 3.3 I (©()| 6-127

I ______________ teaching bullding I_I

Outside the window of146-1 the first floor of 50 6.0 64-72 60.8 56.5 56 46 70 55 / 1.5 QO)(® |

Residential Area domtory bhldeing w o Attached

of Fenyi Hemp Otietewdwo drawing

Spinning Factory 146-2 the fourth floor of 50 15.0 66-76 64.7 59.6 62 46 70 55 / 4.6 O 6-128

146-3 Outside the window of 70 6.0 63 -71 60.5 55.8 55 44 60 50 0.5 5.8 O®dormnitory (bungalow)

8T HE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS



Position Stable Current Background Standard AmountT - crelative to A noise rating noise rating limit standard: -= c ame .f Measur railway(m) sound (LAeq dB) (LAeqg, dB) (LADqy dB) sta, ndB ainr

Kongjiame ou of i Dc Description of the level Drawing~ *~ sensitive point measurin tHeig drn soundwNumberr ceptors pohttsoeasuring surce NNo. Dista train Day Night Day Night Day Night Day Nightnce operati time time time time time time time timec _ trenc on(dB)

e

Kongjiazhou of The first floor ofFenyi Town 147-1 houses in village 15 -7.0 63-72 63.5 61.6 58 52 70* 70* 1. 5. (® cAw______ ______________ ____ ____ ____ _________ ____ ______ 6~~~~~~~~~~~-129

Outside the widow ofZhongxin 148-1 the first floor of 120 -0.5 62471 60.6 5 56 4 60 0.6 6 (AUa®Primary School teachng buldingof West Yichun Outside the window of 6v1n3

0 Villag 148-2 the fifth floor of 120 11.5 630 73 60.96 58 / 60 0.9 / ()( 63teaching building

Out3 ie wrx~dow of tr.2People's 149-1 first 1koaoftfirstruwof 120 7.5 63 -72 61.5 55.5 58 44 60 50 1.5 5. M A.na~di

Hospital of _____ x&ii'Atuldg ___ _____

Yichun West 1 9 9VillageE149-2 sxn1locroffrst row 120 10.5 64-74 62.0 56.1 56 42 61 50 2.0 6.1 O®

Shupeng Village Oi&& tl wiIAY Of dt of Luxi County, 150-1 &A fooroftr firstiuvof 15 -4.0 64~-82 71.2 67.5 58 52 70 55 1.2 12.5 O

.~Pingxiang isbihfdn

Outside the window of Aithdd0 Luxi Primary ~151-1 the first floor of 140 3.0 63-68 56.8 / 52 / 60 / / O dtvvig

School of Luxi ____teaching building ______6-132

-5 County, Outside the window ofPingxiang 151-2 the fi.fth floor of 140 15.0 64-69 58.5 / 54 / 60 / / / o

_______________ ~teaching building- - - - - - - - - -

®~zav~r 9 9W TESECOND SERVER & DESIGN INSTITUTE OF RAILWAYS


Position Stable Current Background Standard Amount

relative to A noise rating noise rating limit sxceeding

Measur railway(m) sound (LAeq, dB) (LAeq, dB) (LA.q, dB) stadar Min Dawn= Name of ing Description of the level (LA, dB) Main Drawing

'Z: sensitive~~~Heg oud ume: - sensitive point measuring point Heig during sound Number

.; o <,, receptors No. Dista train Day Night Day Night Day Night Day Night

nce renc operati time time time time time time time time

rene on(dB)

Quanjiang Outside the window of

Primary School 152-1 the first floor of 150 1.0 64-72 58.7 / 54 / 60 / / / ( kavk)

of Pingxiang teaching building 6-134

Yangqiao Ouse dh v of he

Village of 153-1 fistflocrofthe frA mwof 15 1.0 54-62 59.5 52.0 54 48 70* 70* / / ®)Quanjiang, hIiUTg

Pingxiang __ _ __ _ ___g __

Dengan VillageOutside the window of AttahrdLDengan Village 154-1 the first floor of the 15 -2.0 60-68 61.8 56.5 58 49 70* 70* I / O® 6136rg

of Pingxiang ~~~budlding in ville 6-136


155-1 ] thefirstfloorofthefirst 20 5.0 73-79 73.6 65.6 72 52 70 70 3.6 / ©©©row of residential

_ building

R Outside the window of I

Ping Residenial Area 552 the fourth floor of the 20 14.0 72-80 72.3 66.7 71.0 52 70* 70 2.3 / d ) At

c> xian Coal Mine X first row of residential 6-137

g to bulmn Tilin [ Outside the window of

o 155-3 the third row of 60 8.0 62-71 62.3 54.2 61 44 60 50 2.3 4.2 (©O®residential building in

residential area


Lilin Shangpu 156-1 thefirstfloorofthefust 60 -3.5 58-64 58.2 56.5 54 49 70 55 1.5 OJ) daving

Village row of residential 6-138

building d . .

TIIESECONDRVER & DaSIGN INSTITUTE OF RAILWAYS - -


Position Stable Current Background Standard Amountrelative to A noise rating noise rating limit exceeding

o .2 Measur railway(m) sound (LAcqq dB) (LAeq, dB) (LA,q, dB) stal ard Mainco Name of (LA..Drawingi~~ sensitive ~ ing Description of the level Drawiumbepoint measuring point Hetg during sou Number.= o <] receptors No. Dista train Day Night Day Night Day Night Day NightE ~~~~N.diffe

nc e Operati time time time time time time time timercc on(dB)

eOutside the window of

Xiangzushan 157-1 the fistfloorofthe fist 130 3.5 64-72 61.5 / 58, 60 I 1.5 / ©©®Lilin row of teaching AwdI g to Yaojiaba, building -- -Zhuz Zhuzhou Outside the window of 6-139hou County 157-2 the second floor of the 130 6.5 66 -73 62.1 / 56 / 60 / 2.1 / @&TO

first row of teaching- -_________ _____ ~~building _ _

Note: 1. Main sound source: (ORailway noise ©Traffic noise from roads and highways (®)Noise from civil life (A)Construction noise (®)Factory noise ©Highway

crossing alarms

2. Positions relative to the railway: Data outside of the brackets is the distance and height difference from the main line track or station track. Data inside the brackets

is the distance or height difference from the newly constructed track (includes the distance and height difference of the Hangzhou Junction from the locomotive

turnaround depot. Height difference column: "+" indicates that the elevation of the sensitive spot is higher than the track level and "-" indicates that the elevation

of the sensitive spot is lower than the track level..

3. Standard limits with a "*" are reference standards.

aD MI i - A i itiI 101THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


4) Assessment of Present Quality Status of Acoustic Environment

From the monitoring result indicated in Table 3.4-2, 113 concentrated residential

areas, 39 schools and 5 hospitals along the line of this project shall be taken as

environmental sensitive receptors. Through the monitoring of present status, the

acoustic environment along the line is suffering from the great noise from

ZheGanLine Railway and highway and social life. Within a scope of 60 meters

from two sides of the existing railways, it mainly suffers from the noise produced

by locomotive whistling and running. Out-of-specification phenomena take place

to a greater or less extent. For the area 60m out of the existing railways and that

of newly built lines, it mainly suffers from the influence of highway and the

human social activities, and the quality status of local acoustic environment is in a

good condition.

3.5 Present Status of Water Environmental Quality

1) Investigation of Present Status of Water Quality in Streams along the Line

This project passes through Puyang River, Jinhua River, Qujiang River, Xinjiang

River, Ganjiang River, Yuanshui River, Lushui River, Xiangjiang River and other

rivers and their branches. Most of these rivers belong to ephemeral ones. The

river flow varies comparatively greatly in a year. Due to faster development of

economy, wastewater discharge volume is rising up. In addition to the limited

volume of stream water body and self-purification capacity, the water quality of

water bodies of each stream suffers from certain pollution without exception. The

following is a brief introduction to water environmental quality of cities along

the line:

Jinhua City: Main streams are Jinhua River and Dongyang River, the branches of

Nanjiang River. Nanjiang River is the water system of Qiantang River. The

present status of the waster quality of Jinhua River and Jinhua section of

Dongyang River belongs to the water body of Category V. The main pollution

indices are permanganate factor, Biological Oxygen Demand, volatile phenol and

etc. the city planning is controlled according to the water body of Category III.

Shangrao City: Xinjiang River is the main river of Shangrao City. It goes through

the city. The present status of its water quality is Category III. It mainly suffers

from the pollution of volatile phenol.

Yingtan City: The present status of water quality at Yingtan section of Xinjiang

River is of Category IV. The main pollutant is that of petroleum type.

Nanchang City: Main river is Ganjiang River. The present status of water quality

at Nanchang section of Ganjiang River is lower than water quality of Category

III. Main pollutants are that of petroleum type, ammonia nitrogen, volatile phenol

and permanganate factor.

Xinyu City: Main rivers are Kongmu River and Yuanshui River. Kongmu River

is the source of drinking water of Xinyu City. But, due to the influence of the

h in m - a ?1Z 1 0 2THF SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 10


urban industry and domestic wastewater, the present status of water quality of theriver is comparatively bad. The water quality of eater body passing the city areadoes not satisfy the requirement of water quality of Category III water body.Xinyujiang Section of Yuanshui River suffers from more serious pollution. Allcross sections thereof are uniformly worse than water quality of Category III.Main pollutants of Yuanshui River are that of petroleum type, ammonia nitrogenand volatile phenol. At present, it is controlled according to the water body ofCategory III.

Pingxiang City: Main surface water comes from Yuanshui River. For the urbansection of Pingshui River, Category III Water Body Standard is implemented.The water quality of Pingshui River is comparatively bad. All cross sectionsthereof are uniformly worse than water quality of Category III. Main pollutantsare that of petroleum type and ammonia nitrogen. At present, it is controlledaccording to the water body of Category III.

Zhuzhou City: Surface water bodies are Xiangjiang River and Lushui River. Theurban sections of these two rivers are the water body of Category III. XiangjiangRiver is a stream that has a drainage area in Hunan province. The precipitation indrainage area of Xiangjiang River is comparatively abundant. The rainfallconcentrates in the spring and summer, among which the period from the fourthmonth to sixth month is rainy season. The wastewater from the factories of Ironand Steel, Metallurgy, Chemical Industry, agricultural chemical and etc. along theXiangjiang River are discharged into this river. So, the water quality is pollutedand controlled according to the Category III Water Body Standard.

2) Investigation of Water Catchments of Concentrated Drinking Water alongthe Line

Based on the site investigation and the consultation from relevant in-chargedepartment, the sources of concentrated drinking water of all cities and townsalong the line are mainly selected at the upper reaches section of the waterreservoir and streams. Please refer to the Diagram of Water System alone theLine for particulars and details. There is no water catchment within an area 200min the upper reaches and I km in the lower reaches of all River Crossing Bridgesand Super Major Bridges. The property of water body in the river crossingsection is mainly agricultural irrigation or flood discharge.

3) Investigation and Analysis of Current Situation of Railway pollutant source

(1) Situation of Distribution and Discharge of Railway pollutant source

Pollution sources of the existing railway involved in this project are mainlylocal railway stations and depots, such as Jinhua area, Shangrao area, YingtanJunction, Nanchang Junction, Zhuzhou Junction and etc. and the wastewaterfrom production and daily life of the stations along the line. Wastewater fromproduction mainly concentrates in maintenance depots, locomotive depots andetc. along the line. Domestic wastewater mainly comes from the productivehouses in stations and depots. The total volume of discharged wastewater alongthe whole line is 28,448 m3/d, of which productive wastewater is 2,256m3/d

A6) ffi iA A% -_ ab 3t G"G 1t 03® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 10


and domestic wastewater 2,6192 m'/d. please refer to Table 3.5-1 for the

situation of wastewater discharging in main stations and depots along the

line and the treatment techniques.

Table 3.5-1 Existing Situation of Wastewater Discharging in

Main Stations and Depots along the Line

Unit: m3/d

Qualities of the Wastewater at Each Volume of Disposal Direction of

Section Station and Depot Discharge Technology Discharge

Shanghai West Zhuji Station Domestic wastewater 770 Septic tank City

Bureau Yiwu Station Domestic wastewater 235 Septic tank pipelinenetwork

East Jinhua Station Domestic wastewater 320 Septic tank

East Jinhua Oil contaminated Sedimentation,X Locomotive wastewater filtering City

< Turnaround Depot Domestic wastewater 60 Septic tank pipeline

-< West Jinhua Station Domestic wastewater 525 Septic tank network

West Jinhua Oil contaminated 50 Nil

Locomotive wastewaterTurnaround Depot Domestic wastewater 60 Septic tank

Shanghai Quzhou Station Domestic wastewater 365 Septic tank CityBureau pipeline

Yushan Station Domestic wastewater 618 Septic tank pelwrin

i Shangrao Station Domestic wastewater 2310 Septic tank

Oil contaminated Adjusting Citym Shangrao 200 sedimentation, piplin

i Locomotive Depot wastewater Air floating network

____________________ Domestic wastewater 150 Septic tankCity

Z Hengfeng Station Domestic wastewater 700 Septic tank pipelinenetworkIrrigation

Guixi Station Domestic wastewater 1190 Septic tank ditch outsidethe depot

o Etasti i Domestic wastewater 1050 Septic tank pipelineStationnewr

City

X Yingtan Station Domestic wastewater 250 Septic tank pipelinenetwork

Oil contaminated Oil separation, City

Yingtan wastewater air floating pipeline

Locomotive Depot Domestic wastewater 120 Septic tank network

Oil contaminated Oil separation, City= g Nanchang wastewater 560 Air floating pipeline

.= ~Locomotive DepotQ Locomotive Depot Domestic wastewater 150 Septic tank network

z 3 Xiangtang Oil contaminated 440 Oil separation, City

locomotive depot wastewater . air floating pipeline

_t in -= V 104THI SECOND RAILWAYS SURVEY & DFSIGN INS1ITUTE 10


Section Qualities of the Wastewater at Each Volume of Disposal Direction ofStation and Depot Discharge Technology Discharge

l_________________ Domestic wastewater 120 Septic tank networkWest Xiangtang Oil contaminated 100 Oil separation, CityLocomotive wastewater air floating pipelineTurnaround Depot Domestic wastewater 100 Septic tank networkQingyunpu Station Domestic wastewater 770 Septic tankNanchang Station Domestic wastewater 5000 Septic tankXiangtang Station Domestic wastewater 495 Septic tankWest Xiangtang Domestic wastewater 2310 Septic tank City sewerStation Sain Dmscwseae 20Spctn

Dongxiang Station Domestic wastewater 290 Septic tank

Fengcheng Station Domestic wastewater 355 Septic tank

Zhangshu Station Domestic wastewater 575 Septic tank citypipelineXinyu Station Domestic wastewater 520 Septic tank network

ret Fenyi Station Domestic wastewater 575 Septic tanke Yichun Station Domestic wastewater 365 Septic tank lZ Pingxiang Station Domestic wastewater 864 Septic tank Ci

Pingxiang Oil contaminated 26 Oil separation, pipeline.igin wastewater air floatins ppeJnLocomotive Depot networkI _______ __________________ Domestic wastewater 90 Septic tank I

CityLiling Station Domestic wastewater 770 Septic tank pipeline

networkWashing wastewater Adjustment Industrialand oil contaminated 100 and oil discharging

= Locomotive wastewater separation ditch -

Turnaround Depot Baishi Porte of freight train in= Northern Zhuzhou Domestic wastewater 60 Septic tank Xiangjiang

River-s City

Zhuzhou Station Domestic wastewater 2000 Septic tank pipelinenetworkNCritty uhc

Station Domestic wastewater 2000 Septic tank pipelineSinetwork

| T otal _________________ _________________ 28448 1 1

(2) Investigation and Assessment of Present Status of Railway pollutantsources

In this investigation of present status, the combination method shall be adopted inwhich the routine monitoring data is gathered and the site monitoring is carried outfor the selected representative pollutant source.

a) Monitoring Situation

Monitoring distribution points selected include Nanchang Locomotive Depot, WestXiangtang Garrison Locomotive Turnaround Depot, Nanchang Station, Xiangtang

A9 ,r- _ -- At 1; 1a 0 [5ErHE SECOND RAILWAYS SURVEY & DESIGN INSTITU'E 10


Station, North Zhuzhou Freight Locomotive Turnaround Depot and some other

stations. One monitoring point is set at the general discharge outlet of depot

wastewater.

Monitoring Item: PH, SS, BOD5, COD, Petroleum Type (oil-contained wastewater),

Plant and Animal Oil (domestic wastewater) and LAS (car-washing wastewater).

Monitoring Time and Sampling Frequency: It is sampled for three continuous days

in a whether condition without rain. An instant sample shall be taken in the

morning and afternoon each day, and then analysed.

Method of Monitoring Analysis: It shall be conducted according to the related

stipulation in "Technical Guidelines on Sample Taking for Water Quality"

(GB12999-91), "Quality Standards of Surface-Water Environment" (GB3838-2002)

and "Environmental Monitoring Analysis Method' (GB3838-2002).

b) Investigation and monitoring result of pollutant source

Productive wastewater mainly concentrates in all locomotive depots along the line.

The pollutants consist of petroleum-type one, SS, COD and BOD5. Domestic

wastewater mainly comes from the productive houses in the stations and depots and

the pollutants are mainly SS, COD and BOD5. Please refer to the Table 3.5-2 for

monitoring result of current status of wastewater of all main stations and depots.

Table 3.5-2 Monitoring Results of Current Water Pollutant Sources

Unit: mg/l (except PH)

I Item PH CODcr BOD; SS 'lant an( etroleui_te PH CDrnimal 0 Type

Discharge 2002.7.2 am 7.32 40.2 23.5 42 i 1.87

outlet of the 9 pm 7.26 63.1 40.7 46 3.26

sewage 7r 2002.7.3 am 7.27 36.1 24.5 35 / 1.13

treatment plant o 0 0 pm 7.63 41.0 21.7 33 / 1.37

at the Nanchang c n 2002.7.3 am 7.90 42.5 25.4 42 / 1.24

Locomotive 1 _ 7.81 45.6 22.3 50 2.03

Depot Mean 7.53 44.75 26.35 41.33 / 1.82

Discharge 2002.7.2 am 6.76 39.5 31.7 36.5 / 2.63

outlet of the M 2 pm 6.94 41.1 32.6 50.5 / 2.43

sewage o 2002.7.2 am 7.28 48.8 29.8 42 / 0.91

treatment plant 'a 3 pm 7.14 36.2 25.1 35 X 1.18

at the West 2 2002.7.2 am 7.14 52.0 32.2 34.5 1.96

Xiangtang 4 pm 6.02 45.8 28.7 28 0.14

LocomotiveTurnaround Mean 6.88 43.9 30.02 37.75 / 1.54

DepotDischarge am 7.23 1176.0 782.5 394.5 3.78 /

outlet at the 200.8 pm - 7.89 1417.9 807.5 492 7.79 /

Nanchang o > 2002.8.4 am 7.44 1223.0 767.5 632 .5.36 /

t( in g g :- a q it C6TilT SECOND RAILWAYS SURVEY k DESIGN INSTITUTE 10

EA Report on Reconstructed Zhojiang-Jiangxi Railway Electrification Speedup Renovation Project

.Item . PH CODc r BO Ds SS 'lant anf etroleuiItem PH CODcr BODS ~ nimal 0 Type

Station pm 7.32 1471.7 856 383 2.49 /

2002.8.5 am 7.39 1088.6 610 288 4.92 /. . Mea pm 7.42 1048.3 605.5 218.5 3.30 /

Mean 7.45 1237.58 738.17 401.3 3.86

2002.8.3 am 8.44 692.2 370 250.5 3.78 /D h __ _ prn 7.32 403.2 219 137 7.79 /

Discharge o > 2002.8.4 am 7.22 725.8 480 194,5 5.36 outlet at the * 22002.8.4 - ______________________2002.8.5 m 7.32 589.6 318.5 243 2.49 /

Station 2002.8.5 am 7.33 638.4 334.5 75.5 4.92 /. . Mea pM 7.12 651.8 325.5 102 3.30 /

Mean 7.46 616.83 341.25 167.08 4.61 /Discharge 2002.7.22 am 7.11 28.4 22.6 37.5 / 6.20outlet of the - _ pm 7.23 26.9 21.0 41.0 / 5.24sewage am 7.35 94.6 35.4 48.0 / 5.41

.2- .2 2002.7.23treatment plant 2 . prn 7.26 64.6 27.1 69.5 3.82at the North am 7.37 66.2 41.1 50.0 / 1.78Zhuzhou 2002.7.24 pm 7.35 61.5 39.4 32.0 2.52Freight .P.73 15 3. 20 / 25Turnaround Mean 7.28 57.0 31.1 46.33 / 4.16Depot

Through investigation, please refer to Table 3.5-3 for normal monitoring data onwastewater in stations and depots along the line.

Table 3.5-3 Daily Monitoring Data of Sewage fromVarious Stations and Depots Along the Line

Unit: mg/l (Except PH)

Item PH CODcr SS Petroleu Volatile LASI I l l l m Type phenol ____

Shangrao Intake mean 4.8 1452.0 196.5 250 0.46 /Locomotive Depot Outlet mean 7.3 48.1 54.1 0.9 0.2 /Xiangtang Intake mean 6.7 1254.4 1658.0 1342.6 0.82 /Locomotive Depot Outlet mean 7.2 36.0 29.4 2.7 0.06 /West Xiangtang Intake mean / I 1687.5 1376.8 1622.7 9.34 /Locomotive O * * * 2Turnaround Depot Outlet mean 7.4 38.1 25.5 6.2 0.075 /Pingxiang | Intake mean / 360.2 231.2 199.8 0.12 |Locomotive Depot Outlet mean 7.2 64.38 15.88 1.47 0.034

Yingtan Intake mean / . 545.6 109.4 154.1 1.55 /Locomotive Depot Outlet mean 7.4 85.1 88.9 3.2 0.2 /Nanchang Intake mean 7.6 351.0 57.7 22.4 0.10 /Locomotive Depot Outlet mean 7.1 39.4 31.0 2.2 0.07 /Discharge outlet atthe North Nanchang Outlet mean 7.4 2006.2 808.0 910.2 0.78 0.098Locomotive Depot I

69 M-i Q gg = &3 it PC107TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 10


Item PH CODcr SS Petroleu Volatile LAS___ __~~~ mType phenol _

Discharge outlet at athe Nanchang Outletmean 7.3 131.2 45.5 30.8 0.13 0.185

Locomotive Depotl

Repair workshop

c) Analysis and assessment on pollutant sources

(T Assessment Methods:

By way of the results of the investigation and monitoring on the present situation, the

exceeding standard multiplication method was used to determine the degree of

pollution in the water quality of the sewage from the various work units that release

pollutants. The expression for the exceeding the standard is below:

Ii=(Ci-Coi)/ Coi

In the above equation:

Ii: Exceeding standard times of pollutant;

Ci: Actual measured pollutant density, (mg/l);

Coi: Pollutant discharging standard, (mg/l).

® Analysis and evaluation

For the results of the assessment on the monitoring data of the station and depot water

quality, please refer to Table 3.5-4.

65) ffi f t - M Vz t~it R 1 0 8THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 10


Table 3.5-4 monitoring result of Water pollutant sourcein Nanchang Railway Area

Unit: mg/l (except PH)

PlantItem PH CODcr BOD5 SS Animal etroleun

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ O ilClass 2 of GB8978-1996;

Nanchang "Standard forLocomotive Comprehensive Discharge 6-9 150 60 200 20 10Depot of Sewage" (unit carryingdischarge out construction beforeoutlet of the Dec, 31, 1997)sewage Mean of discharging 7.53 44.75 26.35 41.33 1.82treatment intensity lI.__plant Exceeding Standard N N N N / N

Times

West Class 1 of GB8978-1996;Xiangtang "Standard forLocomotive Comprehensive Discharge 6-9 100 30 70 20 10Turnaround of Sewage" (unit carryingDepot out construction beforedischarge Dec, 31, 1997)outlet of the Mean 6.88 43.9 30.02 37.75 1.54sewage Exceeding Standard N N 0.0007 N Ntreatment Times007 N plant Tus .

Class 3 of GB8978-1996:"Standard for

Nanchang Comprehensive Discharge 6-9 500 300 400 100 30Natnc of Sewage" (unit carryingdischarge out construction beforeolschaget Dec, 31, 1997)outlet Mean 7.45 1237.6 738.2 401.3 3.86

Exceeding Standard N 1.475 0.845 0.003 N /TimesClass 3 of GB8978-1996;"Standard for

Xiangtang Comprehensive Discharge 6-9 500 300 400 100 301 Station of Sewage" (unit carryingStaion out construction before

outde Dec, 31, 1997)Mean 7.46 616.8 341.25 167.1 4.61 /

Exceeding Standard N 0.234 0.138 N NTim es _ _ _ _ _ _ _ _ _ _ _ _ _

V-in -- A V iQ it r 9THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 109


Plant

Item PH CODcr 130135 Ss ~and 'etroleuinI t e m P H C O D c r B O D 5 S S A n X m a I ' eAnimal Type

Oil

North Class I of GB8978-1996;

Zhuzhou "Standard for

Freight Comprehensive DischargeTurnaround of Sewage" (unit carryingDepot out construction before

discharge Dec, 31,1997)

outlet of the Mean 7.28 57.0 31.1 46.33 4.16

sewage Exceeding Standard N N N N N

treaent Times _

Note: N indicates that the standard has not been exceeded. The environmental

monitoring station of the Nanchang Railway Bureau provided the above-mentioned

data.

Please refer to Table 3.5-5 for the result of assessment on the routine monitoring data of

all stations and depots.

Table 3.5-5 Statistic on Monitoring Data ofWastewater in Locomotive Depot Along the Line

Unit: mg/I (except PH)

Item PH CODcr Ss ~~~Petroleu Volatile LAItem PH |m Type phenol LAS

Class I of GB8978-1996 "Standard forComprehensive Discharge of Sewage 6-9 100 70 10 0.5 5.0

" (Units carrying out construction before .

Dec 31, 1997)

Shangrao Intake mean 4.8 1452.0 196.5 250 0.46 =

Locomotive Outlet mean 7.3 48.1 54.1 0.9 0.2 /

Depot Outlet Exceeding N N N N N /Standard Times N____

Intake mean 6.7 1254.4 1658.0 1342.6 0.82 /

Xiangtang Outlet mean 7.2 36.0 29.4 2.7 0.06 /

locomotive depot Outlet Exceeding N N N N N

Standard Times

Xia.gtang west Intake mean / 1687.5 1376.8 1622.7 9.34 /Xlangtang west Outlet mean 7.4 38.1 25.5 6.2 0.075

locomotiveturnaround depot Outlet Exceeding N N N N /tumaround_depot Standard Times N____

Pingxiang Intake mean 360.2 231.2 199.8 0.12

Locomotive Outlet mean 7.25 64.38 15.88 1.47 0.034

Depot Outlet Exceeding N N N N N NDepot__________ Standard Times

Class I of GB8978-1996; "Standard forComprehensive Discharge of Sewage" 6-9 150 200 10 0.5 10

(units carrying out construction before

Dec, 31, 1997) _

TEIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 1


Item PH CODcr SS Petroleu Volatile LASm Type phenol 11

Yingtan Intake mean / 545.6 109.4 154.1 1.55Yicorngtane Outlet mean 7.4 85.1 88.9 3.2 0.2Locomotive Outlet ExceedingDepot Standard Times N N N N N

Nanchang Intake mean 7.6 351.0 57.7 22.4 0.10 /Locomotive Outlet mean 7.1 39.4 31.0 2.2 0.07 /Depot Outlet Exceeding N N N N N /Depot ~Standard Times N__ N___ N___ N___N_

Nanchang Outlet mean 7.4 2006.2 808.0 910.2 0.78 0.098LocomotiveDepot Outlet ExceedingNorth yard Standard Times N 12.37 3.04 90.02 N Ndischarge outletNanchang Outlet mean 7.3 131.2 45.5 30.8 0.13 0.185LocomotiveDepot Outlet Exceeding N N N 2.1 N NRepair workshop Standard Timnesdischarge outlet I I

Note: N indicates that the standard has not been exceeded; the environmentalmonitoring station of Nanchang Railway Bureau provides above-mentioned data.

Through evaluation, it can be found: The wastewater quality at the discharge outlet ofthe sewage treatment plant of the Nanchang Locomotive Depot can meet the class 2discharging standards of the GB8978-1996; "Standardfor Comprehensive Discharge ofSewage" and the wastewater treatment equipment operates normally. Except for theBOD5 exceeding the standard a little, the wastewater quality at the discharge outlet ofthe sewage treatment plant at the West Xiangtang Locomotive Turnaround Depot canmeet the class 1 discharging standard of GB8978-1996; "Standardfor ComprehensiveDischarge of Sewage". At the North Zhuzhou Freight Turnaround Depot sewagetreatment plant, the wastewater after the treatment can meets the class 1 dischargingstandards of the GB8978-1996 "Standard for Comprehensive Discharge of Sewage";Septic tanks at Nanchang Station and Xiangtang Station has not be cleaned for a longtime and incrustation has formed, which affects the discharging water quality, so thedischarge outlet quality can not meet the class 3 discharging standard in GB8978-1996"Standardfor Comprehensive Discharge of Sewage"; If the septic tanks are cleaned intime and the management is enhanced, from the secular monitoring data of stationwastewater quality, it can be seen that the water quality at such discharging outlet canmeet Class 3 discharging standard in GB8978-1996 "Standard for ComprehensiveDischarge of Sewage". From secular monitoring data at the Yingtan Locomotive Depot,Shangrao Locomotive Depot, West Xiangtang Locomotive Turnaround Depot and etc.,it can be found that sewage discharge outlet quality can meet corresponding standardsand requirements.

4) Assessment of the present status of surface water

This assessment is carried out for the wastewater discharged into the surface water fromall stations and depots.

kig K K & S iQ t VATHE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


(1) General status of receiving bodies of water

There is a newly increased pollutant source, North Zhuzhou Freight Turnaround Depot

in Zhuzhou railway zone with 100m3/d in water discharging amount. There is an

industrial discharging ditch outside of the section, which is about 50m away from North

Zhuzhou Freight Turnaround Depot sewage treatment plant. After treatment, sewage in

North Zhuzhou Freight Turnaround Depot flows into the industrial discharging ditch,

then to Baishi Port about 1.5Km away and to Xiangjiang River about 2Km away. Width

of Baishi Port is 20m and depth of water is about 2m.

(2) Monitoring over present status of receiving body of water

(I Distribution of monitoring points: One monitoring point shall be set up at

location of 100m upstream and one at location of 200m downstream of the

sewage discharge outlet of Baishi Port.

(:) Monitoring items: PH, COD, BOD5 and petroleum type. Carry out flow

measurements at same time of the sampling.

(a) Monitoring time and sampling times: Take samples for three consecutive days

without rain. Carry out daily analysis one time in the morning and one time in

the afternoon and mix the samples for analysis. (Mixing sample data from

instant sample is required for 1OD5).

(A) Monitoring analysis method

In accordance with the related standard in "Technical Guidelines on Sample Taking for

Water Quality" (GB 12999-91), "Quality Standards of Surface-Water Environment"

(GB3838-2002) and "Environmental Monitoring Analysis Method".

Analysis methods: Monitoring and analyzing methods are listed below:

Table 3.5-6 Analysis Method on All Monitoring Items

Monitoring Factor Monitoring Method Basis of the Method

PH Glass electrode method GB6920-86

COD Potassium bichromate luminosity method

BOD5 Dilution and vaccination GB7488-87

Petroleum Type Infrared spectrophotography GB/T 16488-1996

(®) Monitoring result:

* ; = ldJ V a it R 1 2TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 11


For the monitoring results, please refer to Table 3.5-7.

Table 3.5-7 Monitoring and Evaluation Result on Water Quality of Baishi Port

tem PH .CODcr BOD5 Petroleum FlowItem PH (mg/I) (mg/I) Type(mg/l) rate(m3/h)

Category 4 of the "QualityStandards of Surface-Water 6-9 30 6 0.5Environment" GB3838-2002

Upper 6.52 52.2 5.0 1.762002.7.22 reaches

Q Lower 6.78 26.9 6.2 0.86t = reachesc. ;. Upper 7.14 77.2 2.5 0.33

~ 2002723 reaches___< o 2002.7.23 rLocwheers 7.19 61.4 5.2 o.11

reaches

2 Upper 6.87 83.6 2.0 0.672002.7.24 reaches

Lower 6.87 36.3 4.3 0.40____ ____ ____ reaches _ _ _ _ _

Mean 6.90 56.27 4.2 0.69 405Exceeding Standard Times N 0.88 N 0.38

Note: N indicates that the standard has not been exceeded. The above-mentioned data isprovided by environmental monitoring station of the Nanchang Railway Bureau.

(3) Assessment on the present situation

Evaluation on the water quality of aquatic environment at Baishi Port shall be carried

out by the method of exceeding standard times. For exceeding standard times method,

please refer to Table 3.5-7. From the data in the table, it can be found that the Baishi

Port cannot meet the requirements of category IV in GB3838-2002: "Quality

Standards of Surface-Water Environment". CODcr and petroleum type pollutants

exceed the standards by 0.88 times and 0.38 times respectively.

3.6 Ambient Air Quality

Routine statistical monitoring data shall be mainly adopted to carry out theinvestigation and assessment for the data of ambient air of the cities and towns alongthe line.

1) Survey data of the air quality along the line

Vk- ip- S = m V iQt 3t 1THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 11


(1) Jinhua City

Table 3.6-1 Statistical Data of the EnvironmentalAir Monitoring in Jinhua City

Unit:mg/Nm 3

Item TSP SO2 NO,, PH

2000 Average Annual 0.145 0.011 0.031 5.00Density

2001 Average Annual 0.146 0.013 0.029 4.98Density

Class 2 Standard (Average 0.20 0.06 0.0

Annual Density) 0.0_.0I00

The air pollution in the Jinhua Region is a mixed type of pollution that comes from the

single coal burning type pollution and tail gas of vehicles. The main source of pollution

comes from the smoke exhaust in burning coal and the tail gas of automobiles. It can be

learned from the above table that the current condition of the ambient air in the Jinhua

Region can satisfy the class 2 standards of the "Ambient Air Quality Standards"

(GB3095-1996). However, the acidity of rainfall is continuously increasing, the rate of

acid rain has been continuously growing higher and the polluted zones from acid rain

have been continuously expanding; the area is a national acid rain control area.

(2) Shangrao City

Table 3.6-2 Statistical Data of EnvironmentalAir Monitoring in Shangrao City

Unit:mg/Nm 3

Item TSP SO2 NO,, PH

Average Annual 0.337 0.03 0.057 5.31

2000 DensityAverage Daily 0.014- 1.55 0.02-0.047 0.033'-0.077 4.3 1-5.91

Density_ _ __ _ _

Class 2 Standard (Average 0.20 0.06 0.05Annual Density) _ 11

Class 2 Standard (Average 0.30 0.15 0.10

Daily Density) I I

The average annual density of TSP and NOy in the ambient air in the Shangrao Region

exceeds the standards. The average annual density of SO2 meets the standards. The

average daily density of SO2 and NO, meet the class 1 standards of the "Ambient Air

Quality Standards" (GB3095-1996). The average daily density of TSP exceeds the class

2 standards of the "Ambient Air Quality Standards " (GB3095-1996). This data indicates

that the main air pollutants are TSP and NO,, and that NO, has already surpassed SO2

and become the major pollutant. The TSP pollution is still severe.

6 A) t in M - b MS i£~ it- l114THF SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 11


(3) Pingxiang City

Table 3.6-3 Statistical Data of the EnvironmentalAir Monitoring in Pingxiang City

Unit:mg/Nm 3

Item TSP SO2 NO, PH

The 1st quarter 0.284 0.042 0.025

Average Daily The 2 nJ quarter 0.260 0.038 0.0382000 Density The 3rd quarter 0.241 0.019 0.026

The 4th quarter 0.231 0.024 0.033

l______ Average Annual Density 0.254 0.031 0.030 4.70Class 2 Standard (Average Annual 0.20 0.06 0.05

Density)__ _ _ _ _ _ _ _ _ _

Class 2 Standard (Average Daily Density) 0.30 0.15 0.10

The air pollution in Pingxiang is a mixed type of pollution with smoke exhaust from coalburning and tail gas from vehicles. It can be learned from the above table that the TSP inthe ambient air in the Pingxiang Region exceeds the standards and that SO2 and NOxboth meet the standards and the amount of pollutants show a decreasing trend. The maintype of air pollution in the area is TSP and there is serious pollution from acid rain,which inosculates with oil burning and coal burning as the main type of air pollution.

(4) Nanchang City

Table 3.6-4 Statistical Data of the EnvironmentalAir Monitoring in Nanchang City

Unit: mg/Nm 3

Item TSP SO2 NO,, PH1996 Average Daily Density 0.207 0.084 0.026 4.52

per Year

1997 Average Daily Density 0.178 0.057 0.032 4.33per Year

1998 Average Daily Density 014 005 009 44

2000 Average Daily Density 0.193 0.049 0.043

Class 2 Standard (Average Daily 0.20 0.06 0.05Density per Year) 0?20_0_06_____

The air pollution in the Nanchang Region is coal burning type pollution that mainlycomes from smoke exhaust of industrial enterprises that burn coal. It can be learnedfrom the above table that the TSP in the ambient air of the city zone is close to the class2 standards of the "Ambient Air Quality Standards" (GB3095-1996). SO2 basicallysatisfies the class 2 standards of the "Ambient Air Quality Standards" (GB3095-1996)

aD fig M g --- A if iTt 5THE SECOND KAILWAYS SURVEY & DESIGN INSTITUTE 11


and have been gradually decreasing each year. NO, satisfies the class 2 standards of the

"Ambient Air Quality Standards" (GB3095-1996) and has been gradually on the rise

each year. This data shows that the adjustments in the structure of the energy sources in

Nanchang city have already produced some effects but the discharge amount of tail gas

from automobiles continues to increase which aggravates air pollution. At the same time,

the acidity of rainfall, acid rain ratios and pollution from acid rain are still fairly serious

and the area is a national acid rain control area.

(5) Yingtan City

Table 3.6-5 Statistical Data of the EnvironmentalAir Monitoring in Yingtan City

Unit:mg/Nm3

Item | TSP | S02 | NO,, l

2000 Average Daily 0.292 0.052 0.035l Density per Year

Class 2 Standard (Average Daily 0.20 0.06 0.05

Density per Year)

The air pollution in Yingtan City is coal burning type pollution. The pollution mainly

comes from the smoke exhaust of coal burning industrial enterprises. It can be learned

from the above table that the TSP in the ambient air of the area exceeds the limits, which

also shows that the air pollution in the area is mainly TSP. The pollution from acid rain

is serious and the area is a national acid rain control area.

(6) Zhuzhou City

Table 3.6-6 Statistical Data of the EnvironmentalAir Monitoring in Zhuzhou City

Unit: mg/Nm3

Item TSP SO2 NO,,

2000 Average Daily 0.178 0.058 0.039DLeDensity per Year 0

Class 2 Standard (Average Daily 0.20 0.06 0.05Density per Year) I I

Ambient air quality at Zhuzhou Junction reaches the class 2 standards in the "Ambient

Air Quality Standards" (GB3095-1996) but the TSP and SO2 barely meet the standards.

This shows that the air pollution in the area is mainly TSP and SO2. The area is a

national acid rain control area.

2) Situation of railway pollutant discharge

Q6 TIlE SEO R -'E & D i NST 1 16TIIE SECOND RAII.WAYS SURVEY h DESIGN [NSTITUI'E16


Refer to Table 3.6-7 for the situation of pollutant discharge from traction locomotives.Refer to Table 3.6-8 for the situation of pollutant discharge from shunting locomotives.Refer to Table 3.6-9 for the discharge volume of boiler pollutant.

Table 3.6-7 Discharge of Pollutants from Traction Locomotives

in the Various Sections

Unit: t/a

Section Oil Smoke S02 NOx COConsumptionBailutang to East Jinhua 45504 691.7 145.6 864.6 323.1EastJinhuatoQuzhou 21602 328.4 68.1 410.4 153.4Quzhou to Xintangbian 13866 210.8 44.4 263.4 98.4Xintangbian to Shangrao 17069 259.4 54.6 324.3 121.2Shangrao to Guixi 23399 355.6 74.9 444.6 166.1East Yingtan to West Xiangtang 40065 609.0 128.2 761.2 284.5West Xiangtang to Zhangjiashan 16892 256.8 54.0 320.9 119.9Zhangjiashan to Xinyu 17290 262.8 55.3 328.5 122.8Xinyu to Pingxiang 31337 476.3 100.3 595.4 222.5Pingxiang to East Liling 8544 129.9 27.3 162.3 60.7East Liling to Zhuzhou 10703 162.7 34.2 203.4 76.0Total 246271 3743.5 787.9 4679.0 1748.6

Table 3.6-7 Discharge of Pollutants from Shunting

Locomotives at Each Station Along the line

Unit: t/a

Number of Model Oil Discharge of PollutantsLocomotives Consumption Smoke SO 2 NOx CO

Yiwu I DF5 220.7 3.4 0.7 4.2 1.6EastJinhua 3 DF5,DF7 662.1 11.2 2.1 12.6 4.8Jinhua 2 DF5 441.4 6.8 1.4 8.2 3.2Quzhou 1 DF5 220.7 3.4 0.7 4.2 1.6Jiangshan I DF5 220.7 3.4 0.7 4.2 1.6Shangrao 2 DF5 441.4 6.8 1.4 8.2 3.2East Yiyang 2 DF5 441.4 6.8 1.4 8.2 3.2

Guixi I DF5 220.7 3.4 0.7 4.2 1.6North Guixi I DF5 220.7 3.4 0.7 4.2 1.6EastYingtan 7 DF7 1544.9 23.8 4.9 29.4 11.2

West Xiangtang 15 DF5, DF7 3310.5 51.0 10.5 63.0 24.0Fengcheng I DF5 220.7 3.4 0.7 4.2 1.6Zhangshu 1 DF5 220.7 3.4 0.7 4.2 1.6Zhangjiashan 2 DF5 441.4 6.8 1.4 8.2 3.2

> THE SEN R a DES ISitUT 117W THE SECOND RAILWAYS SURVEY & DESIGN INS'rlTUTE1 7


Station 7 Number of Model Oil Discharge of Pollutan ts

Locomotives Consumption Smoke SO2 NOx CO

Xinyu 2 DF5 441.4 6.8 1.4 8.2 3.2

Fenyi I DF5 220.7 3.4 0.7 4.2 1.6

Yichun I DF5 220.7 3.4 0.7 4.2 1.6

Quanjiang I DF5 220.7 3.4 0.7 4.2 1.6

Pingxiang 3 DF5, DF7 662.1 11.2 2.1 12.6 4.8

East Liling I DF5 220.7 3.4 0.7 4.2 1.6

Total 25 8828 138.0 28 167.0 64._ _ _ _ _ _ _ _ _ _ _~~~~ I_ _ I _I 0

Table 3.6-8 Discharge of Air Pollutants from Boilers

Unit: t/a

Station Model Coal Smoke S02 NOx COConsumption Dust

Jinhua locomotive Horizontal-type 320 1.4 6.6 3.9 15.9

depot KZL4-13 ___

Shangrao Horizontal-type 1500 4.1 26.9 18.3 45.6

Locomotive Depot KZL4-13, KZL I-8 150

Yingtan Horizontal-type 1019 1.8 3.5 12.4 12.6

Locomotive Depot KZL4-13 _______ ___

Yingtan Station KZLI-8 450 1.8 6.6 5.5 5.6

Nanchang Horizontal-type 2000 1.0 2.0 24.3 24.8

Locomotive Depot KZL4- 13 l

Xiangtang Horizontal-type 1326 1.5 27.2 16.1 16.4

locomotive depot KZL4-13___

Pingxiang Horizontal-type 1000 1.8 26.4 16.6 32.3

Locomotive Depot KZL4-13

Xinyu train KZLI-8 220 0.3 4.1 2.8 10.6

operation depot

Xinyu Electric KZLI-8 230 2.3 4.7 2.8 13.7

Locomotive DepotZhuzhou Horizontal-type 1184 8.9 20.1 14.4 14.7

locomotive depot KZL4-13 ___________

Zhuzhou Station KZLI-8 1424 9.5 22.8 17.3 17.7

Total 10673 34.4 150.9 134.4 209.9

From the discharge of pollutants from existing railway pollution source, it can be found

that major floating source is diesel locomotive, and pollutants are smoke dust and NO,;

the fixed source is mainly burning coal and the relevant pollutant discharge is

comparatively small.

3.7 Electromagnetic Environment

1) Investigation on present status of television reception

According to the site investigation, all residents along the line are gathered in the towns

and near the stations. Effective closed circuit of telecommunication or optical fiber

6 Z) I S % - gh v *£ il- R 118TIfl SECOND RAILWAYS SURVEY A DESIGN INST'ITUTE 11


transmission has been realized in town and residential areas in the countryside throughthe "Village Linkup Project". In order to understand the present status of televisionsignal field intensity in the area along the line, 11 representative residential areas wereselected to measure TV signal field intensity based on the principle of "taking points asprimary factor and combining points and lines". Details are listed in Table 3.7-1.

Table 3.7-1 General Situation of TV Reception in Sensitive Spots

No. Name .SensitiveSpot MilPercentage Closest Distance Away fromwith Cable TV the Outside Track (m)

1 Zhujiata of Linpu Village K40 + 000 85 % 15

2 Pujiang Xiali Village K 104+000 70% 15

Yiwu Xiuhu Residential K131-650 80% 20Area

4 Longyou Shitagang K230+350 90 % 20Residential Area

Shanchuan Residential Area K301+600 80 30in Jiangshan City

Shangrao Minzhu Village 10 (away from the enclosed6 (Newly built Shangrao K384+350 80% wall of traction transformer

Traction Substation) substation)

7 Shangrao Wusan Residential K382+500 90% Area K382 +_500_90___15

8 Yiyang Wangjiashan Village K443+300 90% 309 Xinyu Shuixi Tonglin K730+000 90% 20

__ _ V illage _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

10 Luxi Town North Lingyun K839+450 95 % 30Road

Residential Area ofQingshan Coal Mine K866.350_ _ ___25

Note: In the above table, temporary residents that have not hooked to Cable TV shall beconsidered. Percentage of long-term residents with Cable TV 50m away from the linereaches 90% or more.

2) Monitoring on present status

(1) Monitoring on present status of TV reception

a) Monitoring contents: TV signal field intensity and field intensity of backgroundradio noise.

b) Monitoring time: Monitoring time is selected at noon (12:00-15:00) and in theevening (17:00-2 1:00), when there are numerous TV programs.

c) Monitoring frequency: TV signal field intensity measures the image carrierfrequencies of all TV channels. One frequency point near signal frequency range ofeach TV channel is selected to measure of field intensity of background radionoise.

f+in ;A -_ gjj _lz ia ~t T 11THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 119


d) Monitoring instrument and method

Monitoring instrument: HP8591E frequency spectrometer and assorted antennas.

Monitoring method: With horizontal polarization, point antenna at 2m-height to the

direction with maximum reception of signal field intensity. Bandwidth resolution of the

frequency spectrometer is set as 120KHz. Measure frequency spectrum on all TV

channel frequency bands, record value of image carrier frequency and noise rating of

background radio, and save measured frequency spectrum in the EMS memory of

HP8591E frequency spectrometer.

e) Monitoring results

Table 3.7-2 Present Status of Value of TV Signal,Radio Noise Field Intensity and Signal-to-noise Ratio

Storage No. Carrier Signal Field Background

No. Measuring Channel of frequency Frequency Intensity (dB Field Intensity Signal-to-noisPoint spectrum (MHz) 11 v/m) (dB il v/n) ratio (dB)

2 21 57.75 46 18 28

4 22 77.25 60 10 501

Zhujiata 6 23 168.25 56 14 42 1

I Village of 11 24 208.25 50 11 391

Linpu 22 25 543.25 64 18 461

28 26 631.25 48 17 31

43 27 751.25 66 19 47

2 28 57.75 49 9 401

6 29 168.25 47 11 351

2 iali Villag 10 30 200.25 47 12 361of Pujiang

14 31 479.25 44 16 28

38 32 711.25 42 16 26

2 33 57.75 47 14 33

4 34 77.75 60 * 22 381Yiwu Xiuhu 7 35 176.25 93 * 28 651

3 ResidentialArea 13 36 471.25 66 32 34

21 37 535.25 93 * 44 491

36 38 695.25 93 * 44 49v

Longyou 2 39 57.25 60 * 10 50 v

4 Shitagang 8 40 184.25 59 * 15 401

Residential 10 41 200.25 47 13 34

Area 38 42 711.25 78* 14 54v

4 43 77.25 69 * 13 561

Shanchuan 12 44 216.25 87 * 35 521

5 Residential 8 45 184.25 47 15 32Area in

Jiangshan City 22 46 543.25 39 16 27

__________ 31 47 655.25 50 16 34

6s) 7: H- F =oit1THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 12


Measuring Storage No. Carrier Signal Field Background Signal-to-noiseNo. Point Channel of frequency Frequency Intensity (dB Field Intensity ratio (dB)

_ __________ spectrum (MHz) 1i v/m) (dB i v/rm) ratio(dB)Shangrao

6 Wesnt 7 51 176.25 64* 14 511

AreaYiyang 3 52 65.65 50 6 46v

7 WangjiashanVillage 12 -1 216.25 68 * 19 49

2 -2 57.75 59 * 10 4918 Shuixi Tonglin 9 -3 192.25 52 16 36 v

12 -4 216.25 60* 17 4312 -5 57.75 53 9 44v

Lingyun North 3 -6 65.65 48 7 41 v

Town 4 -7 77.25 52 7 4515 -8 85.25 53 9 441

Residential 3 1 65.65 30 6 2410 Area of the 2 77.25 26 6-16 20-10Qingshan Coal

Mine 5 3 85.65 27 6-17 20-10

Note: " V"shows that signal-to-noise ratio is more than 35dB. " * "shows that signalfield intensity reaches the available nominal field intensity specified by Ministry ofBroadcast and Film.

2) Analogue monitoring of traction substations

(1) Main equipment and analogue specification of traction substation

The monitoring traction transformer station is an AT Traction Substation, which hastwo 110Kv transformers, four two-way ascending-descending AT transformers andsix circuit beakers. These analogue-monitoring results can also explain the situationof the direct-supply traction substations because direct-supply traction substationsmerely do not have AT transformers but all the other conditions are the same. Effecton electromagnetic environment of other equipment will not exceed that of tractionsubstations as the switching substations and sectionalizing posts do not havestep-down transformers.

(2) Monitoring contents and used instrument:

a) Monitoring on the field intensity of electromagnetic radiation

Instrument used for measuring electric-field intensity: HP859 1 frequencyspectrometer (9KHz-1000 MHz), and ESH2 interference measuring apparatus (9KHz-30 MHz).

b) Monitoring on power density of electromagnetic radiation

6 I W = & - t it R 2® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 12


Instrument used for measuring power density: EMR300 radiometer (0.1-3000

MHz)

c) Monitoring on power frequency magnetic field

Instrument used for measuring power frequency magnetic induction intensity:

KeyteK Gauss meter.

(3) Measuring location and monitoring method:

a) Monitoring on field intensity of electromagnetic radiation

Please refer to Table 3.7-1 for the measurement locations. The distance between the

antenna and projection of the HV feeder line of the 1 1OKv transformer is 25m. The

antenna is set at the height of 2m with horizontal polarization. The Maximum

reception direction is that of feeder line.

F_AT< Wall 11} A

AE Measuring

Diagram 3.7-1 Site Plan for Electromagnetic Radiation Monitoring Points

CO Used frequency spectrometer for monitoring

Bandwidth resolution of the frequency spectrometer is 120KHz. The monitoring

frequency bands were: 0.15-30MHz, 30-300MHz and 200-1000 MHz, and measured

frequency spectrum was saved in EMS memory of frequency spectrometer of the

HP8591E.

(®) Used ESH2 interference measuring apparatus for monitoring

Detection on quasi-peak value was adopted and the monitoring frequency was 0.5MHz

("Monitoring Methods for Interference of High voltage Overhead Transmission Lines

and Radio of Substation" (GB7349-87) prescribes 0.5MHz as the reference survey

frequency). Firm maximum values were recorded.


Two points are set up on the edge of the enclosing wall of the substations (they are 5m

away from 11OKv transformers and AT transformer). Point 3 is set at the location 0.5m

away from monitoring equipment in the machine room. Distance between ground

D KMA m --- a q it 1t %1~2THE SECOND RAILWAYS SURVEY A DESI.N INSTIT'UTE 12


surface and instrument probe is 1.5m. Instant mode and average mode are adopted forinstrument (6 minutes average).

c) Monitoring on the industrial frequency of the magnetic field

(X) Near I OKv transformers

Five measuring points are set up separately at Om, 5 m, 10 m, 15 m and 20 m awayfrom projection of the primary HV feeder line of the 11OKv transformer within theenclosing wall of substation (distance between feeder line and ground surface is aboutl Om). Measuring height at all measuring points is 2m except the measuring point at Om,which is measured at 0.3m, I m and 2m. Maximum value is recorded.

© Near AT transformers

Two measuring points are set up at Im and 5m away from the AT transformers withinthe enclosing wall of substation (distance between instrument probe and ground surfaceis about 1.5m). Maximum value is recorded.

Q) Near feeder line breakers

One measuring point is set at Im away from feeder line breaker (distance betweeninstrument probe and ground surface is about 1.5m). Maximum value is recorded.

(4) Monitoring result and analysis:

a) Monitoring on field intensity of electromagnetic radiation

(O Frequency spectrum of electromagnetic radiation in traction substation

For monitoring result of frequency spectrometer, please refer to Diagram 4.5-1,Diagram 3.2-2, Diagram 3.7-3 and Diagram 3.7-5.

FF 1 g3 5FETS2F.J1v1 Cc ) - =- 1

~~~~~~~~~~~~o w X n f_.3 tI -1 H3klRI-H

Diagram3.7-2 Frequency Spectrum of 30-300MHz

THE SECOND RAILWAYS SU Y X DIGq i S 1 2RITHE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 123


E=F 1 = 5FC _T12F- C c4 o- 1 I

Diagram3.7-3 Frequency Spectrum of 200-100OMHz

F~EF 7~ E! F'EC(TF!LJr- C ) No-1o

FRF_ 1~ 715 F=H FL3 rF JrI JI z E3I H

Diagram 3.7-4 Frequency Spectrum of 0.15-30MHz

F!EF 7F Q F' F -C T F LJ1 C c l ) k8

_ 1 5 r-it--i 3 MHz-I

Diagram3.7-5 Frequency Spectrum of 0.15-3MHz

From Diagram 3.7-2 and Diagram 3.7-3, it can be found that there are no

electromagnetism interference frequency spectrum quantities in the traction substation

with frequency bands over 30MHz because the electromagnetism interference

frequency spectrum in traction substations is continuous and not an independent

spectral line. The spectral lines in Diagram 3.7-2 and Diagram 3.7-3 are the signal

frequency spectrums of FM broadcasting, telecasting and communication; this has been

proved by voice-frequency monitoring after demodulation during the actual

ts fi f -_ Vi 4 a it 14® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 12


measurements. There is almost no separate quantity of electromagnetism interferencefrequency spectrum in traction substations of actual measured frequency band over30Mhz, which is in consistent with the instruction of the relevant literature at home andabroad. Diagram 3.7-4 is the frequency band below 30 MHz. From this diagram, it canbe found that, over 1.5MHz, there are no quantities of the electromagnetisminterference frequency spectrum of traction substation except for signal frequencyspectrums of short-wave broadcasting and communication. When it is lower than1.5MHz, there is a frequency band, which is the electromagnetic interference frequencyspectrum of the traction substations. Diagram 3.7-5 is a partial broadening of thefrequency band. Continuous noise is found in voice monitoring after demodulation ofthis frequency band.

(X) Interference level value of reference frequency

Measured value is 47dB ii v/m at 0.5MHz reference frequency with the adoption ofESH2 interference measuring apparatus, which meets the 46dB 1t v/m regulation in"Limits for Radio Interference Effects of High voltage Overhead Power TransmissionLines" (GB15707-1995).


EMR300 radiometer produced by Wandel & Goltermann Company in Germany andNo.8 probe were adopted. The monitoring frequency range shall be IOOKHz-3GHz andan instrument range 0.0027-1700W/M2. It meets the requirement in the "Guideline onManagement of Radioactive Environment Protection Electromagnetic RadiationMonitoring Instrument and Methods" (HJ/T10.2-96). Electromagnetic radiation cannotbe found in the monitoring results from all the monitoring points. It means thatelectromagnetic radiation of traction substation is too weak to be measured by theinstrument. The effect on human health meets the regulations in the "Regulations forElectromagnetic Radiation Protection"(GB 8702-88).

c) Magnetic field monitoring

For monitoring result, please refer to Table 3.7-3.

Table 3.7-4 monitoring results of Magnetic Fields

Near 11OKv Transformer Near AT Transformer Near Feeder Circuit BreakerLocation of Monitored Location of Monitored Location Monitored

the Values the Values the ValuesMonitoring (mG) Monitoring (mG) Monitoring (mG)

Point Point (m)Point

20m/2m 0.4 Sm/1 .5m 0.7 lm/1.5m 51

15m/2m 0.5 Im/1.5m 6.0

1Om/2m 1.7

5ml2m 4.4 .___________.__________ ______

aD~~~ K i :g t 1t 15® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 12


Near 11OKv Transformer Near AT Transformer Near Feeder Circuit Breaker

Location of Monitored Location of Monitored Location of Monitored

the Values the Values the ValuesMonitoring nG) Monitoring nG) Monitoring (G

Point ( Point (mG) Point (Vle

Om/2m 11.2Om/Im 7.1Om/0.3m 5.0_ _

Note: the numbers at the left of "!" are horizontal distances, while those at the right of "/" are height

to ground surface.

d) Analysis on the monitoring results

0 There are no quantities of electromagnetism interference frequency spectrum in

traction substation in frequency band over 30MHz. Electromagnetic radiation

energy of the traction substation is distributed in frequency bands lower

than 1.5MHz.

( Frequency bands of broadcast television are higher than 45MHz so that residents

near traction substation will not be affected by electromagnetic interference of

traction substation while watching TV.

( Electromagnetic radiation power density of the frequency bands of the traction

substations in the 1OOKHz-3GHz frequency band is weak. According to the

"Regulations for Electromagnetic Radiation Protection" (GB8702-88),

electromagnetic radiation produced by frequency bands shall not be harmful to the

health of residents nearby.

(A) Magnetic field intensity of the power frequency is less than 5mG when the

distance to main equipment of traction substation (1OKv transformer and AT

transformer) is less than 5m. This value is less than the requirement of induction

limits, 22 il T (220mG) at 50HZ, in the solicitation for suggestions of national

standards draft. Therefore, the power frequency of the magnetic field of the

traction substations will not be harmful to residents nearby.

( Voltage supplied by traction substations to the electrified railway is 27.5Kv and

the height of the voltage lead-out rack is the same as that of overhead contact

system (OCS). From calculation and actual measurement, it can be found that

power frequency intensity is about 1.3Kv/m for overhead contact system (OCS) at

human height, which is lower than the requirement of 4Kv/m for limited values on

lead-outs in solicitation for suggestions of international standards draft. The high

voltage electric network lead-in work of the traction substations belongs to the

electric departments and the environmental problems produced by the works shall

be solved within the range of the work.

3) Assessment on electromagnetic environment

Frequency modulation is adopted in TV sound and is not easy to be affected. The

ICA D iW SUR V a D iNSi 126TIIE SFCOND RAII.WAYS SURVEY & DESMGN INSTITU1'E12


effects on image signals with amplitude modulation system were mainly taken intoconsideration. The five-level damage system recommended by the ConsultativeCommittee on International Radio (CCIR) was adopted to judge the degree of effects onTV images: 5 points mean the effects are unperceivable; 4 point means perceivable butnot irritating; 3 points mean a little irritating; 2 points mean irritating; and 1 point meanreally irritating. 3 points or over are normal viewing conditions. Based on the results ofthe research on the effects on TV by electrified railways, it can be found that when thevalue of the signal-to-noise ratio (SNR) (D/U) exceeds 35dB, the TV screen can reach3points or more, i.e., degree for normal viewing.

According to the regulation in clause 14.3.3 of "Coverage Net Manual" issued byMinistry of Broadcast and Film, the standard field intensity for V frequency band inservice zones is 57dB and U frequency band is 67dB. During the evaluation on thequality of TV reception, the most important thing is to judge whether the TV signalmeets the standard value for field intensity in the service zones regulated by Ministry ofBroadcast and Film.

The results obtained from the monitoring data are in the following table:

Table 3.7-4 Monitoring Result of Current Status of Receiving Situation inSensitive Residential Areas of TV Reception

S Signal Field Signal Field Signal FieldIntensity and Intensity shall SinlFed Intensity andMonito .Intensity shall not

ring signal-to-noise reach requirement reach requirement signal-to-noiseMeasuring Point channel ratio (SNR) Signal-to-noise signal-to-noise ratio (SNR)

number shall reach ratio (SNR) shall ratio (SNR) reach shall notrequirement not reach reach. ~~requirement

requirement requirement

I ~~~0 4 2Pujiang Xiali 5 0 3 2

Village ____

Yiwu XiuhuResidential Area 6 2

LongyouShitagang 4 3 0 0 I

Residential AreaShanchuan

Residential Area 5 2 0 0 3in Jiangshan CityShangrao Wusan I I O O OResidential AreaShangrao Minzhu 3 2 0 0 1

VillageYiyang

Wangjiashan 2 1 0 1 0Village

Shuixi Tonglin 3 2 0 1 0Village I_I_I

Luxi Town North 4 0 0 4 0Lingyun Road .

® iE S RLA SE D iNtI 12THE SECOND RAILWAYS SURVEY h DESIGN INSTITUrTE12


Signal Field Signal Field Signal Field Signal Field

Intensity and Intensity shall Intensity shall not ensity andring signal-to-noise reach requirement r signal-to-noise

Measuring Point rig ratio (SNR) Signal-to-noise sigal-to-noisemn shallo SNotchaner l shall reach ratio (SNR) shall ratio (SNR) reach sa not

number requirement not reach rqient reach

___________ rquremntrequirement requirement

Residential Areaof the Qingshan 3 0 0 0 3

Coal Mine

Total 43 16 0 13 14

It can be seen from the above table 3.7-4:

(1) Among the monitored 43 channels, 16 ones reaches the value of nominal usable

field strength of service area, stipulated by Ministry of Broadcast and Film and also

meet the requirement of more than 35dB for signal-to-noise ratio.

(2) There is no such channel for which the television field intensity meets requirement

but signal-to-noise ratio (SNR) is less than 35dB.

(3) There are 13 such channels for which the television field intensity does not meet

requirement but signal-to-noise ratio (SNR) is more than 35dB.

(4) There are 13 channels for which neither television field intensity nor signal-to-noise

ratio (SNR) meets requirement.

4) Summary

It has been monitored of 16 channels in 43 channels of 11 electromagnet sensitive

receptors and the monitoring results meet the value of nominal usable field intensity in

service zone, which is stipulated by Ministry of Broadcast and Film, and at the same

time, satisfy the requirement that signal-to-noise ratio shall be more than 35dB.

In accordance with the investigation, and through "Village Linkup Project Produced by

Ministry of Broadcast and Film of China, effective closed-circuit of telecommunication

signal or optical fiber transmission have basically realized in cities and towns and

village residential areas within the 40m range of this project.

3.8 Underground water resources

Main types of underground water along the line are as below:

I) Flood plain and terrace in class one, such as the bank terraces of Puyangjiang

River, Dongyangjiang River, Qujiang River, Xinjiang River, Ganjiang River,

Yuanshui River, Lushui River, etc, are generally 2 to 7m higher than the riverbed.

Surface is generally an alluvial deposit of 2 to lOm in thickness, which is fine

water-bearing layer with components of sand clay, sandy soil and cobble.

Vi Q i _8 A ? ir if 1® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUll: 12


Underground water is supplied by air precipitation and surface water. Flat landcontour is convenient for supply and storage of underground water. Furthermore,the distribution range of the water-bearing layer is extensive so the value ofinterstitial water is rich.

2) High terrace areas are mainly in class two and class three, which are distributedalong the two sides of the rivers. Terraces are 10 to 25m higher than the riverbed,which is mainly base terrace. Upper part of the formations is light brown andreddish brown sand clay and the lower part grit soil. Bedrocks are mainlyCretaceous system silt formation. Geological conditions are not convenient forstorage and supply of underground water. The quantity of water is limited andwater levels fluctuate largely in different seasons.

3) Valleys in hills are mainly distributed in the zone of the water shed and in areasfar away from the rivers, which is common between Luxi and Zhuzhou. Valleysmainly have directivity with several kilometers in length and ten meters tohundreds of meters in width. Surface capping is mainly alluvial deposit anddiluvium. Rock characteristics are sand clay, small to medium sized sand withgravel. The subterrain is granite, cleaving stone and limestone. There is a certainamount of interstitial water in this area, but there is not enough or a steady supplysource because of the weak connectedness and permeability of the water-bearinglayer of interstitial water. However, there is a rich amount of crevice water andkarst water of bedrock in the fault zones and karst developing belts.

4) There is few hill slope area along the line. The section that belongs to suchcontour along the line is scarce. The ground water is mainly crevice water ofbedrock that is not quite abundant.

3.9 Engineering geology

There are many types of stratum layers along the line. The oldest stratum layer is theProterozoic Banxi Group (Ptbn). Except for the stratum layer of Siluric System, otherstratum layers are exposed, with the Quaternary System as the primary layer. Thecoverage percentage of Quaternary along the line is over 70%.

According to the "China Earthquake Parameter Plot Plan" (GB 18306-2001), the peakvalue of acceleration in earthquake motion in Hangzhou to Zhuji section and theJinxian to Xiangtang to Nanchang section is 0.05g, while that in other areas is lowerthan 0.05g. The characteristics cycle of ground shock response spectrum for the entireline is 0.35s.

3.10 Unfavorable geology

Unfavorable geology of the line includes bedding, karst collapse, riverbank erosion,falling stones of crag, artificial caves and holes, etc. Special rock soil includes soft soiland expansive soil.

a6) 5i fl g -- Mb IV129THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


3.11 Soil and water loss

1) Soil and water loss area along the Railway

The section of the Railway in Zhejiang Province chiefly traverses the south of the

Northern Zhejiang Plain and the hilly region of the Central Zhejiang Basin, which

belong to Qiantang River water system within the scope of the Mid-and-Lower

Changjiang River Plain and the Southern Changjiang Mountainous and Hilly Region,

where develops red soil, yellow soil and paddy soil. The Railway passes Jiangxi

Province in the medium and low hills of eastern Jiangxi, Gan-fu Plain in middle Jiangxi

and the hilly region in the west of the Province which belong to the Dongting Lake

water system and the Boyang Lake water system. Zhuzhou City in Hunan Province is in

the scope of the mountainous, hilly red soil and yellow soil region of east Hunan.

According to the standard for classification of soil erosion areas in the entire country,

the region of the works is in the I 4 Southern Red Soil Hilly Region within the

typological area characteristically of water erosion with the main erosion types of

surface erosion, rill erosion and gully erosion. The area of soil and water loss is detailed

in Table 3.1 1 -1.

A IWAS S = m TTE 1THE SECOND RAILWAYS SURVEY & DESIGN INSlITLITE 1 30


Table 3.11-1 Statistics of Area of Soil Erosion along Zhejiang to Jiangxi Railway

eHanZhuji Jinhu Quzho Shan Yingt Nanch Yichu Pingxi ZhuzItem gzho a u grao an ang n ang hou

Area of erosion 986.5 414.49 236.8 1712.49 77.8 906.3 14563 317.5 3132.3 587.7 1223.7

Coverage of land 637 17.93 20.1 1937 22.97 25.5 19.68 10.04 16.78 1536 15.9area (% )__ _ _ _ _ __ _ _ _ _ _ _ _ _

2) Intensity of soil and water loss along the Railway

Areas along the Railway all belong to mountainous, hilly and basin areas where soiland water loss is distributed over. Taking the different parent rocks as the basis forclassification of distribution of soil and water loss, the distribution of granite, redsandrock, violet shale, the Quartenary red soil and the metamorphic rock areas areamong the most serious, and the granite area has the vastest distribution and the highestintensity of erosion which chiefly distributed over the hilly and basin regions of middleZhejiang in Jinhua City, Quzhou City of Zhejiang Province, Yushan, Qianshan,Shangrao and Hengfeng of Shangrao City in Jiangxi Province and, the hilly region inZhuzhou City of Hunan Province. The red sandrock erosion areas are mainly scatteredover Guangfeng and Yiyang of Shangrao, Yujiang, Guixi and other counties of Yingtanand Jin-Qu Basin in the middle of Zhejiang. The Quartenary red soil erosion areas aremainly concentrated in Nanchang and Xinyu. For the soil types in erosion, the red soiland the violet soil are in the highest intensity while the paddy soil is slight.


a) Current situation of soil and water loss in areas along the Railway

As per remote satellite sensing for water and soil loss, water and soil loss is not seriousalong the Line. Area of soil erosion is 15 to 20%, which occupies 58 to 80% of the lossarea. From the type of land utilization, it can be seen that the majority of water and soilloss is from woodland erosion and hillside land erosion, which occupies 70% and 30%respectively. Hillsides with 3 to 50 slopes are the majority. Areas with high degrees ofloss are mainly distributed on hillsides with slopes over 250

O D THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 131® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 1


Table 3.11-2 Statistics Table for the Area ofSoil Erosion for Different Intensities

Unit: Km2

Very-slight Classification of Erosion Intensity

Administrat Total erosion Area ofive Area of (Micro-Erosi Soil Moderat l

Jurisdiction Land on- Erosion- Light e Heavy Intense Extreme

Area 16840.7 14295.17 2545.53 1478.64 856.31 130.95 68.66 10.97

Hangz .

hou% 100 84.88 15.12 8.78 5.08 0.78 0.41 0.07

Area 2311.30 1896.81 414.49 332.12 73.18 7.65 1.54 0.00

Zhuji

% 100 82.07 17.93 14.37 3.17 0.33 0.07 0.00

Area 10926.20 8907.95 2018.25 1353.53 559.04 73.07 28.17 3.44

Jinhua

% 100 81.53 18.47 12.39 5.12 0.67 0.27 0.03

Area 8841.10 7128.61 1712.49 1218.01 406.40 57.74 26.16 4.18

Quzho

% 100 80.63 19.37 13.78 4.60 0.65 0.30 0.05

b) Present status of water and soil loss on both sides of the Line

The Line in Zhejiang Province passes south of the Northern Zhejiang Plain and the hilly

region of the Central Zhejiang Basin, in which the section from Hangzhou to Jinhua

passes the leveled monadnock and low-massif piedmont, mainly located in river

alluvial terraces and flood plains; the section from Jinhua to Xintangbian passes

capacious terraces on the southern bank of the Qujiang River with confluents passing

the line vertically in north-south direction. As per remote satellite sensing for water and

soil loss, the present intensity of water and soil loss on both sides of the Zhejiang to

Jiangxi Railway is below light level with small areas in heavy level. Water and soil

conservation is in good condition.

THE SECOND RAILWAYS SURVEY & DESIGN INSTITIJTE 132



a) Present status of water and soil loss in project areas

Jiangxi Province is one of the provinces that are in a serious state of water and soil lossin south of China. The areas along Zhejiang to Jiangxi Railway are also in serious statusof water and soil loss.

As per remote satellite sensing for water and soil loss, area of soil erosion along the linein Jiangxi Province occupies 10 to 25.5% of total land area. The intensity of soilerosion is generally at light, moderate and heavy levels; and those of intense andsextreme levels also exist.

Table 3.11-3 Statistics Table for the Area of Soil Erosion for Different Intensities

Unit:Km2

Very-slight lAdminist erosion Classification of Erosion Intensity

rative Total Area Area of soilJurisdicti of Land (Micro-Erosi erosion l

on on) Light e Heavy Intense e_~~~~~~~~~~~~ e

Area 22790.98 17921.98 4869.00 1461.40 1520.20 1560.13 221.60 105.67

C % 100.00 78.64 21.36 6.41 6.67 6.85 0.97 0.46

Area 3554.25 2647.98 7401.86 179.87 278.93 341.00 101.67 4.80

% 100.00 74.50 25.50 5.06 7.85 9.59 2.86 0.14

Area 7401.86 5945.53 1456.33 407.27 549.67 465.07 30.47 3.87

'c

Z % 100.00 80.32 19.68 5.50 7.43 6.28 0.41 0.05

Area 18667.17 15534.90 3132.27 1262.87 1051.07 604.47 99.87 114.00

% 100.00 83.22 16.78 6.77 5.63 3.24 0.53 0.61

W THE SECON RI- SUE it 1x 133® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 1


Area 3163.67 2846.14 317.53 154.53 87.60 49.20 17.47 8.73

% 100.00 89.96 10.04 4.88 2.77 1.56 0.55 0.28

Area 3826.99 3239.32 587.67 361.67 152.93 26.53 4.53 42.00

. % 100.00 84.64 15.36 9.45 4.00 0.69 0.12 1.10

b) Present status of water and soil loss on both sides of the Line

After crossing eroded hills at the border of Zhejiang Province and Jiangxi Province at

Xintangbian, the railway enters the areas of the Xinjiang River, Fuhe River, Ganjiang

River and the Yuanshui River water basins in Jiangxi Province where the land surface is

slightly undulate. After crossing the Xinjiang River at Yushan Station, the Line runs

along terraces on the north bank and the hillside, and arrives at Luoqiao Town of

Shangrao. The terraces are narrow and part of the Line runs close to the bank of the

river. Beyond Luoqiao, the Xinjiang River turns actually southward and the Line

gradually leaves far away from the River, passing through eroded hills, and entering

undulate areas with high relief. After passing Hengfeng, the Line enters terraces and

hillside on the north bank of Xinjiang River again. The section where the Line passes

belongs to Eastern Jiangxi mountainous area with medium and low mountain land

surface. The present intensity of water and soil loss is at moderate to heavy level.

Passing Yingtan, the Line runs west till Linjiang Town, parallel to the Ganjiang River,

and crosses the Ganjiang River at Zhangshu. The Line is located in the first level

terraces of the Ganjiang River with flat landforms, which is the famous Ganfu Plain.

The present status of water and soil loss is in slight to light erosion intensity.

From Linjiang Town to Fenyi, the Line passes through high terraces or hills at the north

bank of Yuanshui River, a branch of the Ganjiang River. After crossing the Yuanshui

River twice at Fenyi Station, the Line runs to Luxi directly along the hills and valleys

on the south bank, then goes westward to cross the dividing ridges near Shatang and,

arrives at Pingxiang at the upper reach of the Lushui River, a branch of the Xiangjiang

River Water System. The area between Pingxiang and Laoguan where the Line passes is

in hills and valleys, which is undulate with the relief in the east higher than that of the

west. Water and soil loss in the area along with the Line is in light to moderate erosion

intensity.

(3) Zhuzhou City in Hunan Province

a) Present status of soil and water loss in Zhuzhou City

THiE SECOND RAIIWAYS SURVEY & DESIGN INSTIlUTE 134


Landforms in Zhuzhou City consists of hills and lower and medium mountains. Themountains consist of metamorphic rock, slate, phyllades and granites with largedifferences in elevation. Besides sand-shales and limestones, other parts of the hills aremainly sedimentary rocks. The soil of Zhuzhou County in Zhuzhou City and the fourdistricts in outskirts of the city belong to the area of red soil and red soil with parentsubstances in heavy erosion in the Central Hunan Hills. The main types of soil erosionare surface erosion and gully erosion of red soil and violet earth. Slope collapse erosionand loss of spoils, rocks and discarded ballast in the developing zones and mining areas

2are also serious. Mode number of soil erosion is about 4200t/km * a, and it can be over10000 t/km2 * a in areas with serious slope collapse erosion and gully erosion.

Liling, which belongs to Zhuzhou City, is in the Eastern Hunan Mountain areas, red soiland reddish yellow soil in moderate erosion. The yearly average soil erosion is 3280 tonper square kilometer. Water and soil loss always occurs in hilly and mountainouscountry with little vegetation and altitudes lower than 500m.

Table 3.11-4 Statistics Table for the Area of Soil Erosion forDifferent Intensities in Zhuzhou City

Unit: Km2

Very-slight Classification of Erosion IntensityAdministrati Total ygAdministrat Ttal o erosion Area of Soilye Area of (Micro-Ero Erosion

Jurisdiction Land sion) Light Moderat Heavy Intense Extreme

Hunan Area 11262.2 9471.5 1790.7 1101.44 466.25 79.96 14.64 128.39Provinc

e

Zhuzho % 100 84.1 15.90 9.78 4.14 0.71 0.13 1.14u City

b) Present status of water and soil loss in area along the line

After passing Laoguan, the line enters Liling City, Zhuzhou County and Zhuzhou Cityin Zhuzhou City of Hunan Province, where the line passes through hills and valleys inundulate landform, across Lushui River twice. Land form that the line passes through inLiling City of Zhuzhou is mainly hills and water and soil loss intensity in areas on bothsides of the line is moderate; land form that the line passes through in Zhuzhou Countyand Zhuzhou City is mainly hills and low-relief terrain, water and soil loss intensity is

®e) i X -TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 135


heavy erosion.

3.12 Present situation of social environment

The Zhejiang to Jiangxi Railway passes through eleven cities (Hangzhou City,

Shaoxing City, Jinhua City, Quzhou City, Shangrao City, Yingtan City, Nanchang City,

Xinyu City, Yichun City, Pingxiang City and Zhuzhou City) in the three provinces of

Zhejiang, Jiangxi and Hunan with the land area of 11.5 X 104Km2 and the total

population of 40.5869 million. The GDP of 2002 in the area reached RMB421.138

billion Yuan and the GDP per capita of RMB 10,376.21 Yuan.

1) Quality of life

There are definite disparities in the standards of living due to the different levels of

development of the cities and counties in the attraction area. Generally, the standard of

living in towns is better than that of the countryside.

Town construction along the Zhejiang to Jiangxi Railway is developing rapidly. Public

facilities in towns are under construction and improving. Conditions in culture,

education, medical treatment and entertainment have been continuously improving.

Income of residents in towns has been increased largely and the level of consumption is

also improving.

2) Present transportation conditions

Transportation in the attraction area is well developed, a transportation system

integrated with railway, highway, water carriage and aerial transportation has been

formed.

In the attraction area, there are National Highway No.320 that is parallel to the Zhejiang

to Jiangxi Railway, No.104, No.105, No.205, No.316 and No. 319 that are vertical to

No.320 at Hangzhou, Nanchang, Quzhou and Pingxiang respectively. These highways

form the main backbone of the highway network in the attraction area.

Shanghai-Hangzhou, Hangzhou-Ningbo, Nanchang- Jiujiang and the Nanchang-

Zhangshu Highway have been completed and put into operation. National Highway

No.320 will be renovated into an expressway or a high-grade highway. The

Hangzhou-Jinhua-Quzhou Expressway is under construction.

In the attraction area, there are many civil aviation airports, including the Xiangtang

Airport, Nanchang Chang North Airport, Quzhou Airport, Yiwu Airport, HangzhouJianqiao Airport, etc. Hangzhou Jianqiao Airport is opened for direct domestic air

traffic to 28 cities as well Hong Kong and Singapore. Hangzhou Xiaoshan Airport (in

6) in W = A fZ i- 1E [136W THE SECOND RAIIWAYS SURVEY & DESIGN INSTITUIE


planning) will be established as an international periodical scheduled flight airport anddomestic trunk line airport with four E level standard.

Water carriage systems in the attraction area include the Beijing-Hangzhou Canal,Qiantang River, Fuchun River, Boyang Lake, Xiangjiang River, etc. The majority ofthem are in flow in a south-north direction and thousand ton cargo ships can navigate inthe systems.

The Zhejiang to Jiangxi Line runs east to west, connected with the Shanghai toHangzhou Line, Xuan-Hang Line and Xiao-Yong Line in the east and joined to theHunan to Guizhou Line in the west. The Beijing to Guangzhou Line crosses theZhejiang to Jiangxi Line in Zhuzhou, the Beijing to Kowloon Line connects with theZhejiang to Jiangxi Line after passing Nanchang and Xiangtang and, theYingtan-Xiamen Line, Heng-Nan line, Anhui to Jiangxi Line and Jin-Wen Lineconnects with the Zhejiang to Jiangxi Line in a south-north direction, which forms anall-direction railway network. As the Line is located in the most active economic zoneof China, the existing ability of all lines has been near saturation. Basically,transportation is becoming more and strained.

3) Industry, agriculture and mining

Industrial development along the Zhejiang to Jiangxi Line is balance. Industry inZhejiang Province is better developed with textile and silk, light industry and food,machinery and electronics and the chemical industry as the pillar industries; electroniccommunication, medicine and biological industries and other hi-tech industries aredeveloping rapidly. While industry in Jiangxi Province comparatively lags behind, withcoal, steel, nonferrous metal, electricity, automobile and machinery as the pillarindustries. Heavy industry in Hunan Province is relatively advanced with raw materialand manufacturing, metallurgy, machinery, chemical industry and building materials asthe pillar industries.

The attraction area along this line belongs to humid subtropical monsoon climate withfertile soil and rich water resources. The agriculture, forestry, stock raising and fisheryare vigorously developing. Various kinds of special agricultures and livestock breedingdevelop very fast.

The attraction area is vast in area and rich in natural resources. Main mineral resourcesinclude coal, metal, etc. Coal resources are mainly distributed over Pingxiang, Yichun,and Xinyu of Jiangxi Province. Metal resources are copper, iron, zinc, wolframium,aluminum, etc, including Dexing Copper Mine in Jiangxi Province that has the largeststorage capacity in China. Iron mines are distributed over Pingxiang and Xinyu.

6AD ig M = A V 1t RTIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 137


4) Cultural property relics

According to data available of the on-site investigation and by cultural property

departments, there are the Donghuashan-Shitatou Tombs of the Han Dynasty in

Longyou County of Quzhou City, Zhejiang Province at K228+000-K232+000, a key

cultural property unit under county level protection.

5) Present situation of solid waste treatment along the Line

Solid wastes from cities and towns along the Line are mainly domestic garbage and

construction waste, which are collected and treated in a centralized manner.

Solid waste is mainly from Ballast discharged by fixed boilers, metal cutting and

carbide Ballast produced in mechanical handling processes in stations and locomotive

depots and, domestic waste discharged by employees and their relatives and passenger

garbage produced by passenger trains. The quantity of ballast from boilers is 12436t/a,

which shall be treated by local municipal environmental sanitation departments in a

centralized manner. The amount of solid waste discharged from employees and their

relatives is 23042 t/ a, which shall be stored in fixed points and treated by railway

stations or local environmental sanitation departments centrally.

Passenger waste drop spots prescribed by the Ministry of railways shall be located in

Jinhua Station, Quzhou Station, Shangrao Station, Yingtan Station, Xiangtang Station,

Nanchang Station, Pingxiang Station and Zhuzhou Station. The waste includes meal

boxes, pop cans, plastic bottles, wastepaper, fruit and husk skins, etc. Management on

train waste has been reinforced and the local environmental sanitation departments treat

the waste after collecting the waste into disposable bags. For the amount of passenger

waste in all waste drop spots, please refer to Table 4.14-lv for details.

Table 3.12-lSchedule of Quantities for Passenger Garbage in Garbage Drop Spots

Unit:t/ a

Station Quantity of Passenger RemarksGarbage

Jinhua Station 1900

Quzhou Station 1530

Shangrao Station 1750

THEN iLWS SV - DSI ITT 138THE. SECOND RAILWAYS SURVEY k DESIGN MNTEEUTE13


Yingtan Station 2370

Xiangtang Station 2190

Nanchang Station 4750

Pingxiang Station 1500

Zhuzhou Station 2040

Total 18030

-) 9 IV i- f 1 3 9THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 13

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4. Environment impact assessment and environment protectionmeasures

4.1 Environment impact assessment and environment protectionmeasures

1) Impact on natural reserves, famous scenic sites and other sensitive ecologicalenvironments

Within the area of the Project, there are no natural reserves or famous scenic spotsestablished by the State or local authorities, the shortest straight distance to the naturalreserves and famous scenic spots is over 15km, and there exist long time frequent humandevelopment activities, plus the existing railway has been operated for a long time, thereare no sensitive ecological environments as habitats of wild animals and plants, therefore,the construction of the Project shall cause no impact on the above areas.

2) Impact on land utilization along the Line

According to the supplementary preliminary design documents, the Work shall occupy aland area of 43,309.7 mu. It shows in the survey and reconnaissance along the Line thatpaddy fields and dry land occupied cover approximately 75% of the acquisition area forthe Works, wild land 10%, forests, economic forests and orchards 8.0% and other landutilized 7%. With the execution of the Works, railway station yards, subgrades andproduction units shall replace the original semi-natural ecological system mainly in theform of farmland, which deprives part or all of the original usage function of the land, andbring forth certain influence to the local agriculture and aquiculture. See Table 4.1-1 fordetails of land occupation on the entire Line, in which the newly-added and existing land(acquisitioned for the railway in the past) is permanent land for the Works, whiletemporary land refers to the borrow yards, dumping yards and land for large-scaletemporary works.

Table 4.1-1 Shedule of Quantities for Land Occupation

Unit:(mu)

Administrative NewAdminstratve.Ne Existing Temporary Total IJurisdiction acquisition

%D -it -_ m V i t R 141O D TIlE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


XiashanDistrict, 1759.44 211.99 414.73 2386.16

Hangzhou City

Zhejiang Zhuji City, 1838.52 89.87 1109.38 3037.77

Province Shaoxing

Jinhua City 2585.82 602 638.13 3825.95

Quzhou City 2739.83 863.55 849.15 4452.53

Shangrao City 3236.86 313.48 915.04 4465.38

Yingtan City 1645.5 467 774.4 2886.9

DongxiangCounty, Fuzhou 817.1 90.4 371.15 1278.65

city

JiangxiProvince Nanchang City 5787 1796.25 1210 8793.25

Yichun City 789.67 316 180.82 1286.49

Xinyu City 3528.83 650 420 4598.83

Pingxiang City 1913.33 555.2 415 2883.53

Hunan Zhuzhou City 2435 325.26 654 3414.26

Total 29076.9 6281 7951.8 43309.7

3) Impact of Land Occupation on Agroecological Environment

Basic farmland protective areas has been determined along the line according to the

Protective Provisions for Basic Farmland of the State Council and protective methods for

basic farmland of the provinces and cities. The rate of protection is generally over 85%. In

this Works, 90% of the newly-acquired and temporary occupation of land is taken as the

T THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


basis for quantitative analysis the occupied basic farmland. Please refer to Table 4.1-2,Table 4.1-3 and Table 4.1-4 for details.


Table 4.1-2 Shedule of Quantities of Basic Farmland Occupation

Unit: mu

Zhejiang ProvinceAdministrative

JurisdictionHangzhou City Zhuji City of Shaoxing City

Coverage Coveragerate of basic rate of basic

Qty of basic Qty of basic farmland Qty of basic Qty of basic protectionlType farmland farmland area farmland farmland prea

occupied protection area .r.a occupied protection area

Permanent 1759.44 0.050 1838.52 0.231occupation

3191300 715900

Temporary 414.73 0.012 1109.38 0.139occupation

Zhejiang ProvinceAdministrative

JurisdictionJinhua City Quzhou City


Qty of basic Qty of basic farmland Qty of basic Qty of basic farimlandType farmland farmland protection farmnland farmland protection

occupied protection area a occupied protection area

(%) (%)

® THE EO RA LWAYS SURV &R it NT 143THE SECOND RAILWAYS SURVEY h DESIGN INSTITUTE


Permanent 2585.82 2739.83occupation 0.220 0.202

1057400 1222900

Temporary 638.13 0.054 849.15

occupation005006


Table 4.1-3 Schedule of Quantities of Basic Farmland Occupation

Unit: mu

I ~~~~~~~~~~~Jiangxi Province

AdministrativeJurisdiction

Shangrao City Yingtan City

Coverage rate

Coverage of basic

rate of basic protctio

Q Qtov of basic farmland Qty of basic protection

Typ farmland of iarmland protection Qty of basic farmiland area

ype fmaoccupied protection area farmland occupied protectionarea area

Permanent 3236.86 0.201 1645.5 0.131

occupation

1450300 1132600

Temporary 0.057 774.4 0.062

occupation 915.04

AdministrativeJurisdiction

Dongxiang County, Fuzhou City Yichun City

THEECON RAI S = D i INSi+UT 144® THlE SECOND RAILWAYS SURVEY h DESIGN INSTITUTE



farmland farmlandQt of basic protection ty of basi protection

Qty of basic farmland area Qty of basic farmland areaType farmland . farmland

occupied protecon occupied protectonarea area

(%) (%)


485700 2865800

Temporary 371.15 0.069 180.82 0.006occupation

Administrative Jiangxi ProvinceJurisdiction

Xinyu City Pingxiang City

Coverage rateCoverae Cof basicl ~~~~~~~~Coverage farmland|

rate of basic frln

Qty of basir Qty of basic farmland ty of basic protectionType farmland iarmland protection Qty of basic farmlandYPe mccupied protection area farmland occupied protectionarea area


1099100 506000

Temporary 420 0.034 415 0.074occupation

Administrative Jiangxi ProvinceJurisdiction

) THE iSECNDmF RAILWAYS SURVEY DESIGN INST 4I.5THE SECOND RAILWAYS SURVEY &r DESIGN INSTITUTE


Nanchang City

Coverage rate of basic

Qty of basic farnland farmland protection areaType Qty of basic farmland occupied protection area

protection area(%)

occuation 5787 0.145occupation_

3583100

Temporary 1210 0.030

occupation

(3) Zhuzhou City, Hunan Province

Table 4.1-4 Shedule of Quantities of Basic Farmland OccupationUnit: mu

AdministrativeZhuzhou City, Huan Province

Jurisdiction

Type Qty of basic farmland occupied Qty of basic farmland Coverage rate of basicprotection area farmland protection area (%)

Permanent 2435 123.81 0.177

occupation

Temporary 654 0.048

occupation

Formerly acquired land reaches 6281 mu, which is the land patches within the scope of the

existing acquisition for the railway works, and has been brought under the land for

communication construction by the districts and cities along the Line. In this Project, this

part shall be recycled. Therefore, recycling of existing acquisition shall cause no impact to

basic farmlands.

It is shown in Table 4.1-2, 4.1-3 and 4.1-4 that the entire Line occupies about 19626.9mu

k i At M = ah ?V i@ it rIA 146THE SECOND RAILWAYS SURVEY & DESIGN INSTITIITE


of basic farmlands, in which new acquisition among the permanent occupation for therailway occupies some 19626.9mu of basic farmlands covering 78.5% of the total quantityof basic farmlands occupied; temporary land for borrow yards, dumping yards, large-scaletemporary works, etc. occupies 5367.5mu of basic farmlands covering 21.5%. Impact ofthe temporary occupation land is of short term, the occupied land can be restored foragriculture after completion of the main part of project, recovering to its original functionand relieving the impact gradually. Therefore, the impact of the Project on basic farmlandsalong the line is mainly reflected in the new acquisitions among the permanent occupationland for the railway.

From the distribution of basic farmlands occupied on the entire line, it shows that landoccupation in Pingxiang and Xinyu is in larger quantity and rate with the rate of 0.340%and 0.289% respectively; the following are Zhuji City and Jinhua City with the rate of0.231% and 0.22% respectively; in other areas, 0.025%-0.201%. Generally speaking, theProject occupies a relatively low rate of basic farmland at cities and towns along the line,execution of the Project shall cause little impact to the protection of basic farmland.However, land acquisition of the Project shall actually involve relevant towns, townshipsand villages, which shall cause decrease of cultivated land per capita and affect the localgrain output. The permanently occupied basic farmland reaches about 19626.9mu, basedon the annual grain output of 800Kg per mu, the grain output of the areas along the lineshall decrease 15702t every year.

Land acquisition for the Project shall inevitably cause certain influence to the agriculturalsystem along the Line, but the works is distributed over the areas along the line in narrow,strip shape and in discontinuity with a very narrow scope of transverse influence, therefore,execution of the Project shall not cause destruction and essential change to theagroecological system of the areas along the line.

4) Impact of felling and replanting trees on woodland resources

According to the investigation performed by forestry authorities in the areas along the line,no rare and precious plants or old and precious trees under national protection are foundwithin the scope of railway land at present. Forests along the line are mainly artificialforest and secondary forest. A certain number of trees shall be felled or replanted, but theyare mostly artificial forest in sparse distribution and in a limited number, so occupation ofwoodland in the works shall not impact the woodland resources along the line. In theentire line, 85500m 2 of saplings shall be replanted, 1827580m2 of saplings shall be felled,652322 trees felled, 10477 groups of bamboos felled. See Table 4.1-5 for details of treesand bamboos to be felled or replanted.

Table 4.1-5 Schedule of Quantities of Felling Trees and Bamboos On the Entire Line

Province Prefecture, Replanting Felling Felling Felling Major trees

THE SECONt RAI WAYS SURVEY t DESGNNS E47THE SECOND RAIllWAYS SURVEY h DESIGN INSTITUTE


city saplings saplings trees bamboos

(lOOm2) (lOOm2) (10 (10pcs) group)

Hangzhou / 1660 331 / /City

Zhuji City / 1070 576.8 / Copses, pine, orange

Within Orange, pine, rosebay,

Zhejiang Jinhua City / 596.4 1312.2 /

Province fossil tree, etc.

Quzhou 44 14608 12515.8 207 Pine, China fir, fruit trees,City copses, etc.

Total 44 17934.4 14735.8 207

Shangrao 41755.1 307 Tea trees, China fir, fruit

City trees, camphor wood, etc.

Nanchang 17 / 129.7 100 Phoenix tree, paln. China

City fir, fruit trees, copses, etc.

Yichun / 463.6 / Copses, pine, etc.Jiangxi city

Province

Xinyu City / 340 1408 29 Cypress, copses, pine etc.

Pingxiang / / /city

Total 17 340 43756.4 436

Zhuzhou City, Hunan 24.5 1.4 6740 404.7 Pine, peach tree, oil teaProvince cameliha etc.

THE SECOND AYS SURVY & D N I E 148® THlE SECOND RAILWAYS SURVEY & IDESIGN INSTITUTE


Total of the entire Line 85.5 18275.8 65232.2 1047.7 /

5) Analysis of impact of borrowing and dumping of soils in works on ecologicalenvironment

(1) Earthwork dispatching on the entire Line

Earthwork for the entire line totals 6404.95 X 10 4m3, including 5491.69 X 104m3 forsubgrade works and 913.26 X 104m3 for station yard works, in which excavation is3863.63 X 104m3, packing 2541.33 X 104m3, cut and fill 1422.05 X 104m3, borrow soil1200.01 X 104m 3, purchasing commercial soil 135.71 X 104m3, dumping 2217.61 X 104m3,using slag from tunnels as filling 7.53 X 104m3. See Table 45.1-6 for details of earthworkdispatching on the whole line.

Table 4.1-6 Shedule of Quantities of Earthwork Dispatching in The Entire LineUnit: 104m3

Quantities of earthwork in construction (104m3)

Administrative Earthwo Using Used forJurisdiction rk Purchasing Using slag excavated packingexcavate Borrow commercial Rejected from earthwor of

d for soil erth earthwork tunnels k from stationbackfillin station yad

g yards yad

Hangzhou City 1022166 473721 133033 339762 34000 / /

Zhuji City, 500195 1111105 143708 1298547 41338 / /S. Shaoxing

o Jinhua City 650221 607013 107216 1460346 /0

Quzhou City 747411 673686 123574 2782499 / / /

Total 2919993 2865525 507531 5881154 75338 / /

SC Ri A W - m SV IG R 149THE SIECOND RAILWAYS SURVEY ^: DESIGN INSTITUTE


Shangrao City 1804344 1078769 250530 3266585 = I _

Yingtan City 429664 1014206 125554 1121313 / / /

DongxiangCounty, Fuzhou 317609 247605 49149 1270740 / / /

city

o Nanchang City 187299 1049122 93652 890086 /

0

^ Yichun City 115619 72949 / 383831 / / /

Xinyu City 68922 139863 / 31961 / / /

Pingxiang City 101240 172786 / 147792 / / /

Sub-total 3024697 3775300 518885 7112308 / / /

Zhuzhou City 1187571 204686 2128146 /

Sub-total 1187571 204686 2128146 _ _

The existing railway or newly-built railway sections spreads discontinuously throughout

the Line, and the existing railway runs in dense traffic flow and high speed, therefore, to

avoid interfering operation of the existing line and ensure safety construction, the

construction earthwork shall not be dispatched across the existing line, and earthwork of

station yards, subgrade and tunneling shall be in the way of cut and fill at nearby places,

earthwork dispatching shall be made accordingly. The areas along the line are low and

smooth in landforms, the Line runs on filled embankment, so the amount of fill is larger

than that of excavation. Besides the cut and fill and utilization of slag from tunnels, there

requires a large amount of borrow soils. In addition, the sections where the Line passes are

paddy fields, dry land and some soft ground geological regions that can not be used as

filling for subgrade, therefore, the earthwork rejection is in a large amount.

In execution of rebuilding, expansion and newly-built sections, excavation shall be made

to the original land surface causing damage to the original land relif and landforms,

particularly serious interference arising during the construction period when soil and water

loss may occur on the excavated and exposed slope dome in rainy seasons, in the heavy

and even intense intensity.

65;) ffi it m -= AT it~ il- "150THE SECOND RAIWAYS SURVEY A DCSIGN INSTITUTE


(2) Distribution of borrow yards and dumping yards

According to the requirement on the target value of speed, relocation of the line andrebuilt sections are distributed over the whole line, rebuilding and expansion of stationyards together with those newly-built works are mainly located in Nanchang, Yingtan,Zhuzhou, Hangzhou junctions and the main stations as Zhuji, Quzhou, Yiwu, etc. As awhole, locations of borrow yards and dumping yards (for slag and mud) are scattered onthe line. Typical borrow yards and dumping yards for the subgrade within the main tracksections are shown in Table 4.1-7, and borrow yards and dumping yards for station yardsand tunneling are shown in Table 4.1-8 and Table 4.1-9.

Table 4.1-7 Distribution of Main Borrow Yards andDumping Yards in Subgrade Works

Dumping yard Borrow yard

District Section Mileage of the Line Locati Land Qty occupat Type of landatpon ion

(104 m3) (104 m3)(mu) (mu)

t~~~~~~~~~~ih Wil ladK47+880-K48+050 Right 22.1 5.91 Wild land,

side wood landBailutang-

Meichi

K57+525-+660 Right 25.2 5.76 Paddy filed,side dry land

YK59+930- Right Paddy field,YK60+090 side 28.4 6.48 dry land

Meichi

Zhuj iw ~~~~~~~~~Left Paddy field,K63+535-K64+720 e 18.0 4.893 18.09side dry land

Zhuj'l - ~~~Left VegetableaZhuitou K82+948-K83+094 sie 20.2 7.78 field, paddy

field

Paitou- Right Dry land, wildPujiang K95+300 side 39.4 11.06 land

a 0- M -- A V a tt rA 151TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


_ K95+800 RRight 37.5 6.74 Orchard, wild

K95+800 ~side 3. 674 land

K108+340'- Left 37.8 8.81 Paddy filedK 108+460 side

Pujiang - K126+220- Right 60.0 9.8 Dry land,

Yiwu K126+620 side paddy field

K127+720- Right 40.3 6.58 Dry land,K128+000 side paddy filed

K161+420-+620 Right 37.9 7.85 Paddy field,side dry land

Xiaoshun -

Tangya

K165+600-+800 Left 33 9.8 Orchardside

Gufang- K198+000'+200 Right 52.4 14.22 Wild land,

Jiangtang side . . orchard

Quzho Anren- K251+488-+686 Left 30.1 7.63 Paddy fieldu City Quzhou side

Yushane K347+000 Left 46.1 9.68 Dry landGuangfeng side

aSOhacnigr K369+164-+389 Left 33.7 6.75 Paddy field,ao City side pn

Guangfeng-Lingxi

K369+750'--- Left Paddy field,

5-0 K371+071 side 3. 675pond

Dongxiang

County Siqian- k545+080-+210 Left 22.4 10.54 Paddy field,I Yaqian side wild land

Fuzhoucity

it) W iA _ 152rilE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


k593+100 Right 45.4 8.31 Dry land, wildside landNanch Wenj iazhenng City -Liangjiadu

k596+200 side 44.2 8.09 Padry fied

®*) i; fl w; - A S. iS£ it 1 1.53THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.1-7 (continued)

Dumping yard Botrow yard

AdninistratiLoaiLnLadTpofldye Section Mileage of the Line Locati Lndp Qty oLcupa Tccupieand

Jurisdiction on iocu Qty ocntQ ocpe

(104m3 ) (104 m)

(mu) (mu)

Yichyun Yicnjang- K788+120-+340 Right 49.1 12.63 Dry land

City Yichun side

Xicun - K816+200-+660 Left 27.0 13.11 Paddy field, dryXuanfeng side 270 1.1land

LL uxi- DK840+680-+940 Left 24.7 5.79 Wild land, dryQuanj'iang side land

Quanjiang- K852+870 Right 28.5 7.15 Paddy field, dry

Baiyuan side 2 . land

X. ~Baiyuan'- LetPaddy field, dry

Pingxiang K857+230+390 15.4 5.90 land and wild

Ei Pingxia North sieland

CD ng City

Yaojiazhou'- RghDengruiqiao K873+615-+915 Right 42.7 13.00 Dry land

K882+316-+420 Right 34.8 10.01 Dry landside

Dengruiqiao- K882+327-+557 Right 36.2 10.43 Dry landLaoguan side

K882±734 -+848 Right 45.8 13.16 Dry landside

4 W i;E m = a V iQ Tt 1t 154TTIIE SECOND RAI WAYS SURVEY & DESIGN INSTITUTE


Laoguan K892+370-+640 Right 50.0 12.45 land and paddyLiling side ~~~~~~~~~~~~~~~~~field

Left ~~~~~~~~Paddy field, dryK908+130-+155 Left 35.3 13.17 landside lnLiling'-

Yuankoupu

K908+870-~ Right 469 1.7Paddy field, dryK909+800 side 46.9 17.47 land

Zhuzho< u City Left addy field, dry

K921+190-+400 side 53.1 21.23 land and wildCD side ~~~~~~~~~~~~~~~~~~land

Banshanpu-

YaojiabaK922+880- Left Paddy field,dr

K923+200 side 70.3 28.14 land and wildK923+200 side ~~~~~~~land

Yaojia ba - K933+430+764 Left 45.0 18I Dryland, padWulidun side 450 1 8filed

Table 4.1-8 Distribution of Major Borrow Yards andDumping Yards for Station Yard Works

Dumping yard Borrow yard

Administrative Scope of Station or Location Land Land TylandofJurisdiction junction section occupation Qty occupation occupied

5 (mu) (104m3 ) (mu) (104m3)

Purchase soilZhej iang Hangzhou Traction from 39.92Province Junction substation Bailutang

borrow yard

®i) a j m = m V R it RC 155THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Rebuild andexpand the Transfer andstation yard dump to a far 4.9 1.6(alVast) Dry land

ofYingtan placeEast Station

Jiangxi Yingtan Station Transfer andProvince Junction yard Newly-built dunmp to a 1.3 2.0(sludge) Dry land

works te tractiori near placesubstation,maintenance

gang a for Borrow soil

Guxi from nearby 11.0 3.2

Station slope orStation wild land

Rebuildhuzhou Borrow soil

North from nearby 2.5 0.3

passenger slope orstation wild landJunction

Newly-builtZhuzhou Borrow soil

Hunan Station passenger from nearby 13 2.32

Province Zhuzhou yard station slope or13 22Junction works maintenance wild land

gang fo 1

catenary

Rebuild andexpand th Borrow soilstation yard from nearby 9.3 2.5

of Zhuzhou slope orNorth wild landStation

TIE SECOND RAILWAYS SU & iG it UTE 156TIIE SFCOND RAIWAYS SURVEY A DESIGN INSTITUTE


Table 4.1-9 Table for Distribution of Tunneling Slag Rejection Yard in Tunnel

Slag LandTunnel producti occupatilength Cetron on of

S/ Name of Tunnel Center rej ected RemarksN mileage slag

(in) (X104m3) (mu)

Hangz Xiao-Xiaohou Gaotiancun 310l7 connecting Use the existing

Juncti Tunnel cline single line tunnelon XXK0+700.35

2 Dayuanli Tunnel 187 K42+031.5 32 9 Newly-built double

3 Lujia No. I Tunnel 87 K48+338.5 1.9

+ ~~~~~~~~~~~~~~~~~~~~~Totally dump to the|

4 Lujia No. 2 Tunnel 184 K48+744 3.4 25 slag rejectionyard of LujiaNo.2 Tunnel

5 Dayu Tunnel 180 K49+495 3.7

6 Zhuji No. I Tunnel 144 K81+249 2.7 0 Used for packing ofsubgrade

7 ~~~~~~~~~~~~~~~~~~~Newly-built doubleZhuji No.2 Tunnel 227 K81+927.5 4.0 6 line

8 Pujiang No. 1 432 K107+539 6.3Tunnel

Totally dump toPujiang No. 2 38 the slag rejection

9 Tunnel 1097 K108+439.5 10.7 yard of PujiangNo.2 Tunnel

10 Dachen Tunnel 509 K109+369.5 8.2

-R , 157THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Slag Land

Tunnel producti occUpatilength on ~~~on of

S/ Name of Tunnel length Center rejected Remarks

N mileage slag

(in) (x104m3) (mu)

11 Shangshan Tunnel 304 K112+462 3.4 18 Newly-buit doubleline

12 Tangwu Tunnel 578 K113+215 5.1 17 Newly-buihtdoubleline

13 Changtang Tunnel 562 K1 14+234 8.7 27 Newly-built doubleline

14 Suxi Tunnel 1496 K116+646 13.1 44 Newly-built doubleline

15 Dongku Tunnel 166 K325+010 3.2 15 Newly-builtdoubleline

16 Wenjiatang Tunnel 319 K748+686.5 5.5 15 Newly-built doubleline

17 Banbei Tunnel 1002 K753+815 5.6 39 Newly-buimtdoubleline

18 Luojiali Tunnel 201 K761+025.5 4.0 14 Newly-buintdoubleline

19 Luxi Tunnel 144 K857+760 0.01 0 Usethe existing

20 Yangshi Tunnel 936 K928+728 0.01 0 Use the existing

Total 9065.7 92.72 267

(3) Location of major borrow yards and dumping yards and the impact on ecological

environment

6!D 5 iS g --- JYJ F i£ il IE 158TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITIITE


The principle for the location of borrow yards in the Project is to maximally centralizeborrow soils and, select the nearby hills, slopes or sloping fields that meet therequirements of packing. Dumping yards are located at low-lying ground, pit trenchesand other sections that are not vulnerable to water flushing, and wild land or low yielddry land.

According to field survey and reconnaissance of the existing railway, the overalllocation of thee major borrow yards and dumping yards is reasonable, advice from theEnvironmental Assessment Group has been adopted for slag rejected from tunnelsusing the combined type slag rejection yard (as shown in Table 3-8) and consideringusing slag rejected from tunnels as packing for subgrades. However, locations ofseveral borrow yards and dumping yards should be further optimized lest unfavorableimpact might be caused to the surrounding ecological environment and thelandscapes.

6) Impact of tunneling on ecological environment

(1) SuxiTunnel

It is 1496m long, double line tunnel, the longest on the whole Line. The naturalgradient of the land surface is 10-20 degree with escarps or steep slopes at somesections. Vegetation is well developed. There is a quarry at DK115+940-DK1 16+045 of the tunnel body, and a precipitous cliff is formed on the right side ofthe Line from quarrying with the highest point of some 40m. The above is coveredwith artificial filling layers, drip residual layers of the Quaternary Holocene, andJiang Formation stratum of the Medio Pleistocene; the underlying bedrocks areChaochuan Formation argillaceous sandstones of the late Cretaceous System,Huangjian Formation tuff of the early Jurassic System. Argillaceous sandstones aredistributed at the opening of the tunnel, tuffs are at the entrance and the tunnel body.Underground water is mainly of phreatic water in pores of the Quaternary slack layerand fissure water in the bedrock, the water yield of underground water is estimated tobe 2500m3/d from the tunnel.

There is a small reservoir (for irrigation and fish culture) about lOOm away at the leftside of the body of Suxi Tunnel, the elevation at the water surface is much higher thanthat the Line. As the stratum the Tunnel passes through is of pelitic siltstone and tuffthat are insoluble rock layers, it is considered in the design to adopt advance boreholefor exploration of water when passing the reservoir section, and take appropriatemeasures based on the exploring results. It is estimated that construction of SuxiTunnel shall not affect the water accumulation of the reservoir, nor impactunderground water and the surface water above the tunnel.

Rejected slag from the whole tunnel is 26,400m3, dumped to the dry land about 250m

®D W it m - a F at " 159TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


away at the left of DK115+700 from the entrance; for the exit side, dumped to a

sloping field 100m away at the left side of the opening. The slope feet of the rejected

slag shall be retained by grout-laying slab stones, the top and the slopes are sprayed

with grass seeds for greening.

(2) Banbei Tunnel

The tunnel is double tunnel, 1002m long, ruining through a hilly region. The land

surface is undulate with the absolute elevation of 60-160m, relative elevation of

20-50m and the natural transversal slope of 50G150. The vegetation of the surface

above the tunnel is well developed with pines, shrubs and oil tea camellia.

The surface above the tunnel is covered with alluvial and drift residual powder clay

and soft clay of the Quatemary Holocene, the underlying bedrock is of sandstones and

battiest. The underground water is mainly pore water, fissure water in sandstones,

limestones in a small amount of water. Sandstones and limestones are relatively rich

water strata, while shales and batties are relatively water-resisting layers. It is

estimated that tunneling construction shall not cause leakage of surface water and

underground water.

Rejected slag from the whole tunnel is 56,000m3, dumped to the alluvial plain about

300m away at the northwest of the opening side. The slope feet of the rejected slag

shall be retained by grout-laying slab stones, the top and the slopes are sprayed with

grass seeds for greening.

(3) Other newly-built tunnels

Other tunnels on the Line traverse low hilly regions where the land surface is wild

slopes or dry land with poor water permeability through rock strata, the underground

water is mainly fissure water in bedrocks, and leakage of underground water and

surface water shall not be caused during tunneling construction.

The excavation of a tunnel opening usually causes slight damage to the surface

vegetation at the section of the opening. In the design, retaining works and protection

works shall be made to the front side slope so as to soil and water loss caused from

damage of vegetation. For front side slopes higher than 3m, slope protection with

framework and grass planting by means of hydraulic spraying are usually adopted in

order to beauty the environment and avoid soil and water loss; and those lower than

3m shall be laid by grouted slab stones.

Slag rejection shall be used maximally as the packing for the subgrade and station

yard, those remained shall be used as the construction materials for tunnels in

64k m m 7 = 3V @R ilt 1x 160lI'lE SECOND RAILWAYS SURVEY & DESIGN INSTIrUTE


accordance with requirements in Specification on railway concrete and bricklayingconstruction and acceptance so as to lower the construction cost, and those cannot beused as construction materials shall be dumped to wild mountains and slopes. Afterconstruction, the top and dome of the slag rejection yard shall be sprayed with grassseeds for greening and improvement of the environment. It is required that waterdrained from the tunnel during construction must be treated before it is discharged,therefore little impact thereof shall be caused on the environment along the Line.

(4) Strengthening and utilization of existing tunnels

The existing Gaotiancun, Luxi, Baiyuan and Yangshi Tunnels of Hangzhou Pivot shallbe strengthened with some measures to avoid water leakage from the lining so as toimprove environment.

7) Impact on ecological environment of bridge and culvert works

(1) Chief introduction to whole line of bridge and culvert works

109 bridges in 26774.32m shall be built in this project, including 12 extra long spanbridges in 15019.45m, 86 large and medium sized bridges inll421.4m and 11 smallsized bridges in 333.47m. In order to improve the existing transport, drain floods andirrigation and drainage condition along the railway line, 1439 culverts in 32390.1mshall be built.

Table 4.1-1OMain Newly-built Bridges Crossing Rivers

Name of Bridges Central Length Character of pe fHoles and SpansMileage (in) Bridges Tp

Puyangjiang River Crossing 3x32+(42+64+42) contmuousExtra long Span K42+332 590.3 Puyangjiang beam+lOx32rn

Bridge RiverOverpass and

Wuxie River Bridge K78+968 285.8 Crossing 8x32mWuxie River

Huanjiang River CrossingBrindg River K97+244 279.55 Huanjiang 8x32mBridge ~~~~~~~~River

Dachenjiang River CrossingExtra long Span K110+145 675.7 Dachenjiang 16x32+1 x24+2x32+2x24m

Bridge River

Baisha River Bridge K192+529 173.6 Crossing 7x24mI___ ___ ____ ___ _____ ____Baisha R iver l® TIlE SO RiLW _U N D SINt RSU 161

TIIE SECOND RAILWAYS SURVEY & DESIGN INSTIUTE


Name of Bridges Central Length Character of Type of Holes and SpansMileage (in) Bridges

Xinlingshanjiang K(231+244 163.45 Crossing x4River Bridge . Lingshanjiang 6x24m

River

New Xiashan Stream CrossingNewrXiasha rea K247+510 139.9 Xiashan 5x24mBridge Stream

New Shangshan CrossingStream Bridge K250+118 144.1 Shangshan 8x1 6mStream______Bridge____ Stream

New Dongjijiang ~~~~CrossingNew Dongjijiang K258+580 333.3 Dongjijiang 13x24m

River Bridge River

Jiangshanjiang River CrossingBridge K287+038 404.5 Jiangshanjiang 12x32m

River

Lingxi River ~~~~~CrossingLingxi River K375+032 180.33 Lingjiangxi 5 x32m prestressed force

Bridge(double-line) River

Dengjiajiang River K510+576 403.4 Crossing River 12x32m

Bridge(double-line)

Jiaolong River K612+200 180.76 Crossing 5x32mBridge Jiaolong River x2

Shanqian River K618+866 210.01 Crossing 2X(8X24)m

Bridge Shanqian River2X84)Yuanshui River Extra K774+692 737.9 Crossing 22x32m

long Span Bridge Yuanshui River

Dabohe River 1# K852+730 361.7 Crossing 2X(14x24)m

Bridge Dabohe River

Lushui River Bridge IK896+300 473.4 Crossing 2x.5x32+(l x42+2x64+1 x42I___ __ __ __ __ I__________ I_____ _ Lushui River continuous beam)+2 x32]m

(2) Analysis to the impact on river and hydrology, flood, navigable fairway, and field

irrigate, etc.

As ZheGanLine Railway starts from Hangzhou and enters into Puyangjiang River

Reach, the water conservancy and irrigate facilities along the railway line are

favorable advanced with distributed excessive various irrigating canals and

conservancy works. Then, the Railway enters into upstream Qujiang River Reach of

Qiantangjiang River and comes into Xinjiang Reach in Jiangxi Province and enters

into Ganjiang River and its subbranch Yuanshui River Reach, Lushui River Reach in

Xiangjiang branch in Hunan Province. For the water system in Jiangxi Province and

Hunan Province are effected by the two lakes- Poyanghu and Dongtinghu, the

railway shall be effected by the water level along the river while passing the above

areas and the crossing field ditch shall be effected by the reverse flow water level of

the river and the lake.

®@ I X i = , F Q Tt ' 162THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


According to the survey and investigating results, the water reservoirs along the lineinclude: Chencai, Wuxie, Shibi, Anhua, Hengjin, Jinlan, Nanjiang, Yinshiling, Wuhu,Mingyangguan and Huantankou and so on. According to the survey and investigatingresults, the above water reservoir (pool) are not included in this land requisitionscope, the lines shall pass through its downstream, so the implementation of thisworks shall not bring unfavorably influence such as crowding out and so on to theabove water reservoirs.

The site selection, span and hole diameters of the bridge and culvert crossing river,stream and canal shall be set along the natural river flow directions of flood so as toavoid the excessive reduction to the riverway and avoid big amendment to thechannel, guaranteeing the hole diameter in the bridge and culvert being large enoughto drain floods not exceeding the design frequency so as to prevent the back-water atthe upstream and water accumulation before the culvert from being excessively high.The bridges and culverts are determined after analysis, calculation and contrastthrough particular hydrology investigation on site and land configuration mappingand based on the sufficient information on flow quantity and flood peaks of yearswhile taking the effect to the flood drainage and riverbank and riverside of upstreamand downstream of bridges and culverts into consideration while adopting measuressuch as riverbank protection, riverway desilting, so the set of rivers and culverts shallnot bring big effects to the river and hydrology and floods.

After the implementation of this project, the existing phenomenon that some holediameters in the bridge and culvert are rather small and the water drainage are notsmooth shall be improved; Newly-built road overpass bridges and culverts shall favortraveling crane safety and reduce the interfere to the train operation of passenger andvehicle; Newly-built river crossing bridge shall be designed as per the floodprotection standard of a-hundred-year return period and the culverts shall be designedas per the flood protection standard of a-fifty-year return period so as to satisfy theflood requirement of rivers. At the same time, the rivers along the line are notprovided with the navigable fairway, so this project shall not bring obvious influencesto the water area ecological system along the lines.

The passing areas of project are mainly plain and hilly topography area and thefarmland water drainage and irrigation system are rather advanced. In order toguarantee the farmland water drainage and irrigation facilities being complete andsmooth, combined with local water conservancy planning development requirementin the design, the rebuild and newly-built lines generally adopts the principle ofbuilding bridge over rivers, building culvert over channels and building culvert overcatchment areas to guarantee the existing channels, water reservoirs and other waterconservancy facilities being not damaged. Some of the occupied or damaged existingfarmland irrigation facilities or flood drainage channels shall be recovered accordingto the former standard.

8) Evaluation and Conclusion

THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 163


(1) The line selection of ZheGanLine Railway have been strictly contrasted and certified,

the line plan mainly adopt the straight revised line along the two sides of existing

lines. Because active man-made development activity and long-period of railway

operations, there are no natural reserves, famous scenic site and wildlife or plants

that needs special protection in the project area.

(2) There is no national protected rare vegetation or old and precious within the scope of

the project, the passing regions are mainly distributed man-made forest and

secondary forest. The implementation of the works shall crop and transplant

1,130,600 trees, in which most are sparse man-made forest, so there is no impact on

the existing forest resource.

(3) Of the 43309.7 mu of land acquisitioned for this project, paddy fields and dry land

account for 75%, the wasteland takes about 10%, woods, commercial forests and

garden occupies 8.0% and other land constitutes 7.0%. The construction of works,

railway station and yard, subgrade and production unit will take place the existing

semi-natural ecologic system that gives priority to farmland, therefore the land will

lose part of all function, and local agriculture and aquiculture will be impacted.

(4) In the construction of works, excavation and filling shall be carried out to the former

earth's surface, the natural condition of the former geographic locations and

landforms shall be damaged especially in the construction period. The naked slope

shall probably produce soil and water loss in the rainy season and the grade of soil

and water loss could be heavy or even intense.

(5) Floods drainage and irrigation has been taken into consideration and effective

measures has been adopted in the setting of newly built and rebuild bridge and

a ) fi ig --- Mb V * t RX 164THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


culvert works to guarantee the former employment function including floods

drainage, irrigation and so on.

9) Retardant measures

(1) Environmental protection in the design stage

In the design stage of the works, the main environmental protection tasks include:

Adequate selection of railway line shall be considered so as to avoid invading thesensitive ecological system.

The principle of "trying to reduce the used land" shall be applied in the initial design.In the line selection, fertile land and paddy fields shall be avoided to occupy and thewasteland, fruticeta, hillock land and dry land shall be made the best use of. In theconstruction design, reasonable earthwork distribution shall be taken intoconsideration in priority and the cleaning, excavation and backfilling shall beemployed to reduce to used land of works.

Greening on the two sides of the line shall be strengthened and Woods belt plantingshall be built. The greening design tree species shall adopt the combination of localtree species and high tree, shrubbery and grass.

Vertical greening shall be carried out on the outside of railway stations, bridges andother man-made buildings.

(2) Construction period

In order to reduce the destruction of ecological environment along the line, measuresof project, vegetation, and land re-cultivation will be combined in the constructionperiod. In addition, strengthening of construction administration and insurance ofproject quality will also reduce the destruction on the ecological environment andmake the ecological environment develop in a positive direction, which will increasethe economic development and protect the ecological economy. The specific releasingmeasures are as follows:

a) Re-cultivation of temporary used land

M -1 aVI 165THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


In the sections of occupied paddy fields by the works as the temporary used land,active re-cultivation measures shall be adopted so as to fasten the re-cultivation.The specific measures is to peel off and pile or collect and store the mellow soillayer of 30-40cm on the earth surface in the use of cultivated land and to clear,soften and cover cultivation timely after the construction completion. In thecondition that the possibility of re-cultivation is rare or infeasible on economy,the use of borrow pit or spoil in depth shall be degraded in greening or otherused land. The temporary used land of borrow pit and spoil yard in a total area of3119.3 could be re-cultivated and created of cultivatable land to compensate theinfluence of the temporary used land of borrow pit, spoil yards and so on to theoccupied paddy fields to a certain extent.

In the employment of the temporary used land of hills and mountains, the hightrees shall be transplanted at the most possibility. Accordingly, the mellow soillayer on the earth surface shall be peeled off, piled and stored for the recovery ofland back to woods finally. 1,778,500 trees could be planted on the two sides ofthe railway and the borrow and spoil yards, equal to 2251 mu recovered woods,which shall kill the bad effect brought by the crops and occupancy of woods andshall be beneficial to the recovery of woods resource and improvement of woodsenvironment along the line.

b) Borrow soil and spoil yard condition

In the construction, hillock, hill land, wasteland and dry land shall be selected asborrow pit, or to share a common borrow pit with other projects to concentrateborrow soil. Cultivated land shall be avoided to be used as borrow pit. Inaddition, the soil geological condition of all borrow yard shall be investigated toconfirm the depth of borrow soil and keep appropriate amount of earth's surfaceclay to prevent the depravation of soil, which shall be keep as support landresource so as to be re-employed. In the plain terrain, the works rejected earthworks could not be rejected into rivers or on banks freely.

In the hill country, the clough section where the soil and water loss are rare shallbe selected as the spoil yard and retaining dam with water permeability shall bebuilt. The construction mode of building dam and spoiling at the same time shallbe adopted.

c) To enhance the propaganda and education on ecological protection, to compilerewards and punishment measures and to activate the contractor and constructionpersonnel to take part into the ecological protection consciously

Before construction, propaganda plate on ecological environment protectionshall be set on and around the construction site and propaganda and education on

®: A - M - A V Q ;[ R 166TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


environmental protection and biology variety protection shall be taken to theContractors; After the construction personnel enters the site, the ecologicalprotection education shall be taken at once, the contents of propaganda andeducation include the scientific common knowledge on the biology variety andrelevant regulations and the simply identification and protection method for thelocal key protected wildlife.

d) Administrative measures in the implementation of construction supervision andso on.

The adoption of proper administration measures for the ecological protectionduring the construction period shall play a role of getting twice the result withhalf the effort. The construction supervision measures are the best administrativemeasures in the construction period.

In the whole construction period, the environmental protection full time stafffrom project supervision department and construction department shall assumetemporarily the ecological supervision. The patrol inspection supervision modeshall be adopted to check the fulfillment of ecological protection measures andthe ecological protection activity of construction personnel. The periodicalinspection of Environment Protection Bureau and bureau of forestry along theline shall prevent the occurrence of deforestation.

(3) Operation period

For the existing railway subgrade rejected for the rerouting of the line in somesections within the whole line, the local governments and the railway bureaus ofprovinces along the line are suggested to negotiate on the land appropriate of rejectedsubgrade and make land consolidation, which is suggested to be recovered into dryland or woods.

The former Zhuji passenger station, Zhuji west station, Yiwu passenger station,Quzhou passenger station, Dongxiang station and Luxi station along the whole lineshall be built, the local governments and the railway bureaus of provinces along theline are suggested to negotiate on the land appropriate of station sections and includedthe land of rejected stations into the overall planning and land use planning of citiesand towns. The land and facilities of existing stations shall be properly used to fastenthe urbanization and commercialization construction.

Propaganda and education shall be intensified to improve the environment protectionconscious of railway staff and residents along the line. Administration and educationto the greening works shall be enhanced, fire proof and moth proof shall be taken andcrops to the trees on the two sides of railway line and damages to the slope of

IE SEg R SRVE & iGN INSTUE 167THe SECOND RAIL.WAYS SURVEY a DESIGN INSTITUTE


subgrade on the station fields and grass section on the spoil yard are forbidden toprotect the water and soil conservation works facilities.

The operation units should enhance the maintenance, service and administration ofvarious protection works and enhance and perfect the deficient part continuously.

The field supervision on the ecological environment along the line shall be enhancedand the ill geology hidden trouble construction spot shall be found timely. Themitigation measures shall be adopted to prevent the happening of new geologicdisaster.

4.2 Soil and water loss

1) Forecast content of water and soil loss

The main forecast content of water and soil loss in the implementation of the project

includes: land occupation of works and the damage to vegetation and water and soil

protection facilities; the intensity and volume water and soil loss at typical high fill

embankment of subgrade, deep excavation construction spot, ballast rejection yard of

subgrade and tunnel; area and volume of possible water and soil loss result from

project land acquisition.

2) Period of time to forecast water and soil loss

According to the plan and arrangement of construction in the Project Feasibility

Report, the earthwork is arranged to be implement from the fourth quarter, 2003 to

the second quarter, 2005. Therefore, May, with the most serious loss of water and soil,

is selected as the construction month to forecast of water and soil loss in the project.

3) Forecast and analysis method

The forecast method of water and soil loss in project employs approximation method

6At i'd m - tu tV *;1- IT PA168THE SECOND RAILWAYS SURVEY & DESIGN INSTrIUTE


and module method and combined with the grading method of soil erosion intensity

in "Standard for Grade and Classification of Soil Erosion" to carry out forecast on

the intensity and volume of water and soil loss during the construction period. Water

and soil loss: module revision adopts the test and research results of the domestic

Inner Mongolia-Kunming Line and Shenyang-Shanxi Line, etc.

(1) Forecast to soil loss volume at side slope stack and fill

The water and soil loss result from unprotected waste soil in the project is forecastedby approximation method and analog method, which forecast according to theexperimental data in the railway construction statistics. In terms of the erosion atembankment stack and fill and side slope in ballast rejection yard, the forecastformulae of ditch erosion volume and sand production volume through observationand analysis results of Shanxi-Shenyang Line are employed to forecast with selectionof typical construction spots:

Y=(297.379xPxB-121639)xK 1xK 2

SY=(30.912xPxB-14275)xK 1 xK 2

In the formula:

Y-- Ditch erosion volume at side ditch stack and fill (t/Km2);

SY-- Sand production volume of side ditch stack and fill (t/Km2);

P-- Quality of rainfall (mm);

B-- Catchment length of catchment basin or half width of top surface in low slope(m);

KI-- Soil structural coefficient, adopts 1.0;

K2-- Soil packing coefficient, adopt 1 as very loose, 0.75 as loose, 0.5 as slightlypacked, 0.25 as packed, ballast rejection yard adopts 0.75 and side slope inembankment adopts 0.5.

a- _ i Xb i it NC 169THE SECOND RAILWAYS SURVEY &t DESIGN INSTITUTE


(2) Forecast of soil loss volume at damaged grade surface due to excavation

The damaged grade surface due to excavation mainly consists of the grade surface at

borrow yard and cuttings, the forecast module of water and soil loss during the

construction period generally adopts the Water and Soil Loss Equation (USLE), and

combines the relevant observation and tests on railway construction to carry out

revision and analysis. Please refer to the Formula 5-3:

a) The general Water and Soil Loss Equation (USLE) adopted in the forecast calculation

A=cR'KLsCP )

In the formula:

A-- Monthly soil erosion module, t/Km2 a;

R-- Soil erosion factor of rainfall;

K-- Soil corrosive factor;

LS-- Slope length and gradient factor;

C-- Crop management factor;

P-- Water and soil conservation measure factor;

K-- Mud and sand transportation and movement ratio coefficient, the span is 0.2-0.4

according to the investigation at the side slope of cuttings on the Shanxi-ShenyangLine, adopts 0.3.

b) Selection and revision of parameters

3 Rainfall soil erosion factor R: It is the erosion capability of rainfall to soil under

standard conditions, since the location of project is in the southern red-earth area, the

approximation method used was the Dabieshan Mountains, Anhui Province and

submitted by Wu Suming is adopted according to the test and research results of

water and soil loss in railway construction field.

A6 I K = -YJ VI ig iil PA 170THlE SECONI) RAILWAYS SIIRVEY & DESIGN INSTITUTE

EA Report on Reconstructed ZheJiang-Jiangxi Railway Electrification Speedup Renovation Project

R=ZR,=2 0.0125Pi 16"9

In the formula:

Ri-Monthly rainfall erosion capacity (J-cm/(m2-h); Pi-Total quantity of rainfall ineach month (mm).

According to the statistics of rainfall quantity of each month in past years along theline, the rainfall soil erosion factor (R) can be calculated. Please refer to the Table4.2-1 for the details.

Table 4.2-1 Table of Rainfall Soil Erosion Factor Value along Line

Region Hangzhou Jinhua Quzhou Shangrao Nanchang Yichun Zhuzhou

R 453.1 534.7 657.4 651.3 580.3 598.3 479.7

Ln Soil corrosive factor K: It is a kind of sensibility of soil to erosion, which reflects thecorrosion resistant capacity of soil, and is related to the soil type, the span is usually0.02-0.75.

The major soil type in the work scope of this construction project is red soil, next isyellow-red soil, purple soil, lime rock soil, rice soil and swamp soil, etc., thecorrosive factor (k) is 0.5.

Ci Slope length and slope gradient factor (LS): It is the function of the length andgradient of surface runoff. According to the test and research results on water and soilloss in railway construction field, the Ls factor calculation formula from HuangYanhe is adopted:

Ls=0.07667kX. 3 5O006 6

In the formula:

X slope length, m;

0-Average slope gradient of runoff length (0);

TE S RLWAYS SURVEY DESIG it TE 171THE SEC.ND RAILWAYS SURVEY & DESIGN INSTITUTE


C Crop management factor C: It mainly reflects the impact of vegetation coverage onthe soil erosion. Since the vegetation has been damaged in construction field, themaximum value C=1.0 is adopted usually. After the completion of the project,C=0.4-0.6 after the vegetation coverage measures have been implemented and thenaked ground is covered by grass seed and vegetation.

C Water and soil conservation measure factor P: It reflects the treatment situation of theground surface, such as the impact of leveling, compacting and other structures onsoil erosion. P=1.0 if there is not any protective measures after the damage of groundsurface at the prophase in construction field; P=0.5-0.8 if the field is flat andcompacted with setup of retaining protective measures after the completion ofearthwork.

(3) Forecast of soil loss volume at compacted side slope

For the forecast of water and soil loss volume at compacted side slope includingconstruction service road and construction camp, the relational expression betweensoil erosion of hard ground and individual factor acquired by the test and research onthe ground rainfall in Inner Mongolia-Kunming Line and Shanxi-Shenyang Line isadopted. Please refer to the Formula 5-5 for the details. The forecast of water and soilloss volume at ballast rejection yard and side slope in embankment adoptingcompacting and retaining protective measures shall also refer to this formula

4) Forecast results of intensity of water and soil loss in the project

(1) Forecast of slag rejection yard soil and water loss in the project

Table 4.2-2 Forecast Results of Water and Soil Loss Volume in Ballast RejectionYards without Protection measures in the project

Amount Loss Volume without Loss Volume Withof Occupied Protective Measures (104t) Protective Measu res (104t)

Works Discarded LandBallast (mu) Scope Average Scope Average(104m3)

ZhejiangWorks of Province 292.37 852.5 40.03-64.97 52.5 0.0217-0.1087 0.0652subgrade Jiangxion main Province 1361.63 2649.6 309.6-498.2 403.9 0.1744-0.872 0.524

line Hunan487811 27sections Province 353.28 996.0 48.7-81.11 26.7 0.0194-0.097 0.058

Subtotal 2007.28 4498.1 398.33-644.28 483.1 0.2155-1.0777 0.6472

works of Zhejiangstation Province 80.48 230.1 16.12-25.99 21.0 0.0087-0.0424 0.264

VA) Mfi ffi = -- 'V tS Q _ TR 172THE SECOND RAILWAYS SURVFY A DESIGN INSTITITl'E


d yard Jiangxin main Province 29.43 78.5 9.29-14.946 12.117 0.070Q0.3488 02096

line HunanProvince 0 0 0 0 0 0Subtotal 109.91 308.6 25.41-40.936 33.117 0.0787-0.3912 0.4736

Relevant works at= Junctions 0.42 1.5 0.121-0.18 0.151 0.0001-0.0003 0.0002

Jiangxi YgaJunction 0 0 0 0 0 0Pmrvnc Nanchang 0.42

e Junction 1.5 0.121-0.18 0.151 0.0001-40.0003 0.0002Hunan Zhuzhou 0 0 0 0 0 0

Province JunctionTunnel works 92.72 267 13.4&-20.12 16.77 0.0086-0.0086 0.0086

Bridge works in 0 0 0 0 0 0subgrade works

Total 2210.33 4808.2 437.341-705.516 533.138 0.3029-1.4778 1.1296

According to the table above, without any water and soil preservation measures, the

ballast loss volume at ballast rejection yard in the project can reach 533.138x 104t,

including subgrade works 483.1xI04t, Station and yard works 483.lx104t and Tunnel

works 16.77x 104t, After adopting water preservation measures, the ballast loss volume is

1.1296x10 4t, which only takes 0.21% of that without adopting measures. Therefore,

during the construction of the ZheGanLine Railway Line Electrification Project, the

ballast volume generated in earthwork is not large, if the ballast rejection yard does not

adopt any measures, so the randomly stack and rejected ballast will cause quantity of

ballast loss, consequently have serious water and soil loss impact on the surrounding

environment.

Therefore, the selection of proper ballast rejection yard; preparation of good water

preservation layout and design; well implementation of protective measures in works and

construction about plant measures is key process of slag rejection yard soil and water loss

control in this project.

(2) Forecast of water and soil loss in borrow yard

a; - M = - a 3V it tt [x 173THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.2-3 Table of Forecast Result of Water and Soil Loss Volume in Borrow Yardin the Project Unit:t

Not Adopting Protective Adopting Protective

Amount Measures Measure

Administrative of Occupied

Jurisdiction borrow Land (mu) Avera

soil Scope Average Scope ge

(10 4m3)

Zhejiang 834.0

Province 339.21 907.48 1762.5-3579.99 2671.3 286.36-381.8 8ubgorde Jiangxi

oardow Province 462.54 1071.5 5502.1-10137 7821 639-3193.3 1916

along th Hunan 0line Province 0 0 0 0 0 0

Subtotal 2750.Subtotal 801.75 1978.98 7264.6413716.99 10492.3 925.36-3575.1 08

borTow Zhejiang 173.97 608.9 501.8-925.6 715 291.2 174.2yard Poic 9.

Station Jiangxi 114.89 521.33 1227.6-2261.6 1744.6 143-712.8 426.8Province

ad Hunansubgrade Hunan 3.4 0.91 13.195-22.75 18.2 1.365-7.735 4.55

orrow Province

ard Subtotal 292.26 1131.14 1742.595-3209.9 2477.8 201.565-1011.735 605.5_ _ _ 5 5

subgrade borrow pits at 106 33.48 184.08-335.38 259.73 23.47-108.43 65.95

junctionsZhejiang Hangzhou 0 5.1 0 0 0 0

Province Junction 0

Jiangxi Yingtan 96 27.06 173.94-316.66 245.3 22.3-102.58 62.44

Province JunctionNanchang 0 0 0 0 0 0

Junction _ I

Hunan Zhuzhou 10 1.32 10.14-18.72 14.43 1.17-5.85 3.51

Province Junction

Total 1200.01 3143.6 2 13229.83 1150.396-4695.26 342158

(3) Forecast of water and soil loss in main works

The soil and water loss in the main works mainly happens at naked side slope

produced by the excavation and filling of the earth's surface, which mainly exhibits:

the side slope at road embankment filling and building and side slope at road cutting

digging earthwork in subgrade works, the side slope at trench excavation and front

slope at tunnel opening in the tunnels works and the side slope at pier subgrade

excavation in the bridge and culvert works.

®6) r i_ m = a V a il R 174THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


a) Forecast of water and soil loss at side slopes of the station and yard subgrade

O Land fills at side slope in embankment

After the forecast and calculation, in the station and yard subgrade earthworkconstruction month, under the condition that not adopting any water and soilconservation measures, the intensity of soil and water loss13150-79840t/km2

produced at side slope in embankment could reach intense level to Extreme level.With the water and soil conservation protective measures adopted, the producedintensity of soil and water loss at side slope in embankment shall be lowered to underlight level or even very-slight-level. The intensity of soil and water loss produced atside slope in embankment until the initial operation period can be lowered to light orvery-slight-level.

I Cultivation earthwork at side slope in the road cutting

After the forecast and calculation, in the station and yard subgrade earthworkconstruction month, under the condition that not adopting any water and soilconservation measures, the intensity of soil and water loss3187-1195it/km2 producedat side slope at the road cutting could reach light level to intense level. With the waterand soil conservation protective measures adopted, the produced intensity of soil andwater loss at side slope in embankment shall be lowered to under light level or evenvery-slight-level. The intensity of soil and water loss produced at side slope in theroad cutting until the initial operation period can be lowered to undervery-slight-level.

Li Soil and water loss at side slope of subgrade

The total length is 513.3km in this works with 471.8km main line section and 41.5kmrelative junction works. According to the distribution condition of excavation andfilling section in the works, in conjunction with the occupied area of works and thechange condition of soil and water loss before and after the construction, the forecastto the soil and water loss volume in substage works before and after the constructionrefer to Table 4.2-4 for detail.

Table 4.2-4 Parallel Table of Soil and Water Loss Volume in Substage Works beforeand after the Construction Unit:104t

Adminis During Construction periodtrativs Before construction Not Adopting Protective Adopting Protective Initial

Jurisdict Measures Measure period ofionl Scope Average Scope |Averag Scope Averag operation

6g M = 9 - Z R F iN: t 1E 175THE SECOND RAITWAYS SURVEY & DESIGN INSTITUTE


ZhejiangrProvince 0.232-0.5808 0.4064 4.656-26.768 15.712 0.304-1.168 0.736 <0.232Jiangxi

Province 0.624-2.8112 1.7168 12.096-68.464 40.288 0.864-3.904 2.384 <0.624Hunan

Province 0.88-0.352 0.616 1.456-6.704 4.08 0.128-0.768 0.448 <0.088Total 1.736-3.7424 2.7392 18.208-101.936 60.08 1.296-5.84 3.568 <0.9456

Refer from Table 5.2-4, the soil and water loss condition produced by the subgrage worksafter the construction of works:

(a) The soil and water loss volume with measures not adopted is 16.8 times to thevolume with measures adopted during the construction period and 21.9 times to thesoil and water loss volume of the former earth's surface before construction, so theeffective water and soil conservation measures is key for the control to occurrence ofsoil and water loss during the construction period;

(b) The soil and water loss volume in the subgrade works with measures adopted is 1.3times to the soil and water loss volume of the former earth's surface beforeconstruction, so the implement of works shall strengthen the soil and water losscondition of this region;

(c) In the initial operation period of railway, the various water conservation facilities isperfecting gradually, the soil and water loss volume is 0.4 times to the earth's surfacebefore works, so the implement of works could effectively control the regional soiland water loss.

b) Tunnels works

The soil and water loss produced by tunnels works are mainly come form two sides,one is ballast rejection of tunnel (also as one of the main effective elements of soiland water loss in the construction of this works section), another is form the front sideslope at the tunnel opening. The ballast rejection of tunnel has been explained in theforecast of slag rejection yard soil and water loss, so only the soil and water loss atfront side slope at the tunnel opening shall be analyzed here.

The excavation of tunnel opening shall interfere and damage the former surfacevegetation and land layer condition. The front slope at naked tunnel opening is easy toproduce soil and water loss under the rain scouring. In case slope surface protectionmeasures not adopted timely after the excavation of works, the produced intensity ofsoil erosion can be above intense level. The slope protective measure of mortar rubber,concrete pouring and grass planting, etc. shall be adopted and the drainage system ofdrain ditch and interception ditch shall be perfected to control the soil and water losswithin very-slight-level.

® TESECOND i Ag UY m ESI it I 176THE SECOND RAILWAYS SURVEY & DESIGN INSTITIJTE


c) Soil and water loss in bridge and culvert works

Except the influence of soil and water loss brought by the ballast rejection at diggingsubgade pier foundation in the bridge and culvert works, the scouring of flow water atthe pier foundation side slope and river bank slope shall also produce influence of soiland water loss, the influence of which are rather obviously in the construction periodof works. After the works completion, the protective measures of mortar rubber shallbe adopted in the pier foundation side slope, the soil and water loss can be eliminatedbasically.

(4) Soil and water loss in temporary works

The soil of temporary construction service roads and grounds in the constructionprocess of railway works is packing with strong anti-rushing capability, the earth'ssurface is completely naked and the plantings' root system from the soil is limitedwith few organic matters in it, but the soil is sensible at man-made interfere, whichbelongs to typical hard ground. The coefficient of surface runoff of hard ground is bigand the runoff generation is rapidly, the front loss shall last only a few minutes, thesoil unit weight is big and the intensity of soil erosion shall increase with the additionof rain force.

According to the rain test research results on construction site of Nei-kun railway andqin-shen railway for the forecast of construction service roads of the works, theintensity of soils and water loss in the construction months of works shall reach690-1230t/km2 , slightly above light level. Accordingly, the produced soil and waterloss volume in the construction service road of the works can be presumed to reach1 lO-190t.

(5) River, ditch and road reconstruction

The soil and water loss produced by river and ditch reconstruction works are mainlyproduced by the scouring of ditch, bank and slope during the construction period ofworks except the soil and water loss produced by excavation ballast rejection.

The soil and water loss produced by road reconstruction works are mainly producedby the scouring of naked surface caused by the excavation and filling of earthworks inthe construction period of road works.

6) Water and soil conservation plan

6S) u iA - m ;Q U -A177THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


(1) Soil and water loss mitigation responsibility scope

According to the principle of "one who developed it, protect it and one who caused soil

and water loss, govern it" and as per the regulation in Technical Regulation on Water and

Soil Conservation, Plan of Development and Construction Projects (SL204-98) , the

area of soil and water loss mitigation responsibility scope in the works is 2887.3lhm2,which is the construction area scope of works.

(2) Sectorization of water and soil conservation in construction of project

a) Sectorization of soil and water loss mitigation of project

According to the construction characteristics of railway project, the water and soilconservation in construction of project could be divided into five soil and water lossmitigation areas include: slag rejection yard, borrow yard, main works, temporary works

and ditch and road reconstruction.

r Slag rejection yard soil and water loss mitigation area

The ballast rejection of the works accounts for 2210.33x104m 3 and slag rejection yard

constitutes about 4808.2 mu, which is the slag rejection yard soil and water lossmitigation area scope of works. The object of mitigation is to prevent the ballastrejection loss and slag rejection yard side slope corrosion.

r Borrow yard soil and water loss mitigation area

The borrow soil of the filling earthwork of road embankment in the project accountfor 1200.01x104m3 and borrow yard occupies 3143.6 mu, which is borrow yardmitigation area scope of works, the object of mitigation is to keep the later slopestable of borrow soil on borrow yard to prevent the scouring and collapse of sideslope on borrow yard.

L] Soil and water loss mitigation area in main works

The scope of soil and water loss mitigation areas in main works mainly include themain line reconstruction district in length of 471.8km, junction relevant works in41.5km and the station and yards revised expansion. The object of mitigation is toprevent the soil erosion produced from side slopes of subgrade, front slope ofentrance ports of tunnels and side slope on the bridge abutment and from the river andditch reconstruction works.

idA = NJ i it R 178THE SECOND RAIIWAYS SURVEY & DESIGN INSTITUTE


n] Soil and water loss mitigation area in temporary works

The scope of soil and water loss mitigation areas in temporary works mainly includethe construction vehicle transportation service roads in 107km and constructiongrounds temporary used land. The object of mitigation is to prevent the loss of ballastrejection in temporary works and soil erosion in naked slope surface.

i Mitigation area of ditch, river and road reconstruction

The mitigation area of ditch, river and road reconstruction works include the ditchreconstruction in 14888.5m and road reconstruction in 165.6km. The object ofmitigation is to satisfy the regional water drainage and water flow in water system inorder to prevent the scouring produced in the water flow scope to the ditch andprevent the soil and water loss produced by road reconstruction.

b) Key districts in soil and water loss mitigation of works

The mountain slope land, river, ditch and road reconstruction districts in therequisition land scope on slag rejection yard, borrow yard, construction ground andtwo sides along the line are the key districts in soil and water loss mitigation of work,which is mainly subject to the construction spots where soil and water loss is easy toproduced within the scope. The principle of "combining works measures with plantsmeasures" shall be adopted to build the barrier walls, retarding walls, protection slopeworks or to adopt other measures for water and soil conservation works and to adoptplanting measures for the water of soil conservation such as planting trees and grasses,etc. on the naked ground produced after excavation and filling.

c) Important supervision districts in soil and water loss works

The line reconstruction districts and fringe areas are the important supervisiondistricts in this project, which are mainly stable high road embankment and deep roadcutting side slope. In the district where land slide and collapse are easy to be causedby the construction of works, measures of anti-smooth stake (wall), retarding wall andplanting recovery shall be adopted to keep the side slope being stable and to improvethe formal soil and water loss in a certain extent.

(3) General layout of water and soil conservation measures

a) Principle of general layout of soil and water loss mitigation measures in the works

A_ in -l g: -_ a V it IA 179® THE SFCOND RAILWAYS SURVEY h DESIGN INSTITUTE


The characteristic of the railway construction project is in a line type, thedevelopment and occupancy of land is in a belt shape and the line is long crossingmany areas, the passing landform and geological structure unit is complex, the impacton the ground in the construction of various works are in multiple types. For this, thesensible district and key protected districts of soil and water loss works shall beclarified to properly arrange the construction plan of works and layout of water andsoil conservation measures. The relationship between partial governing and wholeline governing and between single governing measures and comprehensive governingmeasures shall be disposed with favorably coordination and reasonable layout. Thewater and soil conservation comprehensive system of the project shall be constructedthrough integration the works measures with biology measures, with the worksmeasure as the major measure, and biology measure as the auxiliary measure.

b) General layout of measures for water and soil conservation for works

Ci Slag rejection yard

According to the ballast character in ballast rejection yard to ensure the engineeringmeasures, biologic measures and leveling and reusing land. In terms of the waste siltand soil in plain area with few hills, the paddy fields shall be selected as ballastrejection yard, which can be reused after leveling; the hill area shall adopt retainingprotective measures, including setup of ballast retaining walls by mortar rubber at theslope foot in ballast rejection yard, leveling of grade surface and top surface of ballastyard, adoption of the biologic measures such as planting of grass seed and plant, andintercepting ditch and drainage ditch shall be set up according to the environmentalhydrologic, water system and stream current conditions surrounding the ballast yard.

Li Borrow yard

The borrowed depth is 34m in plain area with few hills; according to the hydraulicworks in the area where the borrow yard is located, the borrow pit generated afterborrowed soil can be considered to be used as pool or fish pound as compensation forthe requisitioned pool or fish pound in the works. The borrow yard in hill area hasmany small hills, so the land making after leveling according to the local demand orgreening through planting grass seed shall be carried out; for the borrow yard thatcannot be leveled, the damaged grade surface due to excavation shall keep stable byadopting measures, the grade surface and yard shall make farmland or plant grass andtrees, and prepare the drainage system in borrow pits well.

Li Main works

a. Substage works

69 W iA M- m it R 180THE SECOND RAILWAYS SURVEY h DESIGN INST TUTE


The works mainly includes line reconstruction districts of road embankmentearthwork filling at side slope and excavation cutting at side slope, the mortar rubberfor slope protection and planting grass through hydraulic spray and so on shall beadopted. Planting and greening shall be taken on the two sides of subgrade ingreening districts, drainage system of side ditch, drain gutter and intercepting ditch,etc. shall be set up on the side slope of subgrade.

b. Tunnels works

The works mainly includes the front slope and the side slope at trench excavation attunnel opening. The mortar rubber for slope protection shall be adopted and drainagesystem of intercepting ditch, etc shall be set up at the top of the cavity.

c. Bridge and culvert works

The works mainly includes clear and transport and protection to ballast rejection inbridge and culvert works. The scouring protection on the bank slope of river roadshall be adding connected with natural or existing water drainage system.

Temporary works of construction service road and so on

The soil of this kind of works is packing with strong anti-rushing capability, but it issensible at man-made interfere, which belongs to typical hard ground. The overalllayout of mitigation measures shall adopt the systematic soil and water loss mitigationmeasures with the side slope of construction service road for vehicle transport as theimportant mitigation area.

O River, ditch and road reconstruction works

Recovery and reconstruction measures shall be adopted for the damaged and occupiedditch by the works. The width of the ditch and the width of flow water section shall beset as per the flow water condition and hydrology requirement of original ditch andregion. The protective measures of mortar rubber shall be adapted to the revised ditch.After the cleaning, excavation and backfilling of construction earthwork distribution,the slope protective measure of mortar rubber and grass planting shall be carried outfor the occupied and revised road by the works.

c) Soil and water loss mitigation works system of project

In the implementation of the project, a systematic and complete soil and water loss

THE SEg ;AW SURV DI it TU 18T1O D THE SECOND RAII,WAYS SURVEY & DESIGN INSTITUTE


mitigation measures shall be adopted in the construction area and directly effected

area to form the complete soil and water loss mitigation system of works. Refer toChart 4.2-1 for detail of soil and water loss mitigation system in the works.

® v iW f l i = m Q it IR 182T-THF SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Stone piece protection and surface protection on side slope

|Grass planting on the side slope and trees greening works on

Control measures for reconstruction the two sidesand expansion works of subgrade Slag rejection shipped and pile on the designated slag

8 ~~~~~~rejection yard|

Water drainage works of side ditch, drain gutter and ]I ~~~~~intercepting ditch, etcI

Retaining walls and slope protection works at the front sideI rla~~dne nftlinnPI onnnino I

Control measures for reconstruction- and expansion works of tunnels Slag rejection shipped and pile on the designated slag

reiection vard

I. 51 -| Water drainage works of side ditch, drain gutter and

o~ __________|___Sla___ g rejection shipped to the designated slag rejection yard

D [ Control measures for reconstructioncD _ and expansion works of bridge and Anti-scrouting slope protection works on the riverbank

culvertWater drainage is connected with natural water system to

Inrevent the- sronlrinp, on hank slone,I

Stone piece protection and surface protection on side slope

srfor reconstruction Planting greening works on the station and yard and the twoControl measures for reconstruction sides of subgrade

Iand expansion works of stations and_and expansionoyards _ Slag rejection shipped and pile on the designated slag

rejection yard

Water drainage works of side ditch, drain gutter andintercepting ditch, etc

Coto mesrsfrsd lp Leveling and land making and tree and grass planting|

0°. Retaining walls and slope protection works |

oI L Regulating measures for land La w l I _|~~~~~~~~~Leveling and cutting of side slope and greening works|

t H Water drainage works o Side ditch, drain gutter and intercepting ditch, etc

q , 0 q Regulating measures for land HMRetaining wall and slope protection works o

O el > _ | ~~~~~~~~~~~~And grass planting greening|El o _ S Protective aeasures for side slope p_- Retaining wall and slope protection works |

Water~~~~~ Rejected soils (sag levelingelandmio

Water_drainage worksonslaT connj Side ditch, drainage ditch and intercepting ditch

5 Q B e 7. =CD Land regulating worksl

®° THE SEON RAg WY SUVE &¢ DEIG IIT

y 0 ,, ¢ o. | atrdrainage works of side ditch and intercepting ditch, etc

Lq Mortar rubber paving stone piece at slope o ic

# , O¢ < , ¢ | rl ~~~~~~~~Stone piece protection and surface protection on side slop7e |

q 2B CI R B_ Rejected soil (slag) leveling and land makingl

. o t o | L| ~~~~~~~~To connect with original water system to satisfy the width of water|

drainagel

6S) W m g -m S Q it R183THF SECOND RAII.WAYS SURVEY . DESIGN INSTITUTE


Table 4.2-1 Systematic Table for Soil and Water Loss Mitigation in ZheGanLineRailway Electrification Accelerated Works

(4) Water and Soil Conservation Plan on slag rejection yard

a) Water and soil conservation plan on slag rejection yard in tunnel

Table 4.2-5 Table for Works Design Protection on Slag Rejection Yard in Tunnel

r hnnel 5 ~~~~~~~~~~~~Stone pieces GysreenigS/N Name of Tunnel Tunnel lenyhretammg b raysng Remark

length Central Mileage walls fegras s |3 seeds

m 2m

Newly-bu

I Dayuanli Tunnel 187 K42+031.5 940 6267 ilt doubleline

2 LujiaNo. 1 Tunnel 87 K48+338.5 Totallydwump toI

3 Zhuji No.2 Tunnel 184 K48+744 rejection

1006 16800 ~yard of

4 Dayu Tunnel 180 K49+495 LujiaLJC~~~~yU 1 K49±495 ~~~~~~No.2Tunnel

Used for5 Zhuji No. I Tunnel 144 K81+249 0 0 packidng of

subgrade

Newly-bu

6 Zhuji No. 2 Tunnel 227 K81+927.5 2049 4000 ilt doubleline

7 Pujiang No. 1 432 K107+539 TotallyTunnel 432 np7+to

Pujiang No. 2 ~~~~~~~~~~~~~~~~the slag8 Pujiang No. 2 1097 K108+439.5 2100 25584 rejection

Tunnel ~~~~~~~~~~~~~~~yard ofPuj iang

9 Dachen Tunnel 509 K109+369.5 No.2

Tunnel

Newly-bu

10 Shangshan Tunnel 304 K 112+462 3237 11873 ilt doubleline

Newly-bu

11 Tangwu Tunnel 578 K 113+215 1697 11000 ilt doubleline

Newly-bu

12 Changtang Tunnel 562 K114+234 1680 18000 ilt double

I I I I~~________ I______ line

Xi 31Z ilS g- [P i l 184THF SECOND RAILWAYS SURVEY A DESIGN INSTITUTE


Newly-bu13 Suxi Tunnel 1496 K116+646 2336 29367 ilt double

lineNewly-bu

14 Dongku Tunnel 166 K325+010 250 10000 ilt doubleline

Newly-bu15 Wenjiatang Tunnel 319 K748+686.5 245 10000 ilt double

fineNewly-bu

16 Banbei Tunnel 1002 K753+815 5413 26000 ilt doublelne

Newly-bu17 Luojiali Tunnel 201 K761+025.5 954 9333 ilt double

fine

Total 21907 178224

b) Water and soil conservation plan on slag rejection yard of subgrade

C Technical requirement to water and soil conservation on slag rejection yard ofsubgrade

According to the landform and surrounding natural environmental condition, the slopefoot shall be protected with mortar rubber rewarding wall. The height of wall shall beset according to the hydrology feature of the ballast yard and the building ofrewarding wall under the flow water scouring shall be constructed before theearthwork construction to satisfy the protective principle of "rewarding first andrejecting later" on the ballast yard to exert the benefit of rewarding wall and avoid theballast body loss.

The top floor of the slag reject yard shall be leveled to a water drainage slope to anangle of not less than 3%. The thimble tubes shall be set in the levels on the slagreject yard to guarantee the water drainage on the ballast yard. Intercepting ditch drainditch shall be set at the upstream of the ballast yard and water drainage ditch shall beset at the slop foot to training for discharge on the ground and prevent the slag bodyloss under flow water scouring. All water drainage system shall be connected with thenatural water system to avoid scouring to the surrounding environment.

C Proposal for water and soil conservation on main construction spots of slag rejectionyard in subgrade

The measures for water and soil conservation on slag rejection yard in subgradeinclude engineering measures of rewarding walls and water ditch, etc. and plantingmeasures of grass seeds planting, tree planting and leveling and reusing land. In thisproposal, some ballast yards where re-cultivation and grass planting could be done as

f/sj hi a = a m z a i1t R85THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


well shall be checked and reduced according to the ballast rejection type on the slagrejection yards.

Suggestion: Leveling measures shall be adopted for the ballast rejection on thesubgrade, which shall be re-cultivated and shall no longer be used for grass or treeplanting. The slag rejection yard on the subgrade of silt and rejected soil in II and IIItypes in the low-lying terrain shall be directly leveled and re-cultivated. Retardingwalls shall be set to slag rejection yard at the waste slope and Valley. According to thewater conservation protective measures in the engineering design, water drainageditch shall be added to the slag rejection yard without water drainage system. Localtree and grass species shall be adopted to spray grass seeds or plant tress to the slagrejection yard mainly composed of O and [I types so as to recover and compensatethe trees and plantings. For the amount of main works, refer to table 4.2-6 for detail:

Table 4.2-6 Table for Water and Soil Conservation on Slag Rejection Yard

Protective Measures Unit Already in Design Newly Added Total_mount of Propo I

etarding walls M7.5,M5.0 mortar rubb m3 184423 0 184423

Water drainage ditch M5.0 mortarrubbe m3 0 116514.0 116514.0

Grass seeds planting m2 409078 -20454 388624

Leveling and planting tree 189924 189924

Leveling and re-cultivation mu 0 2019 2019

O Water and soil conservation plan on slag rejection yard in bridge and culvert works

The basic cultivation of slag rejection yard in the bridge and culvert works have beentaken into overall consideration on the slag rejection yard of subgrade, which shall becleared and shipped to the slag rejection yard on subgrade not suffered by the flowwater scouring far away from river road.

(5) Proposal for water and soil conservation on borrow yard

The borrow yard on the sectional subgrade and station and yard works in theengineering design hasn't taken the water conservation into consideration, so thewater and soil conservation measures of grass seeds planting, trees planting andleveling and re-cultivation, etc. on borrow yard shall be added. For the amount ofworks, refer to table 4.2-7 for detail.

For the borrow yard with mainly IV and V types stone, it is suggested to adopt localtree and grass species as per the soil condition to plant grass seeds and trees after the

TIOI SECO-ND RA St N R 186® TIIE SECOND RAII.WAYS SURVEY A DESIGN INSTITUTE


borrow soil on borrow yard completed to recover and compensate the woods andplants. For the borrow yard with mainly II and III types stone, it is suggested to leveland return to the local government for reuse after borrow soil completed.

Table 4.2-7 Amount of Main Works for Water andSoil Conservation Measures on Borrow yard

NewlyAddedProtective Measures Unit Already in Design Amount of Total

ProposalGrass seeds planting m2 0 1006454.98 1006454.98

Leveling and planting tree 0 620861 620861

Leveling and re-cultivation mu 0 110026 110026

(6) Proposal and measures of water and soil preservation in main works

a) Proposal of water and soil conservation in design of subgrade works

The stone pieces protection installed on the slope of subgrade in the main line section

includes dry paving stone pieces, mortar paving stone pieces and framed glass

planting.

The grass planting on the slope of subgrade in the main line section mainly includes theearthwork fence (net), planting grass through hydraulic spray on the side slope ofembankment and road cutting.

The water drainage system on the subgrade: In order to reduce the scouring effect to theslope on the subgrade of the rain and avoid soil and water loss on the slope of subgradeso as to guarantee the stability of side slope of subgrade, with the principle of "notleading to the submerge, siltation, deviate from irrigation and scouring of paddy fields",the condition of bridges and culvert distribution and condition of hydrologic and watersystem of surrounding areas shall be combined with the condition of ditch, valley,paddy field and water conservation and irrigation facilities to set the water drainagesystem on the subgrade and form a complete water drainage system on subgrade andarea so as to guarantee the works safety and avoid the soil and water loss. Waterdrainage works on the subgrade shall be set up in the different sections, regions underdeferent environmental conditions, mainly in forms of side ditch, intercepting ditch,drainage ditch, blind drain and chute, etc.

® THE En AW A- SRVE a DSG Nr 187THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

EA Report on Reconstructed Zhejiang-Jia.ngxi Railway Electrification Speedup Renovation Project

Table 4.2-8 Amount of Protection Works for Slope Protectionon the Subgrade of Whole Line

Administrative Mortar Rubber For Slope Protection (m3) Planting of Grass for Slope Protection (m2)Jurisdiction M7.5 Motor M5 Motor Subtotal Geotechnical Triaxiality Grass Planting

Rubber Rubber Net ____________Nc

Zhejiang Province 301645 56550 358195 659377 / 1505266

Jiangxi Province 607626 24447 632073 2472343 2941950

Hunan Province 77611 3565 81176 367610 / 317162

Total 986882.5 84562 1071444.5 3499330 4764378

2) Tunnel Works

The location of the entrance of tunnel is determined by comprehensive analysis oftopographic, geologic and hydrologic condition as well as location of the existingrailway, layout of construction site, construction condition, and managementrequirements. Special attention should be paid to the stability of side and front slope.Generally speaking, the principle of "early in and late out" should be fully carried outin order to reduce tunnel slag amount and damage to the ground surface duringconstruction.

All slag should be transported to the designated tunnel slag rejection yard. Theprinciple of "rejecting slag after blocking them" should be adopted to avoid scouringloss of the abandoned slag. The entrance slot, side and front slope of the entrance oftunnel should be guarded by mortar stone pieces and shotcrete. Outside the guardingfence grass should be planted for protecting the slope. Gutters and interceptingditches should be dug at the top of the inside tunnel and linked with the drainingsystem on the surface ground.

3) Bridge and Culvert Works

The rivers covered in the range of this project are mainly Puyang River, Jinhua River,and Qujiang River of the Qiantangjiang River System, Xinjiang River, Ganjiang River,Fuhe River and Yuanshui River of the Boyang Lake System, Lushui River of theDongting Lake System. Designed flood frequency for the new bridge works in thisproject is as 1/100; and as 1/150 for culvert works. Therefore, there is minor impacton flood routing and farms irrigation.

Factors such as topographic, geologic, and hydrologic conditions of the would-bebridge site, local planning, and construction condition together with current status ofthe existing railway bridge should be considered in the reasonable deployment of

D i - & V ;1 - 188THE SECOND RAILWAYS SURVEY . DESIGN INSTITUTE


bridge span length and bridge type selection. The openings of river bridge in parallelsections should be designed in the same direction of current to ensure smooth waterflow. Attention should be paid to the impact on the dam of the upper reaches andscouring effect on banks in the lower reaches, to avoid soil and water loss on banks ofthe watercourse.

When new bridge or renovated bridge is over the watercourse with flood preventionrequirement, excessive narrowing cross section of the river by piers should beavoided so as to reduce dam height in upstream of the bridge and ensure the dykesafety. The total length of the bridge should not be less than the distance betweenflood control dikes on riverbanks. Space should be reserved in the length of the bridgeand clearance under the girder for watercourse where there are gradually annualincreases of riverbed either naturally or planned or where dykes will be underrenovation

Slag rejection yard is set up and used exclusively for new super bridge and largebridge works. Rejected slag from foundation cutting of middle-scale bridge, smallbridge, culvert works should be cleared and transported to slag rejection yard onrailway subgrade in piles or as fillings.

Long span culvert should be applied in construction of culvert. Mortar and dry stonepieces are used to build trenches with relevant length to lead the river to the regionalwater system so as to avoid scouring impact on farms. In consideration of thedeployment and structure form of bridge works along the railway, banks protectionworks should be constructed in river bridge works when it may cause riverbankserosion.

(7) Water and Soil Conservation Scheme for Trench Move Works, Road Move andConstruction Access Road

Water and Soil Conservation Scheme for River Move and Trench Move Works

Generally, trench move can be achieved according to section of the original, butcomplicated and larger move should be performed by analyzing calculation ofhydrologic data so that suitable dimension of section can be decided. The starting andending point of the new trench should be linked with the original one. When a turn isunavoidable, the minimum change radius must not be less than 5m.

New trench is commonly protected with mortar stone pieces (M5.0) on both banks inorder to avoid erosion by the river and soil and water loss.

b) Water and Soil Conservation Scheme for Road Move

®o TH SECOND RAILWAYS SURVEY & TJES[GN INStITUTl 189TMHE SECOND RAILWAYS SURVEY k DESIGN INSTITUTRE18


The surface of the existing road should be utilized and length of road to be renovatedor built should be reduced as much as possible. Natural road slope are kept to reducetime spent on road cutting and quantities of filling of rejected earth to the roadembankment. The earthworks and stonework collected from the new road should beallocated and used as filling to reduce amount of earth rejected and taken.

The surface of the slope of the new road subgrade is paved with mortar stone pieces(M7.5 and M5.0). Grass seeds are sowed to protect side slope for avoiding erosioncaused by water scouring.

(8) Water and Soil Conservation Scheme for Temporary Works

The existing road should be fully used as construction access road so as to cut downexpropriation of land and damage area of water and soil conservation facilities.

It is necessary to use stone pieces to protect side slope of the subgrade of newly builtconstruction access road and to reinforce drain system works of it in order to lessensoil erosion. After completion of the works, roads that can be further used are passedto be under management and care of the local government; those which can not beused are renovated for re-cultivation or grass and trees growing.

Each temporary construction camp should be cleaned, leveled off, and re-cultivated orafforested after the construction is over.

(9) Planting measures on water and soil conservation

1) Selection of greening tree species

The main tree species and shrub suitable for the weather condition of regions alongthe line include fir, oak, masson pine, cedar, red wood, cryptomeria, Chinese fir,grand foliate mallet, camphor tree, evergreen broad-leaved forest mainly belongs tocastanopsis (Chinese Guger Tree, myrica rubra, rhododendron, oriental blueberry,oil-tea camellia and tung tree), shrub of oak type and club moss under the wood,Dicranopteris linearis, bamboo forest and sweet flag, etc.

The main grass species for water and soil conservation suitable for the weathercondition of regions along the line include Diels Stephania, weeping lovegrass,complication, gini grass, korean lovegrass, villosa grass, Bamao, dallisgrass, AnzhaBermuda grass, cluster leave rosinweed and white clover, etc.

a6 in M = At' V! 'l' fl- rA190THE SECOND RAILWAYS SURVEY & DESION INSTITUTE


2) Proposal to the greening works

Greening shall be carried out within the re-construction of main line and circuitoussections in 639.223km. The greening section of subgrade works shall be the two sideson the lines except tunnels, bridges and deep road cutting sections.

3) Density and quantity of forestation works

n Density of forestation

a. Under the poor planting growth condition due to the thin land layer and low fertilitysoil, planting shall be in reasonably narrow spacing, but the spacing should not belower than 1.5x1.5m between arbor trees and 0.5xO.3m between the shrubberies.Container raising seedling transplanting can be adopted for trees planting on the slagrejection yard to guarantee there are certain soil and water at the foot of THEplantings.

b. Under the favorable planting growth condition due to thick soil layer and rather highfertility soil, planting shall be in reasonably wide spacing, but the spacing shall notlarger than 2x2m between arbor trees and 2x Im between the shrubberies.

H Amount of forestation

The planting of main works shall be carried out from side ditches on the two sides ofsubgrade to the bound of railway used land with the density of 2x2m and two lines oneach single side. 967,700 trees shall be planted in the works (the amount has beenincluded in the works design), which is equivalent to 3266 mu forestation area.

8) Conclusion

Due to the topography within the scope of the entire line being fairly slow in theformation of landforms and topography, the earthwork for the entire line totals404.95x10 4m3, in which excavation is 3863.63x10 4m 3, packing 2541.33x104m33, cutand fill 1422.05x104 m3, borrow soil 1200.01x104m3 , purchasing commercial soil135.71x10 4m 3, dumping 2217.61x10 4m 3,using slag form tunnels as filling7.53x 104m3, mainly in the form of embankments. The excavation and backfilling ofthe earthworks will produce an impact on the ecological environment so the mainworks will adopt corresponding conservation measures in the engineering andconservation measures for vegetation as well. The implementation of these measureswill be beneficial to reducing the impacts that the earthwork projects will have on theecological environment. In this project, the borrow soil 1200.01x10 4m 3 and dumping

6!D iA g - Mb Q t 1E il~ ~191TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


2210.33x 104m3 shall be protected by planting measures of rewarding wall and tressand grass planting so as to lower the soil and water loss caused by the borrow anddumping soil to the least level.

4.3 Forecast on influence of acoustic environment and mitigationmeasures

1) Forecast on influence of acoustic environment during construction period

The construction noise during the construction period mainly consists of

construction machinery noise, transportation vehicle noise, demolishing noise

and civil work construction noise.

(1) Construction machinery noise

The construction noise will result from various machinery and equipment being

used in the construction zones, these machinery and equipment include: pay

loader, excavator, bulldozers, pile engines, concrete mixers, medium crane, etc.

These kinds of machinery are mainly noise sources during construction. Please

refer to the Table 5.4-1 for the intensity of the sound sources.

(2) Transportation vehicle noise

Various equipments, material and a lot of the earthwork in railway project

construction are mostly transported to the building site by trucks. Part of the

materials and equipment will be transported to the adjacent station through the

railway, and conveyed to the building site by vehicle. The transport vehicle

generates traffic noise during operation; especially the noise radiant intensity

caused by heavy-duty trucks during operation is relatively high. The frequent

travel of various transport vehicles in the construction zones, service roads and

V p* l - a m iQ Tt "P 192TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


existing roads will cause the traffic noise to impact the surrounding environment.

Please refer to the Table 4.3-1 for the intensity of sound sources from transport

vehicle during normal use.

Table 5.4-1 indicates that during the earthwork construction period, the

construction noise in the daytime at places 120m away from the operation point of

construction machinery can meet the standard limits of 75dB (A) specified in the

"Noise Limits for Construction Sites" (GB12523-90). During the decoration

period, the construction noise in the daytime at places 120m away from the

operation point of construction machinery can meet the standard limits of 65 dB

(A).

Table 4.3-1 Intensity of Sound Sources from Transport

Vehicles During Normal Use

Name of Noise Rating Leq (dB (A))Construction

Machinery lOm 30m 60m 120m 220m

Bulldozer 76-82 66-72 60-66 54-60 <40

Excavator 76-84 66-74 60-68 54-62 <40

Shovel loader 76-82 66-72 60-66 54-60 <40

Pay loaders 81-84 71-74 65-68 59-62 <40

Rock hammer 82-85 72-75 66-69 60-63 <40

Diesel Fuel 90-109 80-99 74-93 68-87 44-63Pile Driver

6t) it M -ji ?T9 i it R 193THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Drop hammer 94 -105 84-95 78'-89 72 - 83 48-59pile driver

Grader 78-86 68-76 62-72 56-64 <40

Road roller 75-90 65-80 59-74 53 -67 <45

Concrete Mixer 70'-86 60-76 54-70 48-62 <40

Truck 72-82 62-72 56--66 50-60 <40

Riveting machine 82-95 72-85 66-79 60-73 <49

Tractor 75-90 65-80 59-62 53 -68 <45

Mobile generating 75'-88 65'-78 59-72 53'-66 <45set

Vibrator 70-82 60-72 54-66 48-60 <40

Winch 84-86 74-76 68-70 62-64 <40

Heavy-duty crane 85-95 75X-85 69-79 63-73 <49

(3) Demolishing and civil work construction noise

During the electrification renovation, not only will a lot of existing buildings will

be demolished, but also many new buildings will be set up. Much of the

construction noise will be generated during the demolishing and building process.

Please refer to the Table 4.3-2.

THE SECOND RAILWAYS SURVEY H DESIGN INSTITUTE


Table 4.3-2 Sound Source Strength of Construction Noise

Construction Floor Floor Loading Pounding Electric Electric Electric Terrazzo3beet Stee Steelwortound Source Removal Smashing and of Drill Grinder Saw Drill Machine Forming

Transport Rodof Ballast

Distance ofmeasuring 25 25 10 7 1 1 1 7 10 10point (m)

ource strengt 94.5'- 100.4- 92.4-97.675.1-84 3.5-96.f 89.9' - 1.5-99.7 '14-98' 94.15 91.3'-Leq (dB (A)) 100.2 105.4 10467. .- 8.35''6 .3 '9 149. 108.5 128.9

Spectral Medium- Mdu-Mdu eimMdu-Hg Medium- Medium- High Highl ~~Medium- Medium- MedimiMdiu High Mdu- eim

characteristics high high feunyrqecy high feuny high high frqecfeunyfrequency frequency f equency frequency fequency frequency frequency

According to the timetable for the construction period, most of the construction

periods for the construction areas are relatively short, so the duration of

construction noise impacts will also be short. However, the degree of impact is

very high according to Table 5.4-1 and Table 5.4-2. Both the sound source and the

distance from surrounding sensitive spots determine the impacts of the

construction noises.

2) Forecast on influence of acoustic environment during operation period

(1) After the electrification project, the factors that will raise the change of

environmental noise are:

The number of pairs on the entire line presents an increased tendency in the shortand long-term. Except in the junctions and some speed-limited areas, the speed ofpassenger train on the main line will increase to 200Km/h, Speed of SS9 traction

as) !fi ffi -_ J V QR it 1E 195THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


passenger train will increase to 14OKm/h-16OKm/h,and the train running exposuresound level will rise. Please refer to the Table 5.6 for the intensities of major railwaynoise sources.

The fixed traction number of freight cars increases from 3300t and 3500t to 4000t,the number of through and sectional freight train units increases by about 50, thenumber of pairs of freight car presents a decreased tendency, The speed of freightcars will also increase to 80Km/h except in the junctions or speed-limited areas, thetrain impact exposure sound level will rise. Except for the reduction in the number oftrain pairs in the Jinhua Region and Yingtan Junction, the volume of passengers andfreights on the entire line will all show an increased tendency, the exposure time oftrain running will increase as well. About the volume of passengers and freight,please refer to Table 2-2, which including 13 passengers train in short term and 15passengers train in long term. Please refer to the Table 5-7 for the change of eachsection. Please refer to the Table 6-7 for the change of railway transportationcapacity and volume.

Since the protective barrier will be set up at the 140Km/h sections of the line, theeffect from the train whistles can be largely reduced.

The gapless track will be laid in the line, the exposure sound level of train wheeltrack noise will decrease 3-5d.

After the diesel traction has been changed into electric traction, the noise from trainhead will be noticeably reduced. According to the current situation and analogmonitoring and statistic results, the passage noise of electric locomotives are similarto the vehicle noise; and the passage noise of diesel locomotives are usually 3 to 8dBhigher than vehicle noise.

© New project shall be the section (round and take the straightened section) of newbuild or rebuild. Railway noise shall be the main noise sources of this section alonewith the construction of the project herein.

(2) The invariant factors before the project are:

(XD The features of noise source radiation in each existing section and depot are invariant.

© The basic relationship of relative location between sound source and assessment spotswill remain unchanged except some of the lines in the renovation.

®v: t M M = m V Q it r 196THE SFCOND RAILWAYS SURVEY & DESIGN INSTITUTE


3) The running speed of passenger and freight trains in Hangzhou, Nanchang, Yingtan

and Zhuzhou Junction will also basically remain unchanged.

(A) The surrounding environmental situation of the sensitive spot will be invariant, whichmeans the background noise will also be invariant.

(2) Forecast method

The noise forecast in this time will employ the method combining both module

method and analog monitoring. For the sensitive spots rebuilt and extended based

upon the existing foundation within Hangzhou, Nanchang and Yingtan, etc. Functions

along the line, since the surrounding landform and distribution of building has little

change along the existing line, the noise forecast will calculate the equivalent sound

level A of environmental noise in each forecast spot based upon the adoption of

analog monitoring on source intensities and combination of designed annual

operation working volume.

Lp = Lpo - K lg(r/ro) - Lc

(1) Forecast Mode

(D Sound level calculation mode

In the formula:

Lp-- Sound level (dB) of sound source at the forecast spot (r m from the

sound source.);

Lp,-- Sound level (dB) of sound source at the reference spot (ro m from the

sound source);

aS) in %A -1- a V t11i- R 197THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Lc-- Correction sound level. According to the "Technical Guidelines for

Noise Impact Assessment "(HJ/T2.4- 1995) and "Acoustics--Attenuation

of Sound During Propagation Outdoors Part 2: General Method of

Calculation " (GB/T l 7247.2-1998).

K-- Sound level geometrical attenuation coefficient, according to the

relationship between geometrical dimension of sound sources and

propagation distance, locomotive whistle, locomotive radiation employs

K=20, wheel track noise employs K=10.

0 Equivalent sound level calculation mode

n

Leq= IOlg[J 100°Lb *t,]lTi=l

In the formula:

Leq-- Continuous equivalent sound level A (dB) in the forecasted period of time;

T-- Forecast period of time (S), daytime T=5.76 X 10 4, nighttime T=2.88 X 10 4;

Ti-- Accumulated actuation duration (s) of type i sound source;

Li--Sound source (dB) of type i sound level at forecast spot;

( Explanation of forecast error in forecast mode

According to the comparison between calculation results and actual

measurement results, after the count and analysis, the error of

above-mentioned forecast mode is ± 1.6dB.

vc it A = 9 % R;l- r 198THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


(A) Technical conditions for forecast

Forecast period of time: The short term is 2011 and the long term is 2016.

Traction type and Traction quality: Passenger car is of motor train unit and SS9

electric locomotives traction, freight car is SS4 electric locomotive traction, and the

Traction quality is 4000t.

c. Length of train

According to the fixed number of locomotive traction and passenger car units, the adopted

train lengths are forecast calculation in Table 4.3-3.

Table 4.3-3 Length of Passenger and Freight Car

Unit: m

Passenger Car Freight Car

LineLg ..Cruising Through Train

Distance Intercity Spee and Local WayLostangce nerit Speed Train Freight

Zhejiang to Jiangxi,Beijing to

Kowloon, Beijing 400-450 225-300 260 715-744 440-500to Guangzhou,

Shanghai toHangzhou

d. Train running speed

Please refer to Table 4.3-4 for details.

6 V; A & M=g - m m Q tR k 199TUIE SECOND RAILWAYS SURVEY & DESIGN INSTIrUTE


Table 4.3-4 Table of Train Running Speed

(Unit: Km/h)

With the StationsPassing Trains,

Type of Train Sections outside ofStations Though l

Mainline ~~~~Throat AreasMainlinel

Freight car 60-80 3060 <35

Passenger Car 140-200 120-200 <120-200

e. The distribution of car running in daytime and nighttime

Currently, the distribution of passenger and freight cars flow volume is

well-proportioned, the car flow volume is 600%o-70% in the daytime and

30%40% in the nighttime, the flow volume of cars in the daytime at Hangzhou,

Nanchang, Zhuzhou and Yingtan Junctions can reach about 80%. The noise

forecast assessment is carried out according to the statistical results of the

current investigation on car flow volume and analog investigation results.

f. Train whistles time

Noise forecast will not consider the whistle of locomotive on line of whole

close down, and to ensure the accumulated whistle time in the daytime and

nighttime according to related regulations in the "Regulations for Technical

Management of Railways" for speed- limited section.

g. Noise source intensity

The design of ZheGanLine Railway Line employs 25m rails in 60Kg/m, the

D id S -_ a V i~ 4t r 200THE SECOND RAILWAYS SURVEY & DESIDN INSTITUTE


running speed of passenger cars is 20OKm/h, 140Km/-160Km/h and 90-120Km/h on partial speed-limited section, the running speed of freight car is 80Km/h.For the section with speed of 200Km/h, this assessment plans to employ theexisting noise source intensity of running high-speed trains which defined inPre-research on evaluation of circumstance for Beijing to Shanghaihigh-speed railway to ensure the conclusion of research. For the section withspeed of 14OKm/-16OKm/h and 120Km/h, this assessment plans to employ theexisting source intensity data of high-speed trains inGuangzhou-Shenzhen-Zhuhai through quasi line to carry out noise forecast withreference to the results of "Research on Noise Transmission Laws for TrainOperation" published by the Northern Jiaotong University. The working sourceintensity in stations along the ZheGanLine Railway Line is by the data of currentmonitoring. Please refer to the Table 4.3-5 for the noise source intensities.

Table 4.3-5 Intensity of Noises Source on Main Railway

Item Souind of Operating Location of the AveragelItem Sound Sr nl>ntate Measuring Point ^Sound Description

Source Sae MauigPnt Level

Arriving anddeparting

trains fr.om 15-30Km/h 30m away from 62-72 U t ethe station the central line Used the exosti t

Station throat and materials of thearea center Zhejiang to

Jiangxi Line

Passing train 50-80 Km/h 30m away from 76-82the central line

Passing Freight Car 70-80 Km/h 30m away from 83-86 Materials of thetrain, the central line Source strengths

mainline of thesection Guangzhou to

Shenzhen andCassener 120-160Km/h 30m away from 85-89 Zhuhai throughPassenger the central line trains

TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Refer toPre-research on

evaluation of30m away from circumstance for

200 Km/i'h the central line 88.1 Beijing toShanghai

high-speedrailway

106 High frequency

Locomotive whistle 30m away from forward directionthe central line

102 Lateral high frequenc

Broadcast speakers within Distance 15m 88-92 Single forwardthe stations direction

Retarder Distance 15m 88-106

3) Forecast results of railway noise

The forecast results of railway noise in each assessment spot within this noise assessment

scope are listed in the Table 4.3-6.

®! 2K i0 2 - m I it 1 202THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

Table 4.3-6 Noise Forecast & Evaluation Sheet of the Entire Line

z Position Forecasted Current Forecasted Amount0 Relative to Value-Current Standard Value Exceeding

r the Railway Value Noise Rating Noise Rating LA,(dB) Standardsi m L)d) A( (dB) (dB) % Factors in the

CD ~ ~ ~ ~ ig ih h ~ ~Fluctuation ofo-!Y. o~ X U = cDay Day Day ig Day Night Day Night D- Railway Noise

0~~~~~~O Ro X t: S V5 0~~ time time time time time time time time time time c

Short 73.6 72.9 10.8 11.0 3.6 2.9 More Increase of 22Bailutang of 11 1 3 tr 68 619- 70 70 than 100 passenger trainsXiaoshan teog 74.2 73 . 61.9 115 70 2 3.4 Househol and decrease of 2village ____term _____________ds Ifreight trains in the

Gaotianchen Short 60.2 1.4 0.2 short-term.Primary 2- 5 3 term 60. / .4 60.0/ 104 Increase of 42School of Long 58.8 2I 160 9 Peoples passenger trainsLinpu t-rm3 60.9 / 2.1 / 0.9 = and 4 freight trainsGaotianchen Short 73.5 72.8 10.3 10.4 3.5 2.8 More in the long-term.of Linpu term thn12_are_sed_auvillage, 3-1 15 -3.5 63.2 62.4 70 70 than 120 of passenger train

C DXiaoshan Long 74.1 73.3 10.9 10.1 4.1 3.3 Househol is 200 Km/h.(old district)____trdsi20KmhO Xinzhatou 4-1 15 -35 Shodt 73.0 72.3 11.2 11.6 3.0 2.3 More

0 D village of temthan 50!? ~~4-1 15 -35 -er 61.8 60.7 ~- 70' 70 Ho-eo- Jmihuatown, teormg 73.6 73.0 11.8 12.3 3.6 3.0 ds

Fanlichen of Short 73.6 72.9 7.9 8.3 3.6 2t9 Morevinlage 5-1 15 -2.0 tert 65.7 64.6 70 70 3.6 60

village ~~~~Long 74.2 73.4 8.5 8.8 4.2 3.4 Householtermt_ _ _ _ _ _ _ _ _ _ ds

Zhujiata of Short 73.6 72.9 8.4 9.7 3.6 2.9 MoreLinpu 6-1 15 -3.5 termn --- _ 65.2 63.2 70' 70* than 380

Village ~~~~Long 74.2 73.4 9.0 10.2 4.2 3.4 HouseholVillage ~~~ ~~~~~Iterm II I I Id

Xieayiu of 7-1 15 4.0 Shon 73.6 72.9 62.8 61.2 10.8 11.7 70 70 3.6 2t9 MoreMeici term than 70

6N RWAY S _ SIUN NTIT 203THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

village, Long 74.2 73.4 11 4 12.2 4.2 3.4 Householzhu it ___term 72 7414 22 ____ ds

Quamniansh Short 73.6 729 16.1 179 36 2.9 More

village, 8-1 15 -3.5 tern 57.5 55.0 70* 70' than 110an oe,it 3 Long 74.2 73.4 16.7 18.4 4.2 3.4 Househol

°Zhluji C ityb ___ 1 __ -2.0 term 73__ 6___ 72_ 9__ 578 5.d64s 0 0 36 29 6 2Zhanghuang Short 73.6 72.9 10.8 18.9 3.6 2.9 Moreof Zibu 15 -20 term 76 9 8 540 13 than 120

villa9e, Long Househol

Zhuji City term 741. 194' ds

Pingxi of Shrt 73.6 72.9 10.8 11.5 * 3.6 2.9 thar20Zibu village, 10-1 15 -2.5 term - - 62.8 61.4 70* 70 thoaneho0

Zhuji City Long 74.2 73.4 11.4 12.0 4.2 3.4 dHousehol

T}IF_______________ _ SE Dter RAILWAYS SURVEY _ _ ____ _ INSTITUTE

TIESECOND RAILWAYS SURVEY &DESIGN INSTITTE 2)0 4


z Z Position Forecasted Current Forecasted AmountZ 5 o Relative to Noise Value - Standard Value Exceeding x5

CD H o o the Railway Value LAeq RatingLA, Current Noise LAeq (dB) Standards cD

(in) (d ) (dB) Ratin (dB) (dB) m Factors in the

CDn <5> PRI C I N' 5 o Fluctuation of

Day Da Day ighDay Day Night Railway Noise

NighDaNighy NightDa NihDay t t t~~~tie imtime time time time time time time time R2

c t 0 - 5 5 tie t

FoSanyang ofShort 72.5 71.9 8.2 10.0 2.5 1.9 MoreZhuji City term .than 100

, Zibu village, 11-1 20 f-5.5 64.3 69. 70 70 Hho t

o Zihl gieCit ~~~~~~~Long H327. 27 1 . ouschol s20K/

as ~~~Zhuji City Lon 73.2 72.4 8. 053.2 2.4teorm 8. 05ds

N FrBack Short 70.9 70.3 9.4 10.8 0.9 15 3 MoreGahSongjia of12-1 40 5. term 615 59.5 70 55 than 100 Increase of 22

Zibu village, Long 71.9 71.2 10.4 11.7 1.9 16.2 HouseholZhuji City term_________________ ds and decrease of 2

61Front Short 75 7 1More freight trains in theSon ofi13-1 term tha_10_hor-trmsZibu kHe villag 15 20 -5.5 S ho 60.7 58.4 707 70 3 than 120 shorterm.Zoibuvlage Log 7. 241. 4032 24 Househol Increase of 42

Zhuji City ter 3 __2 __72 _ __4 12__5 14___3_2 2 ds passenger trains

E Back Short 725 7. 20 1. . . oe and 4 freight trains)Guanzhuang term n 30 5

E of Zibu 14-1 20 -5.5 60.5 59.0 70T 70thn0E The lgerm._nLn Houschol Tre pe au

CD village, Long 72.4 12.7 13.4 3.2 2.4 of passenger trainZhuji City term 3. ds is 200 Km/h.

Front Short 73.6 72.9 11.3 14.5 3.6 2.9 MoreGuanzhuang term ta 2of Zibu 15-1 15 -6.0 Log62.3 58.4 70* 70* tHans120

village, term ~ ~~74.2 73.4 11.9 15.0 42 34 ds____Zhuji City tr

RIg~Fu & Fan Short7367.141 6936 29 More Increase of 22- ~~~~ village oftem _ than 130 passenger trains

Datang, ~16-1 15 -4.0 tem59.5 56.0 70* 70* Hueo n eraeo ~~~~5 0 ~ ~ ~ ~ ~ ~ Log 74.2 73.4 14.7 17.4 4.2 .3.4 d rih risi h

o Zhuji City term d rih risi hoHe village Short More short-term.

_____ ______ of Datang,17-1 15 -5.5 73.8 73.1 66.8 65.4 7.0 7.7 70* 70* 3.8 3.1 thn10Ices of4

1- -M _- a v 4 it R ~205

Zhuji City Long 74.4 73.6 7.6 8.2 4.4 3.6 Househol passenger trains

term Ii __ _ 18-1ds and 4 freight trains

Xiajianlu Short 73.6 72.9 12.3 14.0 3.6 2.9 More in the long-term.

village of 1-1 15 -45 term 61.3 58.9 70 70 than 140 Target speed value

Datang, 1 Long 74.2 73.4 12.9 14.5 4.2 .3.4 Househol of passenger trainZhuji City term ds is 200 Kmi/h.

Dashitou Short ~~~73.6 72.9 13.8 15.5 3.6 2.9

village, term Mr

Jiyang -1 -m 5 56 70 700 than n

street,HZh 191Long 74.2 73.4 14S4 170 4D2 .3.4NCity term ds

Houfan Short 70.9 70.2 10.7 12.0 0.9 0.2 85

village of 201 3 45 term 60.2 58.2 70 70 Househol

Wangjiajin, Long 71.013 1281. .0 dZhuji City term 11 2 5 10 d

TESECOND RAILWAYS SURVEY & DESIGN INSTITUTE


z Z PoiinFrcse Current Forecasted AmountReaie ote . Vle Noise Value - Standard Value 'Exceeding Z

Railway (in) ~~~~ LA~~(dB) Rating Current Noise LAeq(I:11) Standards C

CD _ A(B atn(B __ (dB) % Factors in theCD 'a . ~ Fluctuation of

-. ~~~~~~~~~SCD a ~~~~~~~igtDayti Nigh i Nigh ay'Night aCD timeyt me . me time mime time ~

CDa - me me time time C

~~ ~~ iS1houses teShor 63 72.9 15.1 16.7 3.6 2.9 More~~ l3houses term 6 ~~~~~~~~~~~~58. 56 than 330

0 ~~~~village of 21-1 15 -4.5 5. 0 0WaDjiatermon 24 73.4 515.7 17.2 4.2 .3.4 Househol Increase of .22

C haokengy Short___72_ and decrease of 2Chlageoken Short 72 71.9 5.13.5 14.9 2.5 1.9 150 freight trains in thevailage of 1 30 -. term 73 _____ 57.0 70 70 Poles short-term. Increase

Zhuji City ___ termn 2 72.4 14.2 15.4 3.2 2.4 Po of 42 passengerYijing Short 73. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~trains and 4 freight

Yijing Short 73. ~~~72.9 15.0 16.1 3.6 2.9 More trains in thevillage of 23__3___5 _ tri 6__ _____6__r- 0 0 than 450 long-term. TargetPaitou, 231o0n4. gtr 64 73___4 56 56.8 70 70 .2 .3 Househol sedvleoZhuji City term 2 7341. 6642 .4 ds sedvleoDazhuang Short 61. 60.7 2.4 3.1 1.4 10.7 More pasege trainh ivillage of 24-1 100 -45 term -4 59. __ 57.6 60 50 Houshol20Paitou, Long 62. 0 HueoZhuji City term 1 61.4 31 3.8 2.1 11.4 ds ________

Dazong Short 61. i More Increas-e of 225- village oftr 61 405.61. 1.1 than 100 passenger trains

of25-1 60 -40 ter 8- _ __ 7 55.5 60 50 Hueo n eraeo o ~~~~ Paitou, Long 62. 8 Hueo n eraeo Zhuji City term 4 ~~~~ ~ ~~~~61.7 4.6 6.2 2. 1.7

p Zhuji City term 4 -~_ _ds freight trains in theS.gyuan Short 73. ~ ~ ~ ~~~~ ~~~~~~~~~3 29 More short-term. Increase

vilangean Short 73 72 51.91. than 80 of 42 passengervillage of 26-1 15 -4.0 tem 6 ____ 5. 54.8 . 70* 70* Hosh-tan n rihPaitou, Long 74. 5Hoshl tan ad4frit

Zhuji City ~ ~~~~~73.4 14.7 18.6 4.2 3.4Zhuji City ~~~~~~~~term 2 ___ __ __ ds trains in the

Yuanjia 271 2 35 Short 72. 719 71. 665 07 54 70* 70* 2.5 1.9 More long-term. Target____ ~~~village of If 20 3. term n1. 8 ~6.~07 54~than 60 speed value of

MI = t *it m 207TH EOND RAILWAYS SURVEY & DESIGN INSTITUTE

Anhua, Long 73. 72.4 1.4 5.9 3.2 24 Househol passenger train isZhuj i City ____ __ ___term 2 72.4_ 1.4 59_3__2_4 ds 200 Knmh.

I ~~~~~Wangdian Short 73. 7319.2 9.9 3.8 3.1 More

I village of 28-1 15 -2.0 termn 8 73 64. 63 2 70' 70 tousehol Anhua, Long 74 73.6 6 9.8 10.4 4.4 3.6 Hou sehol

0. ~~~~Zhuji City term 4 ds_ _ _ _ _ _ __ _ _ _ _ _ _ _

TESCNDRIWAYS SURVEY & DESIGN INSTITUTE20

Table 4.3-6(continued)

z z e Current Forecasted Amount 3 ZES~~~~~; Foreaste I

o o ~~~ ~~ Value =.Noise Value - Standard Value ExceedingW 0 ,"Le d) RatingLA,q(d Current Noise LA,q(dB) Standards m Factors in the

i ° o (> Fo o HXa Vale 3 B) Rating(dB (dB) S a _ 0 Fluctuation ofX e o- w t <0 lle i Ngb Nigh H. Railway Noise

E' ~ ~ ~ ~ ~ Dy Nigh Dy Nigh D Nigh Dy NgtDay Night -~~~~~2. Dy a ayDa Nih

(IQ ttime time time time time time time I

Puil mg 292 30 temm68 0 66 30 9 / I d time timSG ti-e2

Wangjiatan Short 73.6 72.9 2.2 3.2 3.6 2.9

Arjhua 30- 15 -2 0 termn7 34 5 67 1. 677 0 42 34 tm10i h ogtrn

Xdmgw E1.2-1 175 -. 0 S 71.4 69.7 70 70 -0 LongLog 74.2 73.4 2.8 3.7 4.2 .3.4

term0e Xiali Short 66o. 0 8.4 / /re

village of term 68.7 6th7 53 0.4 than 120

Pujiang Househol Increase of 2229-2 30 5.5 68.0 66.3 70 70 ds pasen er trains

Long and decrease of 2teH6. 67.3 1.2 0.9VEYfreight trains in the

short-term.

______- __ __ _____ Increase of 42Wangj iatan Short 73.6 72.9 15.1 16.2 3.6 2.9 More passenger trains

g village of 30-1 15 -2.0 term 58.5 56.7. 70* 70* than 170 and 4 freight trainsAnhua, Long 74.2 73.4 15.7 16.7 4.2 3.4 Househol in the long-term.Zhuji City ____ term_____n_____ ds Target speed value

>G"Ig ViLll Short 73.6 72.9 5.1 7.5 3.6 2.9 More of passenger trainof7heo-; 1- 15 2. term 68.5 65.4 70* 70* than 100 is 200 Km/h.

419 31- 15 2.0 Long 74.2 73.4 5.7 8.0 4.2 3.4 HouseholCily term _ _ __ _ _ _ _ ds

XlPigAShor 73.6 72.9 3.2 / Morevlak of Suxi 32-1 1 5 -3.0 tr 58 56.4 - - 60 thoaseho0JitmCity Long 74.2 73.4 3.5 Hoseo

term ____ds

New Shilibei Short 6. 64313 183/ More New station,station village term 6. 4 33 1. than 80 Increase operation

33-1 30 1.5 -53 46 70 70Hoshl n aril&ofw Long 66.6 64.7 13.6 18.7 / ds leaving of train;

33-2 60 0.0 Sot63.7 62.4 55 479 8.7 14.4~ 70 5 . nraebodat_____ __________ ~~~~~~~~term whistle, etc.


Long 64.2 62.8 8.2 14.8 / 7.8term

Long 72.0 69.8 -1.4 +0.1 2.0 /term ____

Short 71.8 69.6 -2.6 -1.3 1.8 /

34-1 20 2.5 terr 72.5 74.4 70.9 - - - 70* 70* -cn ~ ~ ~ ~ ~ ~ ~~ og 72.5 70.3 -1.9 -0.6 2.5 0.3 Ices f 2

CD term passenger trains

o: Xiuhu Short 68.0 66.9 -2.6 -0.2 / More and decrease of 2

Residential term _ _ than 800 freight trains in te

Area, Long 68.6 67.6 -2.0 0.5 7 7 Househol short-term.

Yiwu City term ds Increase of 4234-2 30 2.5 on70.6 67.1 70 70 psegr tan

Long 65.3passenger tras653e4. 08n.0/and 4 freight trains

Long 7 65.8 0.9 in the long-term.711t5.e09 .81m /Target speed value'

Shengli Short 72.1 66.7 -0.3 0.7 2.1 11.7 More of passenger train

Residntia 35- 40 1 1,term ____ 72.4 66.0 70 55 than 600 is 200 Km/h.

Aridenial Long 72.3 67.2 -0.1 1.2 2.3 12.2 Househol

Ara Lon . Househoitl 2t

Yiwu City term & DFSIGN_INSTIds

210TESECOND RAILWAYS SURVEY &, DESIGN INSTITUTE


Z Z Current Forecasted Amount >r S m z _ S.~ R 08 m Forecasted Noise Value - Standard Value Exceeding W -q

0 0 Value )i ( Cre i -N2sGuan tangRatngLAB) Srrnt 7Noise LA3(dB) Standards .o a3u gk 37- 15 1tn 06. (dB) 46s

C -. Day~~~~~~ ~ Nigh Dy Nigh Dy Nigh vT time time tierm D Day Night Day Night CD

a Pnmary Long 62.8 /t0.8t/m2.8m/time time time time s l

Guantang Short More tancoGu Antang Short 73.6 72.9 14.7 16.4 3.6 2.9 More thanSiaYtu36-1 15 -4.0 term 58.9 56.5 70* 70*14

village, Long 74.2 73.4 15.3 16.9 4.2 3.4 HouseholdYiwu City term ___s

Guantangk Short 73.6 72.9 3.1 4.2 3.6 2.9 More thane village, 37-1 15 1.0 term 70.5 68.7 70* 70* 120Yiwu City Long 74.2 73.4 3.7 4.7 4.2 374 Household tncrease of 22

Yiting Sho~~~~~~trt passenger trainsYiting Short ~~~62.4 /0.4 /2.4 Iand decrease of 2

Town 3- 0 term 62.0/ 660 6/ 938 frei'ght trains inPrimary 381 10 5 Long 62.8 / . Pols the short-term.School ___ term

-_ -_ I --- - -~~ ~~ ~~~~~~~~~~~~-- Increase of 42Anviage of 42-1 20 15 Short 73.6 72.9 13.1 14.3 3.6 2.9 More than passenger trains

m ~ village, term ___an_4_regh

C- Yiting 39-1 15 -1.5 60.5 58.6 70* 70*10an 4frihtown, ~~~~~~~~~Long 7. 7341. 148.2 .4 Household trains in the

town,term 7. 341.7 1. . . s long-term. TargetYiwu City spevau.fDuitousan Short 73.6 72.9 13.4 13.7 3.6 2.9 More than passenger train isvillage, term10 20 mhTangya 40-1 15 -2.5 Log60.2 59.2 70* 70* 100u 20eKmlhtown, Long 74.2 7341. 424.2 3.4 HosehlJinhua City tr H-uanghe Short 68 63118 2638 131 More tha_n

vilageof41-1 70 -3.0 term 61.9 60.5 60 50 8Dongxiao, Long 64.4 63.7 2.5 3.2 4.4 13.7 HouseholdJinhua City __ _ _ _ _ _ _ _ _ term __ _ _ _ _ _ _ _ _s

Xixnu 42-1 20 -1.5 Shr 72.5 71.9 71.5 70.8 1.0 1.1 70* 70* 2.5 1.9 More than Decrease of 1 village of term 60 passenger trains

QS)~~~~ = iS g - T 211THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

Ji hua lty erm 73.2 72.4 1.7 1.6 3.2 2.4 5 tipshort-term.

________ _______ ~~~~~~~passenger trains

Dongxiao, 43-1 20 -2 0 SLong 73.25 2 24 747* 70* -.52. 1 ind thceae in of~

Jindong Shorn 725 719 01 15 25 19 More than 10 freight trains

village 43-1 20 2 300 long-term.

Dolngxuao City term72 0.8 2032 24 Household Target speedJihu Ctte s value is 200

Km/h.

SURVEYX_ m DESIN INSTitUTE212THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


z Z ~ Forecasted Current Forecasted Amount0 - Value Noise Value - Standard Value Exceeding z

CDoo 3 ¢ : L'dB RatingLA,(d Current Noise LA,(dB) Standards0 1~~~~(0 - E

o o > c g: e Aeq B) Rating(dB) (dB) 5 Factors in theCD 'ZJa CD o Fluctuation of

N N ~~~~~Nigh Railway Noiseo* R< Day Nigh Dy Nigh Day Day Night Day Night Rl

= Day~~a 'h D D

O time time time time time time time time time timer i aBArdahunlUtah Of 44-1 70 I Long 61 n / 6L4 / -n 4 / 60 / 2 0 2 4 2'0epasscnger tram

- a~~~D

Short 61.0 /-0.4 /3.2 2.4

a ;) ZheJinhua 44-1 70 1 term 63.7 61.4 / Decrease o 1

Ad<> umvslt Lotm 62.0 / 1.0 / 2.0 / passenger trains

X~~~~Bac of tSehrtn 60 222-0 /0 and 32ecreighto

a idlthe Short 63.7 / 1 6 / Peoples and3 ight63.7 1.2 3.7 ~~~~~~~~~~~~~~trains in thehi 4g-2 t0 10 62.5 short-term.

a :: ~ ~_Uterme__i_y_L_n_Y U r7 Long 63.2 / 0.6 I 3.2 Increase of 18- Short passenger trains

CD 9 60.2 I -0.6 I 0.2 / and decrease ofa Jinhua City 45-1 140 -1.5 terong_ 60.8 / 60 / 26 freight trains

-. 2 X ,, Sangtiansh 46-1 30 -4 0 long 61.2 I 0.48 68 1.264 I O 2.4 70 701/ / More than in the long-term.~~~ No 18 term ______ _____ ~~~~~~~~~~~~~~~~~~~~~~~~~~600 Target speed

Middole Shortn 61.9 I-0.7 /1.9 / Peoples value is 200

School ~45-2 140 10.5 terong __ 62.6 /60 /Km/h.Long 63.2 / 0.6 / 3.2 i

a t~ SaCOngtiansh Short D More than Increase of 24

~ _______ village 46-1 30 -4.0 69.4 68.8 68.4 664 1.0 2.4 70 7 0psegrtan

TH ECOND RAILWAYS SURVEY & DESIGN INSTITUTE21

Qianxi, Household and changeless ofJinhua s freight trains in

the short-tern.

Increase of 44

Long passenger trainstem 70.1 69.5 1.7 3.1 0.1 Iand changeless of

term ~~~~~~~~~~~~~~~~~~~~~~~~freight trains in

the long-term.Target speedvalue is 120Krn/h.

Sangchen Short 711 70.5 1.3 2.6 1 05 More thanvillage of 47-1 25 -4.2 term 71.1 71 69.8 67.9 1.3 2.6 70* 70* 1.9 1.2 100

Qianxi, Long 71.9 71.2 '2.1 3.3 1.9 1.2 HouseholdJinhua termr sMache Short 72.1 71.4 3.4 3.6 2.1 1.4 More than Increase of 24

village of 48- 1 20 -5.0 term 72 68.7 67.8 70* 70* 50 passenger trainsvilagei ofn 72.8 72.0 4.1 4.2 2.8 2.0 Hueod and changeless ofJinhua term -. . _ freight trains in

Short 64.5 60.4 1.3 0.5 / 5.4 the short-term.Distrietial 49-1 60 1 Lon 63.2 59.9 Increase of 44Jistnhuaof term 64.9 60.9 1.7 1.0 7 5.9 More than passenger trains

Hoisting Short ---- 70 55 200 and changeless of

Equipment term 66.0 63.3 65.6 62.5 0.4 0.8 7.3 Household freight trains inPlant 49-2 60 13 Log6. 25sthe long-termn.Plant Long 66.5 63.8 1.0 1.3 / 8.0 Target speed

term value is 200Short 72.1 71.4 17.1 22.0 2.1 1.4 Kn/h.

Houzhusha termn village of 50-1 20 -3.0 55.0 49.4 70* 70* More thanTangxi, HooneholdJinhua City term 72.8 72.0 22.6 2.8 2.0 Household

m it M IV a fl - rx 214THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

Table 4.3-6(confinued)

Z Z Forecasted ~~~~~~~~ ~~~~~Current Forecasted Amount0 au A Noise Value - Standard Value Exceeding

o ~~~~~~~~~ < ~ Vau LqRatingLA,, Current Noise LA, (dB) Standardsm ~ d)(dB) Rating(dB) (dB) ____ Factors in the

' a:a CD -p Fluctuation of-. ~~ Day Night yD ayiDayNNightCDay Railway Noise

:3 ~ ~ ~ ~ ~ ~~-~ time time tim tm tietime time time time time C.CD ti eti eC

CDa e

Shaoj ia Short 73.3 72.6 8.8 10.2 3.3 2.6 Increase of 24village of term IMore than passenger trainslake town,64 5 and changeless ofLongyou, 51-1 15 -3.5 64ng. 62.4 70* 70 150eho freight trains in the

Quzhou term~Lon 74.0 73.2 9.5 10.8 4.0 3.2 Hosehl short-termn.

City Increase of 44passenger trains

Longyou Short 69.0 68.4 9.5 9.7 / 13.4 More than and changeless ofShitagang 51 40 60 term 5.58.7 70 55 440 freight trains in theResidential 521 4 60 Long 697 6. 02 04I 1. Househol long-term. TargetArea ______ term ____________ __ ds ___speed value is 200

Pushan Short Km/h.a ~~~~~~~~~ ~ ~~~~~71.1 70.5 1.4 2.0 1.1 0.5village of termMoeta

EL Zhanj ia 69.or 150o a town, 53-1 30 -1.0 6.68.5 70 70 5

0 Long U,71.9 71.2 2.2 2.7 1.9 1.2 HueoQuzhou ~~~~term ds

city

Guishantang Short 70.4 69.7 1.4 1.7 0.4 I More thanvillage of term ___69. 68.016Longyou, 54-1 30 -1.5 Ln 680 70 70 160eho

Quzhou te~~~~Lng 71.1 70.5 2.1 2.5 1.1 0.5 Hoseo

city _ _ _ _ _ _

Anren Short 615. 015428Junior 61.5 1700.70/I60rm 1.50/ PeoplesMiddle 551o70 1. ntr 60Long 61. 0.9 /1. /School term rI

TH EOND RAILWAYS SURVEY & DESIGN INSTITUTE21

Shoer 62.2 62 / 02 / 22 _55-2 170 1 0 term 69 2

Long 62.5 3 0 05 2 .5

Qijia village Short More than

of Ke zone, 561 40 5 term 69.2 687 6 68 05 14 / 13H6 140

Xiguokeng 56-1 40 -5.0 tm 690684 6 5675 6 12 70 55 t t39 °oue l

Quzhou -- Long 69- 672 70 9514 HouseholCity ___term 699611 9I 11 ds

Zhangjia Short 73.0 72.6 10.5 14.6 3.0 2.6 More thanvillage of term 5 62 58 1 70* 70* - 260Ke ° °zone, 61 65 -3.5 Long 9.2 70 70 HouseholKe 573.6 73.0 11.1 15.0 3.6 3.01d.Quzhou ~~~~~~~~term dCity__________ _

Short 70.1 69.4Hu village term More thanof Ke zone, 58-1 30 -3.5 61. 57.6 8.3 11.8 7 70 0.1 / 60Quzhou Long 70.7 70.1 8Householcity term... ds

___________ 8.9 12.5 ~~~~ ~~~~~~~~~~~~~~~~~~~~~~0.7 0.1

Xiguokeng Short 606845.8 11.9 / 13.4 More thanof Ke zone, 59-1 40 -5.0 term 69.0 8.4 6 70 55 60

Quzhou ~~~~Long 67689 26.5 12.4 / 13.9 Householcity __ _ term __ __ _ _ ds _ _

Xinye Short 69.0 68.4 7.2 12.6 / 13.4 More than

village of term 61 7 5 100Ke zone, 60-1 40 69.7 68.9 8 55. 80 5 oueoQuzhou Log 676897.9 13.1 / 13.9 Hueo

~~~~ ____ ______ ______ term ___ ___ds

S 66.7 63.5 12.7 15.5 /

term 544O0 7 More thanv illin 6113f3 Ln 67.6 64.1 13.6 16.1/ / 15term __ _ _ _ _ _ _ _ __ _ _ _ _

Ke~ zone,-tr 6 496 0dQuzhou Sot65.2 61.7 9.2 12.7 5.2 11.7 Hueo

Long 66.0 62.5 10.0 13.5 6.0 12.5

TIF SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Z orcstd Current Forecasted Amount Z Forecasted Noise Value - Standard Value Exceeding z

CD oo X^a RatingLAeq Current Noise LA, (dB) Standards a i(D C I nce Ere (dB) Rating(dBm (dB) tFactors in the0 Shiwuh tcrm 7L1 70 DI 1a7 23i 0- 4 o Fluctuation of

CD _C CD ho Heig CD -200erg 7. 12 6. 81 24 31 7* 78dsueo rih risi h

htb Nig Nigh 1 Railway Ntis- Ke zone, 63 -130 -3.5rDista 69 4 Day Night Day ht Day Day Night Day Night a 2

CQiutyh°u ~ ~ ~ Dff ht m 7016> . s i 0 mh

nc tm tm tie time . time time time time 7renc time time C

K <e 64 18 0hiwui Short 72 70.4 11 7 . 7 23 4 1 0 t Increase of 22vCilhlatge of tSehrmr 72 8 1. 1 8 3 8 4 2.8 1.4emMore than passenger trains

1.1 0.4 240 and decrease of6Ke zone 62-1 20 -2.0 69.4 68.1 70* 70*z ce,D JiLong Househol freight trains in theQuzhou te8r1m 4 3.City 71.8 71.2ri t 2 3. ds short-term.

___City ___1.8 1.2 Increase of 42

Shibali / / ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~passenger trainsvillage of.Short More than and 2 freight trainsKe zone, 63-1 30 -3.5 term 69.408.87 . 4 1.370200 in the long-term.Quzhou 0.1 Househol Target speed valuecity Long 70.1 69.5 2.1 2.0 ds is 200 Kmi/h.

termIIIYangjiatou Short 71.5 70.9 -0.3 0.5 1.5 0.9 More thanvillage of term 17Ke zone, 64-1 18 1.0 d:71.8 70.4 70* 70* 1Quzhou term 7. 1404 1022 14 dcity 7. 1404 10dChetou Short 72.8 72.1 8.3 8.4 2.8 1.4 More thanvillage of termKe zone, 65-1 15 -2.0 og64.5 63.7 70* 70* 120eho

Quho tem 73.5 72.5 9.0 8.8 35 25 ds

Jiangshan Sot 63.6 / 0.6 / 60 I 3.6 / 18001-I:Experiment 66-1 70 1 Lon 63.90 0.9op3.9s

M CD al PrimarySchool ___tr

C, ~~~66-2 70 10 Short 66.9 / 66.2 / 0.7 / 6.9 /C ~~~~~~~~~~~~termn

TESCOND RAILWAYS SURVEY & DESIGN INSTITUTE

_ _ Short 66.3 633 14 1.9 _77 367-1 80 -3 term 64.9 61.4

Long 66.8 64.1 1.9 2.7 7 8.1Shanchuant - -- term ___ ___ ___70 55 --

an Short 67.6 64.4 1.2 1.8 / 8.4 400AResientia, 67-2 80 3 gterm 66.4 62.6 HouseholArea, Long 67.8 65.0 1.4 2.4 / 9.0 dsJiangshan termCity Short 62.3 61.0 0.7 1.3 1.3 11.0

67-3 100 3 tem61.6 59.7 60 50Long 62.6 61.3 1.0 1.6 1.6 11.3termShort 62.1 57.1 0.6 0.8 2.1 7.1

Dependant 68-1 100 3 tem61.5 56.3temo1.n5. More thanDistrict of Long 62.5 57.8 1.0 1.5 2.5 7.8 600

the Cement dsorn _ 60 50 600

Jianngshan 68-2 100 6 term 63.6 63.2 58.1Long 63.9 59.7 0.7 1.6 3.9 9.7te r m I__ _ _ _ _ _

Short 67.0 I 2.6 I 7.0 /

Wu Town 69-1 50 0 term 64.4 /Yanmnache Long 67.5 / 3.1 / 7.5 260

Primary ~~~~~term 6 6

School, Short 67.4 / 1.8 / 7.4 PeoplesJiangshan 69-2 50 9 term 65.6 /

Long 68.1 2.5 / 8.1term

Maojiacang Short 60.9 I 1.1 / 0.9 /Primary termSchool, 70-1 100 4 Long 59.8 I 60 / _p186Xintangbian Long 61.1 / 1.3 I 11 Peoples

E SN Jiangshan _ _ term _N_TT

® W 2lg=&SRt 18TESECOND RAILWAYS SURVEY & DESION INSTITUTE


az Z Forecasted Current Forecasted Amountr ^ Valuege in Noise Value - Standard Value Exceeding

O o Shag RatingLA7(d Current Noise LA7(dB) Standards CD0 t!1 B) Tgng(dB g t (dB) Foasctors in the

CD CD ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~~~~~~~-~o Fluctuation of

O ~ ~~~~~ CYUt7hr''7 0 2 e 9 8 6 5 O T / / dsln-er.Tgt

~~~~ 2~~~Ngh NghNghE Railway Noise7. ~~~~~~~~~~~~~ ~~Day NihDay Nighy Nih DyNih~ time time tim Da NihDy Nihza>Ngt~Dukou time 73 2 time time time time time 2

Saitou Short 69.4 68.8 01 04Ices f 2

villageqino term 006 699-.1 0. 0.6 More than Ices f2

cD village in tenn More than ~~~~~~~~~~~~~~~~~~~passenger trainsBnXia town, 71-1 30 -1.0 69.3 68.440 and decrease of 8

CD Yushan, Long Househol freight trains in the9 0 Sagrotem 70.1 69.5 0.8 1.1 0.1 / d hr-em

Shiayngrao term d

city ______Increase of 46

Tangding Short passenger trainsHospiagelin tenn 68.3 67.6 1.6 1.8 More than and changeless of

0 ~~~~Xia town, 721 3 206. 587 0120 freight trains in theYushan, Long 69.0768332.3 2.50Househol long-term. TargetShangrao termn 6. 8. . . ds speed value is 200city__ Km/h.

Dukou Short 73.2 72.5 10.7 12.1 3.2 2.5village in term More than

Xia town, 73-1 15 -3.5 62.5 60.4 70* 70* 150Yushan, Long 739 7. . 243.9 2.8 HouseholShangrao term 7.n28 14 1. dscity

Yuhongqiao Shor-t 7. 99-. .village in term 706 6. 02 1006 / More than

Binxi town, 74-1 30 -2.0 70.8 68.9 70 70 300Yushan, Long 73 705. 161.3 0.5 HouseholShangrao term 7. 705.5 16dscity

Central Short 62.9 55.4 0.5 0.8 60 50 2.9 5.4 180

Hosita in75-1 100 1.0 term ____ ___62.4 54.6PepsShaxi Town, Long 632 56.1 0.8 1.5 3.2 6.1

- - . ~~~Shangrao - - - term _ _ _ _ _n_ _ _ _ _ _

TIESCOND RAjLWK,YS SURVEY & DFSTGN [NST[TUTE

cilty Short 62.7 56.3 0.9 1.0 2.7 6.3

75-2 100 10 term n 61.8 55.3

Long 63.0 57.0. 1.3 1.7 3.1 7.0term

Qianwang Short 69.5 68.9 -0.4 -0.1 / More thanvillage in termn . 200Shaxi Town, 76-1 30 -3.0 Long 69.9 69.0 70 70 20Hushol

Shagra term 70.1 69.4 0.2 0.4 ds

Dawu Short 66.2 66.5 6.6 10.3 I I More thanvillage in term 130

Linxi Town, 77-1 15 6.0 Ln59.6 56.2 70* 70* 130ehoShangrao Long 66.9 66.2 7.3 10.0 ds / HuseholCityten

Short 69.4 I 1.9 I 9.4 I

Lingxi 78-1 30 -3.5 term 67.5 /Primary ~~~~Long 70.1 2. 6 /10.125

School in ter_n_- -60 / 5

Shangrao Short 67.6 / 0.8 / 7.6 / PeoplesCity 78-2 50 0 term 68-3 -I 66.8 /

Long 68.3 /1.5 /8.3 Iterm _ __ _

vi llag e in tSeho°mrt 71.1 70.4 -0.4 0.9 1.1 0.4village in term More than

iShgu 79-1 20 -3.0 Long 71 71695 70 70* 2 ds

zone, Long 71.8 71tr 0.3 1.7 1.8 1m 2 ouseho2city SECOND RAILWAYS SVADINTU

TESECOND RAILWAYS SURVEY & DESIGN INSTITUTE20


Z BForecaste Current Forecasted AmountE rVaueNoise Value - Standard Value Exceeding

CD 0 o Co 3 Q DO La(dB RatingLA,(d Current Noise LAI(dB) Standards c 0s- OD ____ PD g= X t ) B) Rating(dB) (dB) __c_ Factors in the

CDD CD - o Fluctuation ofo R g R $ U E c tDlranyN Ni Nght igh Railway NoiseF), 0 ~~~~~~~~Day Nih ay DNig y Ngh Day Night Day Nih

25' t r s i XtM <<f X;_ Sllort t ttie tie tietime time time time time time time 0 ~~~~~~~~~~m CD CD

-~~~~~~~~ ~~~CD

Short 65.5 62.3 0.6 0.9 / .73 Increase of 2680-1 40 6 term 1 64.9 61.4 Ipassenger trains

Long 66.0 62.8 1.h 88 6.and decrease of 8Wusan term 70 660 628 .1 .4/ .8freight trains in the

o Tresfidenti Short 67 15More than short-term.Residential term 67.1 63.1 0.7 0.5 8.1 ~~~~~~650 Increase of 46Area in 80-2 40 12 tem66.4 62.6

CD Long 6. 63712 11/ 8 Houisehol passenger trainsC hnga term___ ___ __ ds and changeless of

CitShort freight trains in the

-. Ci)'61.7 61.2 1.1 1.4 1.5 11.1logtr.Tge80-3 60 11 tem60.6 59.7 60 50 spe ale i

Injuries 81-2 40 15 Long 62.09 1.5 1.4 1.8 1.8 11.5termi_

Short 68.1 66.0 -1.1 0.6 8.1 16.0Shangrao 81-1 40 -3 term69.2 65.4

~. Emergency Log 68.8 66.8 -0.4 1.4 8.8 16.8 More thanFD' ~ ~~~~~term I_ _ _ _ _ __ _ 0 5 3) < -Hospital for Shr 69. 68T Traffic term SURVEY-2.9 0.9 9.0 18.1 Peoples

Injuries 81-2 40 15 term 71.9 67.2Log 69.6 68.7 -1.3 1.5 9.6 18.7

term0 Psychiatric Short More thanc0 0 opia ntr 67.1 64.3 -0.1 0.7 60 50 7.1 14.3 60

82-1 40 -3 67.5 63.6Shangrao Long 67.8 65.0 0.3 1.4 7.8 15.0 Peoples

C- city term~~ 2~~~. ~82-2 40 2 Sot 68.6 66.6 70.3 65.8 -1.7 0.8 8.6 16.6

termn

® TRiE SECOND RAILWAYS SUJRVEY & DESIGN INSTITUTE21

Long 693 67.3 -1.0 1.5 9.3 17.3term I

Short 59.6 -1.9 / / /M°id5e 83-1 140 -2 term 61.5 /

Shangrao Long 59.8 -1.7 / / More thanCity No 1 7 term 60 220.

Middle Short 60.0 / -2.0 Peoples

School 83-1 150 7 term 62.0 /

Long 60.2 -1.8 / 0.2 /term

Short 58.0 I -0.5 / 1 /

No.5 84-1 140 -2 term 58.5 /Middle Long 58.2 /-0.3 Mo / r M than

School in ~ ~term _ ___ ___ 60 /660

School Short 58.5 -0.5 / Peoples

city 84-2 140 7 Long 587 0

term -0.3 // /

Short 61.2 / 1.4 / 1.2 /term Targe 59.8 v

Shangrao 851 5 ong 61.6 /. . oetaLinjia term 1.601. 4Moe0ha

< t h _ = _ ____ _ _ _ _ = - _ _ _ _ = s Z ______ 0 / 40

Primary Short 61.8 /1.3 /1.8 / Peoples

School ~85-2 50 10 term 60.5/

L W ia g _62.2 1 2/2THE SEC OND RAILWAYS SURVeY DEStermG 1722Ic

a o 1

Short Ices f 1- _ ~~~~~~~~~~~~~~~en59. / 0.5 /asne train

~~~~~ ~~~~86-1 100 5 ter-. 58.5 /psegr tanLong and decrease of 4

m ~ ~ enrlterm 09n freight trains in the

Fenglmgtou ~~~~~~Shor More than short-term.

Primarytem 5. /06 60 / / / 430 Increase of 36

Schol ong 60086-2 100 11 Log59.0 an/ rigttan

term 10.0 /.0 in the long-term.

TE SECOND RAILWA.YS SURVEY & DESIGN INSTITUTE2 2

o C~~~~~~~~~~~~~~

0~~~~~~~~~~

D P Q a = Q >Q G & 2 B X XU B O '° to

g 4# *,

Number of People cImpacted in theArea X o

Exceeding the Standard C 0 IL)

- _-- c0 -O-c-~~~~~~~~ 6 c--~~~~~~~i lc-- ~ r - .

C)~ ~ ~ ~ ~ ~~~~C

c r;s z=--a £ O x <CZC9

00 00 0C-

00 06 06 I

C) ~~~~~~~~~~~~~~~~~~~~~~~~O T~~~~~~~~~ , , C rForecastedmYear 0 0 0_ _

CSC 01 E 'X6c c- o H-

1 - -I-otN 0 < ° >1

Position | Height xRelative to| Difference C oW

Distance o>^xot

|No. of Evaluation Spot x _ _ oi>

_ _ _= { Ct) '0 N=e30)0 00 0

0~~~~~~~~~~0 00C)~~~~~~~~~C

Na m-e of sensit)ive spot c .0 c

I~~~~~~~~~~~ .-- 0 -~~~ C) ~~~~ CIO- 0 - 0

Name of the station or InevlScin Same side as the Yiyang . i$ Depot Station 5a

Line Sectionl Shangrao to Hengfeng Hengfeng to Yingtan Hengfieng t°o &

*0 01) ~~~~~~~ 6 - a~~~~~ o~Ynga n ~ o

Long 60.5 59.8 -1.0 0.9 0.5 9.8term____ _

Central Short 69.8 69.0 11.3 12.6 9.8 19.0

primary 91-1 30 -3.0 term 58.5 56.4 60 50

school in Long 70.4 69.7 11.9 13.3 10.4 19.7Hetan, ~~~termt____ ___ 150

Hetan, Short 62.9 6 4.0 1 2.9 P Peoples

Yingtan 91-2 80 3.5 term 58.9 60

City termLong 6 4.7 / 3.6

Maojiatang Short 72.6 71.9 13.4 13.2 2.6 1.9 More than

village in termMoeta

Hetan, 92-1 15 -3.0 59.2 58.7 70* 70* 50

Hixitan, 9Long 73.3 72.7 14.1 14.0 3.3 2.7 dHouseholYingtan term d

City ____ __=

224THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


z z z ~Forecasted Current Forecasted AmountB B Z gp 5 R_ Value Noise Value - Standard Value Exceeding Z

CD Co . e S eD < ° (dB) Aeq RatingLA, Current Noise LA, (dB) StandardseD 2m 0> (dB) 0(dB) Rating(dB) (dB) __g_ Factors in the

Ct ' Fluctuation of-. Nih NDayNgh RailwayNos

o R -o C. i? = c Day DaN y Diay Day Night Day NighNoiseCD t . t . t >

O D time time time time time time time time time time0 tie0ie im m CD C

Short 63.2 60.2 -1.3 -1.5 / / Increase of 18

93-1 30 3 term 64.5 61.7 - passenger trainsLong 63.9 60.9 -0.6 -0.8 and decrease of 4East tenn 70 763900.9-06 0. /freight trains in the

Yingtan Short 69.2 64.9 -2.1 -1.5 /More than short-tera .Second 93-2 30 15 term 71.3 66.4 40Ices f3

e Railway Long 69.9 65.6 -1.4 -0.8 Househol passenger trainsVillage ~~~~term 6. 656-4 -08/ / ds and 6 freight trains< Village ~~~~~~~~Short in the long-term.

Bterm 62.1 58.2 -1.3 -1.4 2.1 8.2 Target speed value93-3 60 9 em63.4 59.6 .60 50 is 200 Km/h.

uq ~ ~ ~ ~ ~ ~ ~ ~ ~~og 62.6 58.9 -0.8 -0.7 2.6 8.9termaq Short 62.4 61.4 -1.2 -1.4 /

C term94-1 30 5 63.6 62.8Long 63.1 62.1 -0.5 -0.7 / /a term

East Short________70 70 More than- Yingtan Short 69.1 64.0 -2.9 -1.6 / / 1200

a Third 94-2 30 14 tem72.0 65.6Long 698Househol

a' Railway term 64.7 22 09Village Sote-.2 -09 ds

Sehort 62.3 57.5 -1.5 -1.2 2.3 7.594-3 60 12 term 63.8 58.9 60 50

Long 63.0 58.2 -0.8 -0.7 3.0 8.2term

Raintan 95-1 40 4.5 Short 63.6 / 65.0 / -1.4 60 3.6 130Railway termPeps

(A) E - =E a I t R 225THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

Primary Long 642-. /42 ISchool =_ = = term 64.2 -0B 4.2

Short 61Y2 -1.5 B 1.2 095-2 80 5.5 term 62.7 /

Long 619 /-0.8 0 1.9 1term

Short 62.0 /-1.4 /2.0 /

95-3 80 11.5 term 63.4 /Long 62.7 I-0.7 /2.7 I

______________ ~~term _ _ _ _ _ _

Short 7.61.6 _1.2 8 1.6 96-1 10 2.5 term 62.8 /

_Yingtan 9 10Long 62.1 90.7 I 2.1 0 135Railway _term 60__ _ _35_ 60 B

Middle Short 6270 71.4 2.0 PeoplesSchool 96-2 100 8.5 term 62.8 /

Long 62.5 / 092.5 Iterm

Dongyang Short 69.1 68.4 6.3 6.9 I / More thanvillage of term30

Yujiang, 97-1 20 4 L . 62.8 61.5 70* 70* Househol

Yingtan Long 69.6 69.2] 6.8 8.1 dos hoCity term __ . ds

Short Increase of 1873.3 72.6 8.5 8.9 3.3 2.6 passenger trains

termla Employee's and decrease of 4

Dormitory Mrthn freight trains in the

in paddy Mrthn short-term.

CA research & 98-1 15 -1.0 64.8 63.7 70* 70*10 Increase of 36Long ~ 3189 9437 31 Househol

lTD ~~~ growing term 77 73189 9437 31 ds passenger trains

E zone, and 6 freight trains

Jiangxi in the long-term.Target speed value

_____ _ __ ___ _ ___ _I_I is 200 Km /h.

Qiaotou Short ~~~~~~~73. 72.6 9.9 9.7 3.3 2.6 More thanvillage of term

63.4 62.9 70* 70* ~~~~~~~100Yujiang, 99-1 15 -1.0 Long 73.743.12 1.3 1.2 3.73.1 Houisehol

__________ Yinga term 7 7 73103 0237 31 ds

TESECOND RAILWAYS SURVEY & DESIGN INSTITUTE 226


z z z Forecasted Current Forecasted Amounto e z 3 ~ 5 Z . Noise Value - Standard Value Exceeding z

tCO eD O Q X < .0- Lue RatingLAeq(d Current Noise LA,(dB) Standards cDHC- O O C O =t_ O Aeq -d B) Rating(dB) (dB) - - Factrsin th

CD 0 :3 E~~~~ a - o Fluctuation ofP~~~ .srl. t~~~~~~ Nigh Nigh Nigh aE Railway Noisec. R -o a i Day Day Day Day Night Day Night G , a

o R time time time . time time time timeO a e~ ~~~~~ ~ ~~~ time time time

Huangjia in Short 72.8 72.1 8.0 8.3 2.8 2.1 More than Increase of 18Yujiang term 60 passenger trainscounty, 100-1 15 -2.5 n64.8 63.8 70* 70* Hoshl and decrease of 4Yingtan 100-1 15 -25 rm 73.2 72.6 64 .884 8 3.2 2 6 dHousehol freight trains in theCity ____short-term.

New district Short 63.4 62.7 -1. 1 -1.3 More than passenger traisof Wuligang 7.7 100 and 6 freight trainsin Yujiang, 101-1 85 -2.0 Long 64.5 64.0 70 55.0 Househol in the long-term.

Yingtan ~ ~ ~ ~ Lng 63.9 63.2 -0.6 -0.8dsTrespdvau

us _ City _ 8.2 is 200 Km/h.

F; Luj ia Short 1__ _____ ___14.2_14_7_3_2_2_5X n, village of tertm 732 72.5 14.2 14.7 3.2 2.5 More than

Qn Hubei in 7CD O Hiuigi n 102-1 15 -2.5 59.0 57.8 70* 70* 70

Yujiang, Long 73o6 73.7 4.6 5.2 70 3/ 0 HouseholC0Yingtan term dsCity__ _

Luj ia Short /93 6863/ .village of term 69.3 66 3 More thanKeli in 6. 6370 70100Yujiang, 10- 0 -. og6. 377 0HouseholYingtan 10-1 3e-. rLn 69.8 69.1 4.2 5.4 / / dscity

Huling Short 67.4 66.7 1.0 1.9 / 17 More thanvillage in tm104-1 50 -1.0 tr 66.4 64.8 70 55100Dongxiang, Long Househol

FDu°znhgoXuaCnlgt'y _ term9 67.8 67.2 1.4 2.4/ 122 HsueoFuzhou City term / 22 ds

A - : it i 227THE SECOND RAILWAYS SURVEY & DESIGN NSTITUTE

- MorethewvilagaSorin teeShrm 73.3 72.6 16.9 22.8 3.3 2.6 7

Dongxiang, 105-1 15 -3L0 73 56.4 49.8 _ < 70* 70* Househol

FuzhCoun City No. I tLong .7 72.1 .3 223 37 2.1 dsFuzhou City ~~~~termShort 62.3 0.2 / 2.3 /

School 106-1 260 4.5 term 63.9 /_ 6L358.5 0S Dongxiang Long 62 5 9. 0.4 2.5 / 4300

vilg 62171 0-.5 0en6.4 687200

F County No. tenn 430_ _0 60 01 Middle Short 63.6 / 0.3 3 7 Peoples

o country, 109-1 15 0 Long 7~~~3.6 0335. 881.13 4570 0 3.96 . oueo

3 School term106-2 10 4.0 61.3 56.

Longterm 63.9 6 0.6 3 3.9 5

Shavian Short 7069206 .5More than

village in 107-1 30 -1.5 tenn 70.. 96.. 200Dongxiang,Log7569811 0105HuelFuzhou City _________term j11 01.5 / ds

Hope Short 61 /0. / 70 0 13 /Primary term 61.3 3 70 I .3

School ~' 108-1 100 7 61.0 Peo216

Qinadong in Long 61.7 - 0.7 t 1.7 / PeoplesJinxian term

j country

Chaojia Short ~~~~~~~73.5 72.8 13.7 1403.5 2.8 MoetaM' village in termMoeta

0 109-1 15 0 ~~~~~~~~59.8 58.8 70~* 70* 80 J73an 19- 5 on 9 73.3 14.1 14.5 '3.9 3.3 d

0 Nanchang term douseho2CityUT

Short 60.9 60.2 3.4 3.409 52Jinxian _____0 2. er 57.5 56.8 60 50Vocational 11- 3 25 Long 61.4 60.7 3.9 3.9 1.4 5.7 10high school term 80

in T Short 15 // / PeoplesNanchang 15 40termn 58.05/ 60

City ~110-2 10 i-.0 Ln 806City , Long ~~~~~~~~~59 / 1.9 // /

term __ _ ___ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ __ _ _ __ _ _

TE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


z z z Forecasted ~~~~~~~~ ~~~Current Forecasted AmountZ Z .,> V o -Forecasted Noise Value - Standard Value ExceedingCD CD B ; B 4 eD : t LValuedB) RatingLA,(d Current Noise LA,(dB) Standards0 CD LAeqa(dBO Aq eo 0 ~ ~ ~ L~eq( iB) ___Rating(dB __ (dB) Factors in the=- O O C_ - dAB) Ran Da ( -E. c 5 Fluctuation of

a ~~~~~~~~~~~~~~~~~~~Ng ihNigh Selc Railway Noise- R ca . r 03 = o D Day D ay Nigh Day Night Day Night cD DR

0 g , q ~~~~t .CD R o time time time time time time time time time time

pr mlatry 12-1 0 tim tim timte1 8U/6 /Pols d6fegh n

Dongshan Short 74.0 73.3 19.5 23.7 4.0 3.3 More than Increase of 1 village of 11- 35 term5. 9. 0 0 80 passenger trains

o az Nainchan, 1111l 15 -60 tr 47 7. 54. 6.85 496 70* 70* 47 41 Householanderseo4

Jinxian, ~~~Long 74.4 73.8 19.9 24.2 4.4 3.8 Hueo n eraeo Nanchang term __________ds freight trains in theDongshan Short 7 867 6 short-term.primary term 7 7 8.7 56.7 5 Increase of 36school ini H5-1 60 -3.5 58.0 60 210 passenger trains

JZhngjiano 112-1 60 -3.5 Lhong 67 1 6545./96 96 1. 0 5 04 Horehl

Jinxian Long 67.1 9.1 7.1 ~~~~~~~~~~~~~~~~~~~~Peoples and 6 freight trainscounty, term91 / . in the long-term.T< Nanchang termTarget speed value

5' Liaojia Short More than is 200 Km/h.- . ~~~~~~~~~ ~ ~~~~ ~~~74.3 73.6 5.4 6.8 4.3 3.6o ~~~vlag fterm 6. 6.8 - -- - 7* 0*140vil6age)113-1 15 6.0 L 7 - 70 7 4. 1 2JinxianE SECOND RAILWS S5.8 7.3 4.7 4I1 Householgn Nanchang term ______ _ ___ ____ds

-. Wnxi hr 74.3 73.6 17.6 20.8 906village of 15eLon 904180 213d

aq ~ ~Jinxian, 11- --3.5 og _ _ 5. 52.8 - - 70* 4.7 4 HouseholNanchang term d

Tianli niejia Sot73.1 72.4 13.7 20.4 3.1 2.4 Moetaof Jinxian, 115-1 20 -3.0 term ____59.4 52.0 [ 70* 70* - 60Nanchang Long 7.5 72.9 14.1 20.9 3.5 2.9 Househol

term ______ ____ dsZhangjia of Short 66.1 65.4 9.6 15.8 / 14 More thanJinxian, 116-1 80 -32 term 56.5 49.6 70 55 80

Nanchang ~~~Long 66. 109 9 1HouseholNanchang ~~~~~~~term d

TH EODRAILWAYS SURVEY & DESIGN INSTITUTE2 9

i~~ Yanlong Short ~~~~~~~74.0 73.3 18.2 22.8 4.0 3.3 More thanYan 11-l10 1.oonn35 68g__ _ __tdenddcraemf2

village in 117-10 70 60xiangtan 17g1 15 -30 Lo g 74.4 73.8 55.8 50.5 18.6 23.3 7* 0* 4.4 3.8 Househol

_____ term ~~~~~~~~~~~6.5 62811.5 18.8 / 7.8

Short 69 /0 /19increase of 43term 61.21.9 passenger trains

Long 62.6 /1.4 /2.6 /freight trains in the______ ~~~term

Short short-term.65 '4 1.1 5.4 /increase of 73

termNo.2an 180 passenger trains

Primar 60 / Peple and decrease of 30CD PrmryPope freight trains in the

School t8- 14 106. I long-term; Station

; 2- ~~~~~~~~~~~ ~ ~~Long 66.1 i .8 / 6.1 / will be enlarged,

SQ~~~~~~~~~~~~~~~~tr operation on

ar-rival and leaving0 of the train

0 _____ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~increased.0 ~~~~~~~~~~~~~Short increase of 43

69.7 66.8 0.4 4.2/ /119-1 8 0.5 ~term 6. 626passenger trains119-1 8 0.5 Long6. 6. and decrease of 28

ter 70.4 67.5 1.1 4.9 0.4 /fegttan h

Short 7 70short-term.

Nanchang 119-2 8 15.5 tem 7. 79 73.8 64.8 04 31.2 / 2000 Ices f 7

CD Railway No. Log 74.8 68.6 1.0_ 3. . oshl and decrease of 30Z 5 Village _ __term 1.d. . oseh frasenger traisinsth

Shor-to ~~~~~~~~~~~~~~~70.2 64.0 0.2 losnreghtetraismn; h

term ln-em119-3 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~Station enlarged,

30 i~~~ Long 7. 647 6. 6307 70 .7 /Operation on

term 707 6707 arrival & leavingof trains increased.

THE SECOND RAILWAYS SURVEY &DESION 1I4STITUTE23


Z Z Z ~ Forecasted Current Forecasted Amount~~ ~ ~ -~~~ Value ~~~Noise Value - Standard Value Exceeding

r 3 3 o B 5 C LAeq(dB) RatingLA,(d Current Noise LAeq(dB) Standards(' O -s O- ° __ o Aeq _B) _ Rating(c B) ~ ;~B) (dB) - Factors in the

C. D CDh N ghD y a N g t Fluctuation ofo R < _ -. Day teDayti la ti Day .NNight iD Ng Ng tNigh 7 Railway Noise

sLcahnOtOalng 120-2 80 -3 Short 63 2 / 61.0 / 2 2 / 2.5 /~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ayDy gt a

(S: N(hasnt tng 120-2 80 9 Short 65 7 65 1 / 0 6 60 / 5.7 / 5 0time . time . time . time time time time

Short 62.5 .5 2.5 Liantang 120-2 80 -3 term 61.0 586 .School Long 63.2 3 02.

to District of Shortn 6570': thetem 6 70657 1

Nanchang 120-2 80 9 erm 65.1 / 51 60 / Peo0peed*q Loilnayrg 66.4 9 566.4 1 Increase of 43~~ Railway ~~~~~~term

School of Shortpassenger trainsMechanics 64.8 59.2 05 064.8 9.2 and decrease of 24

Z 120-3 80 9 term62.1 57.2 61.0056. freight trains inLong9 10 .35.3 9.9 the short-term.

CD tenn I~~~~~~~~~~~~~~~~~~____ ncrease of 73

GQ Xixiaxi 122-1 200 -3.5Short 62.3 _ 59.2 passenger trains121-1 160 3. 0 term 6860and decrease of 26

0(S Long 62.8 /. 2.8 / freight trains inSotem___ _______ the long-term;

z Xiangtang 64.2 / 74.2 /Speed unchanged.No.2 Middle 121-2 160 9 term60 2900e

66)School Long 64-9 1 49 PetermShort

61.5 56.6 05 061.5 6.6121-3 120 3.0 term6. -60 5

Log 62.1 57.2 . 1221 72termnW~Xiangtang 121Short 40 0o asne12 1 00o -3.5 57.4 I 59.2 / -18 60 / / / 400 o asne

- ~~~, ~ Xixiaxi ter--m - - Peoples trains and.

TESECOND RAILWAYS SURVEY & DESIUN INSTITUTE23

Primary ~~Long deceae/

School terrn 57.7 -1.5 freight trains in

Short 62.3 /0. 2.3 the short-term. 0term of passenger trains

and decrease of 18122-2 100 2.5 62. g 29 Lo n freight trains in

term 629-.I29the long-term;

_____ __ ____.__________ Speed unchanged.

Short 63.8 56.9 -1.4 -1.6 ~/ /Increase of 36

X' 123-1 30 -3.0 term 63.2 56.9 65.2 61.5 0 8 -L6 /L/ passenger trainsLog 64.4 57.5 I / -. 0and decrease of 26

term - ____

Short70 0 freight trains inCma West xiaxi 63.6 58.6 -2.3 -1.5 120 the short-term.

Village in 123-2 30 0.8 term 65.9 621 Household Increase of 50LongHueod nces of5

ttg xiangtang g 64.4 59.2 -2I7 -0.9 s passenger trains

Primary Short 6_____tr1 9 and decrease of 18

To5v8of te°rmg 6.3 54/6 02.7 /14 2.4Peope4.6 freight trains in123-3 60 1.0 the long-term.

-CeitnygCheng L25-2 120 12.5 Shont 68.5g 61 4 6 0 .2 -0.9 5.5 Speed unchaDged.

l ~~~~~~~~~~~term 6. 2204 1788 1.

Ludong . Irt

XEiaogang 124-1 140 -3.5 URVEYdecrease of 24Ton of 6. . . rih trains in

Fengcheng I thetermshort-term.

p city Increase_ __ __ ____of 34

Short 62 5970.1 0.4 1 7.2 9.7 passenger trains

2. Leech 125-1 120 0.5 termdeceaseof2Prevention Long 7.3 10 1on freight trains in

Prvetin67.3 60.1 02 0873 1.Station in ~~term 60______ 5100 the long-termn.

Short 8. 14 Peoples Target speed valueFengcheng 68.5~~___ 61402 0985 1. s20Km/h.

Long 62 -- rl.tenn 68.7 .21 rO 4 ~~8.8 12.2

TfE SECOND RASILWAYS SURVEY & DESIGN INSTITUTE

Table 4.3-6(counted)

Z Z Z - Forecasted Current Forecasted AmountK 0 ~ VaueNoise Value - StandardValue Exceeding CD 3 | o 3 Q *D < = t Value RatingLAeq(d Current Noise LA,(dB) Standards

P O O C tl ] r = X AeqCB) Ratin (dB) (dB) 5 Factors in the- - S. Fluctuation of

Nigh Nig Nigh . e Railway Noisetime time time

o * R ' ! Day Daybe lt Day N,h Day Night Day Night b (SRlwyros

~ im ~ tme . im . tietime time time CD-

F Zhujia Short 69.5 68.8 0.5 0.6 320 Increase of 36village in tern 69.5 68 2Household passenger trains

>< 8 - Fengeheng 126-1 20 0 termcheng69.0 68.2 70* 70* and decrease of 24

X Fengcheng Long 72.0 3.1 2.8 2.0 1.3 s and decrease of 22

CD Cit te1n. 6 freight trains inaongtsahu Short 61. / 0. / 1 T the slong-term.

Paighu term 10Ices f3

Zhangshu tSehorrt 69.3 68.7 0.8 1.2 / / 300vSonghu 129-1 30 0.5 term 68.5 67.5 70 70 Householdvillage Long 69.8 69.2 1.3 1.7 / /Ls

Huangjia Short 72.7 72.0 6.2 6.6 2.7 2.0 120

village of ~~~~term

Sengehen 130-1 15 0 Long 66.5 65 4 70* 70* Household

Yichun City tLe°rmn 73.2 72.5 6.7 7.1 3.2 2.5 sChangxi Short 61.6 / 2 8 / 1.630pnmaiy term

Huangjia 1o31-1 120 -2.0 58.8 6 6 0 / 16 820

village in 13- Long 62.15I6 3.34/ 72. 70HPuehoplesfengcheng, term 32 7.532 .Yichun City ter______n_

THESCONDg SURVEY e DESIGN INSTITUTE62:3:3

East village Short 698 69.2 1 3 1 4 / / 80

of feng 132-1 30 -1.0 term 68 692 68.5 67.8 13 14 70 70 Household

Yichun City ng 70.3 69.7 1.8 1.9 0.3 sYichun City _ _ _ _ _ _ term_ _ _ _ _ _ _ _ _ __ _ _ _ _ _

G Gullaogue of Short 69.8 69.2 0.9 1.4 45village o f termLinjiang in 133-1 30 -3.0 68.9 67.8 70 70 Househol

CD Zhangshu, Long 70.3 69.7 1.4 1.9 0.3 / dsYichun City errn

O ~~~~Hanshan Short 700 6.village of 70.0 69.4 0.5 0.6 200

termLinjiang in 134-1 30 0 69.5 68.8 70 70 HouseholZhangshu, 0.5 / dsYichun City Short 70.5 69.9 1.0 1.1

termnHanshanchu Short 66.0 0.3nxiao of term 170

Linjiang in 135-1 70 3.0 Long965.7 60 e 1o7 sZhangshu, Long 66.4 1 0 6 PeoplesYichun City terI ___ _

Xongjia Short 70.6 69.6 0.1 -0. 1 0.6 /0village of term 50Linjiang in 136-1 25 0 Long 70.5 69.7 70* 70* HouseholZhangshu, trn 71.1 70.4 0.6 0.7 1.1 0.4 ds

_____ _____ Yichun City tr

TIHE SECOND RAILWAYS SUJRVEY'I DESIGN INSTITUTE 2


Current Forecasted Amount0 V z x eD t Forecalued Noise Value - Standard Value Exceeding x z

5r ~O 5550C LAeq(dB) RatingLAe(d Current Noise LAeq(dB) Standards iCD tTi ~ ~~o______ B) __ Ratin (dB) (dB) ~Fcosnh

CD - ,Co Fluctuation of

CD F), Nigh NiDayDayNNhh Railway NoiseCD ~ ~t . t t

o R 0 < R B c Day~ tim Nigh Day Nigh Day Nigh D yNight Day Night -O ala o0 O n n rD O R time time time time time time time time time time CI.

Laolouxia Short 69.8 69.2 0.1 1.2 / / 150

v, w village of 137-1 30 -2.5 term 69.7 68.0 70 70 Househol Increase of 36X - luofang, Long 70.3 69.7 0.6 1.7 0.3 ds passenger trains

aS iy iy__ er _ _ __ ____ and decrease of 24a ~~~~~~~~~~~~~Short0 Oc. Shorm 71.5 70.9 0 0.6 1.5 0.9 freight trains in

o : Tonglin 138-1 20 0.5 term 71.5 70.3 70 70 the short-term.Tongllage in Long 72.0 71.3 0.5 1.0 2.0 1.3 380 Increase of 34Village in term

o Shuixi, Short / / ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Househol passenger trainsShuixi, Short 67.7 66.2 0.3 0.7 ds and decrease of 22Xinyu 138-2 30 -2.0 te0 n 67.4 65.5 70 70 freight trains in

Long 68.4 66.8 0.8 1.3 / the long-term.

Sotem___ __________ Target speed vlueXijiahe Short 73.7 73.0 13.2 18.8 3.7 3.3 160 is 200 Km/h.village in 139-1 15 -3.0 60.5 54.5 70 70 3 HouseholXinyu City Long 74.2 73.5 13.7 19.0 4.2 3.5 ds

termnShort 65.5 58.0 0.5 0.9 5.5 7.2

w: w D RXanjlywu 140-1 60 1.5 term 64.9 57.2 60 50CD Xiyog 66.2 58.7 0.9 1.5 6.2 8.7 800 Oeain o~, Railway _ __term ___ ___ _______ Hoshl arrival and leaving

=r o Dependant Shor-t of the train66.5 59.2 0.6 0.8 6.5 9.2 dso District 140-2 60 10.5 term 65.9 58.4 60 50 i

Long 67.2 59.9 1.3 1.5 7.2 9.9term

Jiangxi Short 21 OOOHou Increase of 36c Yuzhou 141-1 150 3.5 termo 63.5 / 060 / / selds passenger trains

= , College of Long 64.5 / 1.0 / 4.5 and decrease of24o Electronic _term _I_ __ _Ifreight trains in

M_ m -_ a = & 9 t 2 ;35THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

Science and Short 61.6 / 0.7 _ 1.6 the short-term.

Technology term Increase of 34

passenger trainsand decrease of 22

141-2 150 18.5 Ln 60.9 / 60 / freight trains intLong 62.1 / 1.2 / 2.1 / the long-term.

Target speed valueis 200 Km/h.

CD Baoshan Short 64.8 64.2 0.3 0.8 / 9.2 180village in 142-1 70 -3.5 term 64.5 63.4 70 55 Househol

Xinyu City Long 65.3 64.7 0.8 1.3 9.7 ds-< CD term

Center Shorttea14Srm 766.3 0 3.3 6.3 0

primary tr

school in 143-1 75 2.0 63.0 260 1 210 Increase of 36Long Peoples Tmgease of 36

Jieshui, term 66.8 /3.8 /6.8 /passenger trains

Xinyu City __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ and decrease of 14

Short 71.3 70.6 0.5 3.8 1.3 0.6 feg tris

Lingyang 144-1 20 6.0 term 70.8 66.8 60 50 the short-term.middle Long 71.8 71.2 1.0 4.4 1.8 1.2 Increase of 48school of -- termn -___ ____ _________ ___ 2100 passenger trains

Fenyi in Short 63.8 0/ 6 3.8 Peoples and decrease of 8Xinyu City 144-2 8063.8 /e0.66/.3.80/freight trains in

term 63.2 1.604/ the long-term.XinyuCity 144-280 ~ Long 64.4 1.2te4. Target speed value

Short 6230.3 /2.3 /is 200 Km/h.

(i) FenyiA % -& Q145-1 80 6.0 term _ _ 62.0 60TH E ny SECOLong 62.8 /IA 2D8

Station ____term 1 __ 08 /28 / 200

Primary Short 63.8 /0.5 /3.8 / Peoples

School 145-2 80 9.0 term 63.3 /60 /

Long 64.5 /1.2 /4.5 /

TE SECOND RAILWAYS SURVEY & DESIN INSTITUTE 236C


Z o _ Z W t Forecasted Current Forecasted Amount h~~ -~~~~ Value ~~~~~~Noise Value - Standard Value Exceeding 0 PI O i,6h aledC RatingLAeq(d Current Noise LA9(dB) Standards CDI

= =, O tt 8 h° mt Dmyc N *ay Dalyc Day Night Day Night i7X: Railway Noise0 CD~~~~~~~~~~~~~~

c50 time time time time time tie tm timeitime time ors i the sr m

cn Mill Factory 146-2C50D15 Sht 61.3 57.5 0.5 1.2 7 75 Increase of 36

0 ~ ~ ilg in 17 5 -. term 65 61670 passengerutrainFenyi town t~~Leonmg 60.8 56. an deres of 1462 2 d

x~~~~~~~~~ ~tr 61.9o 58.22 1.1 1.7 5 8.2g freigh trin in/13.

C ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ ~~~~~~~~~~~~DS

- Dormitory 149-1 120 7.5 Short 6584 61.6 0.798 57.4 1 -I 2.0y / 11.6 180 the9sho

62)~~~~~~~~~~~~~~~~~~~~ W t g -t > ;

term 61ON 57LW5 6. 596 12 7 Increase of 48

Fenyi Textile "'" Longter passenger trainsMill Fatory tem ____ ______ __Lon and decrease of 84

Short freight trains inF), Dormitory Sho 6.8 56.r03t06 .8 .4the lhong-term.

Feni extle 146-3 70 65.0 term- 60.5 55.8 6---- 0 50 -- Hueo Tarseget spedralueLog 661 6.3 5701.8 1.2 1 2.3 7. ds20smh

Mill Factory ~~~terman derseo

Kongjiazhou Short 72.3 71.6 8.8 10.0 2.3 1.6 50village in 147-1 15 -7.0 termn _ 63.5 61.6 70* 70* - - HouseholFenyi tow Long 72.8 72.2 9.3 10.6 2.8 2.2 ds

term

a Short ~~~~~~ ~ ~~~~~~60.8 /0.2 /0.8 /

Yichun 148-1 120 -0.5 ter 60.6 /o cin Xicun Log 61.3 / 0.7 /1.3 I 10

!:. Central Shor_ter _______ ___ 60 /epeS' 6 Primary Sot 61.6 I 0.7 /16. / Peps

School 148-2 120 11.5 tem60.9 /m ~ ~ ~ ~~~~~~~~og 62.2 /1.3 /2.2 /

term __ _

Yiebun 149-1 120 7.5 Sot 58.4 56.2 59.8 57.4 -1.4 -1.2 60 50 / 6.2 98Xicun term Peoples

THESEON ~LWYSSURVEY & DESIGN INSITFUTE 23

-PHeo°spplie'sl _L_t g 58.7 56.7 o -0.9 -0.7 / 67Hospital term 587 56

Short 59.3 57.3 1.1 -0.9 / 7.3

149-2 120 10.5 ter 59.8 57.7 60.4 58.2

L"g 59.8 57.7 ~-0.6 -0.5 I 7.7

Zepeng 71.3 70. 0.1 3.1 1.3 0.6 60

Luxi town in 150-1 15 4 0 terong 712 67.5 70* 70* Household

Luxi county, Long 71.8 71.2 0.6 3.7 1.8 1.2 sPingxiang termn

Short 57.0 0.2 4 / ILuxi 151-1 140 3.0 terLon 56.8 /Primary Long 57.5 / 0.7 / / 1

terrnPingxiangShr

Quanjxiang Shorm 59.1 /0.4 /130

_QLuainjxiang 152-1 150 1.0 7596 09 / / / PplesPrimary [Long Peps

-~~ __ School _ _ _ tr _

THE SECOND RAILWAYS SURVEY & DESIGN INSTITE38TESECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Z ;e z N Forecasted Current Forecasted Amount_Value Noise Value - Stadad Value Exceeding t Z

CD o Yangqiao 153-1 15 1.0 Value Rating Current Noise LA5dB Standards 11C8D18.7C70fD1.3 07 Household f

village LAeR(dB) Ratin B8) Factors in the~~~ ~~~ D o Fluctuation of

. ay Nightential Short 3..66 6 0 2 L0 3.8 / H500U05ehold raiw Noise155-2Night Da Nigh Day N Day Night Day Night f t

5, ~ ~ ~ ~ Ln ti 68 2 > 6 29 /is20 mh

1 time tim ~~~~~~~~~tme tietime time time time time

e e7 Increase o f 3 6

= 155-3 60 8.0 Short s~~~ Pin xian ~~~~~~~~~~0 . 70.1 11.3 18.1 0.8 0.1 10passenger trains

Pingxian g ter 100iR T 1 3

gHE erCOND RAILWAYS8 59. and decrease ofIT4C, CA Yangqiao 153-1 15 1.0 52.0 70* 70* Household frih tans n00 C 75 rih risi

5' ~ 4 village Long 1. 70.7 11.8 18.7 1.3 0.7 the short-term.Om 0 term Ices I

3 Increase ~~~~~~~~~~~~~~~~~~~~~ofSot 7 passenger trainsSot 1. 70.6 9.5 14.1 1.3 0.6 and decrease of 8

Pingxiang termn 61 150 freight trains inDengan 154-1 15 -2.0 8 1 565 70* 70* Household the long-term.village Long 78s Target speed value

term 1. 71.2 10.0 14.7 1.8 1.2 is 200 Km/h.8

Residential 7 1500 Increase of 32area of the Shorm 3. 66.6. 0.2 1.0 3.8 / Household passenger trainsQingshan tem 8 ____ 73. 656s and decrease of 14Coal Mine 151 2 . 7 6 freight trains in

(S and Cement Long 4. 67.2 0.4 1.6 4.2 / the short-term.term

-' Factory _____ 2 ____ ___ 70* 70* Increase of 44

qq ~~~~~~~~~~Short 7 passenger trainsten 2 67.6 0.3 0.9 2.6 /and decrease of 10

155-2 20 14.0 6 _ 72. 66.7 freight trains in7 3 the long-term.

Long 2. 68.2 0.6 1.5 2.9 /Target speed valueterm 9is 200 Kmi/h.

Short 662.155-3 60 8.0 tem 2 54.8 3 53.5 0 1.3 60 50 2.3 4.8

ESE ~~~~~~~~~239TESCONDS RAILWAYS SURVEY & DESIGN INSTITUTE

Log 6Long 2 554 0- 2 19 2.5 54term 5 .

6Short 6

Shangpu term 6. 65.6 8.1 9.1 10.6 60village in 156-1 60 -3.5 3 58. 56.5 70 55 Household

Liling Long ~~~~~6 2 70 5osehlLiling Long 6. 66.1 8.6 9.6 / 11.1termn

86 Increase of 30

Ei' te~~~~~~~~~~hrt 1. /0.3 /1.8 /passenger trainsaq ;R term 8 61. and decrease of 18

N 157-1 130 3.5 6 5 freight trains in

Nc . Xiangzhusha Long 2. / 0.6 / 2.1 / the short-term.term

o0r = n school of I Increase of 42Yaojiaba in S 6 60 / 3eoples passenger trainsZhuzhou Sot 2. /0.2 /2.3 Pepls and decrease of 12County termr 3 freight trains in

157-2 130 6.5 the long-term.THE SEO6 N Target speed valueLong 2. /0.5 /2.6 /is 140 Kmn/h.

tem 6

TE SECOND RAILWAYS SURVEY & DESIGN INSTITUJTE24

4) Mitigation measures


The control to noise during construction period shall be carried out viastrengthening of management and implementation of GB12523-90, noise on theboundary along construction site shall not over 75dBA. The following mitigationmeasures will be taken during construction period:

Strengthen management and employ mechanisms with low noise. Noiseinspection shall be done before construction equipments enter into constructionsite. All equipments shall fulfill the noise control requirements of theproject. Special attention shall be taken to regular maintenance of constructionequipments for their best working condition. Noise will reduce to lowest leveraccordingly.

Noise during construction period is short-term action, but it will disturb residentsduring nighttime. Equipments with high level noise shall not being used duringnighttime (22: 00-6: 00). Arrangement for construction schedule shall beavailable; construction with high-level noise shall be carried out during schoolvacation. Or temporary measures shall be taken such as installation of soundinsulation board.

Noise on boundary alongside construction site shall according to "EmissionStandards of noise on boundary alongside construction site".

Temporary road shall away from school as far as possible. Good coordinationshall be taken for running time of vehicles to avoid traffic jam. Appropriatemeasures shall be adopt for transportation during nighttime such as low speedrunning, forbid whistle, etc.

Protection action shall be taken by Peoples on site such as wearing of soundinsulation earplug, armet, etc.

Site management and supervision shall be carried out, especially for constructionsite near school, hospital, village, etc.


The current exceeding standard situation is relatively serious because the sensitive

® THE SE S - DI S E o RiLWAY 241THE SECOND SURVER & DESIGN INSTITUTE or RAILWAYS24

receptors are mainly concentrated in sections of big and medium-sized cities along theentire line. After the implementation of the project, especially in the residential areas

within 30m from the railway where the environmental noise is over 70dB, which

interferes with the living environment. Therefore, based on the principle of

"innovation to improve the condition of existing facilities" and taking into account the

conditions of the country and under the conditions of the current technology andeconomic conditions, this assessment employs work rectification measures on the

residential areas with serious situations in exceeding the standards and key sensitivereceptors such as school. Please refer to Table4.3-7.

66> W ESED S - iG tI R 242® TFIF SECOND SURVER d: DEVION INSTITU1'F OF RAILWAYS

EA Report on Reconlstructed Zhejiang-Jiangxi Railway Electrification Speedup Renovation Project

Table 4.3-7 Data Sheet for Rectifying Noise

Noise Rectification MeasuresForecasted Forecasted

Noise ~~value of value ofNostadr noise noise afterFoeat

Sound (LAeq.dB) beoe Rciyn d Valuelnsulat Change Rectifying Measures onefc

S/N Name of Sensitive Spot Sound baffle ions Chane nMeasures (noie ae swindo function (LA. reduce

(wi) (Mi) Day Nigh Day Nigh Nigh (LAq.dB)time time . Day tLength Heighttie im time time time timeLocation and Mileage Ln) Lme

Rebuilt lineLeft DK31+610

I Bailutang of Xiaoshan +960 650 4.0 / / 70 70 73.6 72.9 65.6 649 8village, Hangzhou City Right DK31+730DK32+030

2 XinzhatX u of Jmhua village in RightDK36+550 - 250 4.0 / / 70 70 73.0 72.3 65.0 643 8Xbiandish ict, Hagzhou City +800 0 _

3 Fanihe of Jinhua vilage in RightDK38+300 - 250 4.0 / / 70 70 73.6 72.9 66.1 65A 7.5Xiosian disit, Hanghcu City +550

4 Zhjiata village in Xihan disd RightDK39+900 400 4.0 / 2000 70 70 73.6 72.9 65.6 649 8HaigAiCiy DK40+300

5 Xiayu of Meichi village, LeftDK45+400-+600 200 4.0 1250 70 70 73.6 72.9 65.1 64.4 8.5ZhuJi City_

6 Quanmianshan of Meichi RightDK53+700 170 4.0 2500 70 70 73.6 72.9 66.6 659 7village, Zhuji City +870 4__200 70 70 736_2__6_6 6

6 t) @ it ; -- NJ tz f it R4THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


7 Zhanghuang of Zhibu RightDK60+900 300 4.0 1250 70 70 73.6 72.9 671 66.4 6.5village, Zhuji City DK61+200 3 4

8 Sanyang of Zhibu village, LeftDK68+690-+850 160 4.0 1250 70 70 72.5 71.9 64.0 63.4 8.5Zhuji City

9 Back Guanzhuang of Zhibu LeftRightDK72+700 - 600 4.0 / / 70 70 72.5 71.9 64.0 63.4 8.5

village, Zhuji City DK73+000

10 Front Guanzhuang of Zhibu LeftDK74+030--+350 50 40 //7 0 7. 29 6. 4 .|0 village, Zhuji City DKR 4+200 540 4_0 / 1_ 70 70 73.6 72.9 6561 64_4 _ _

2-14TH SCODSUV, DESIGN1 MM=lUT OF RAIWAY


4.3-7 (counted)


Noise valu e of value ofStandard noise noise after Foeat

Sound (LAeq.dB) before Rectifying d ValueInsulat Change Rectifying Measures

S/N Name of Sensitive Spot Sound baffle iound ofet AeasuB) on esfentwindo function (LA. 4B) reduce

w (m (AZ).B(M2) Day Nigh Day Nigh Day Nigh (LA.dB)

time time . time Location and Mileage Length( Height time time time

_ Xiajianlu of Datang village, LeftDK79+300-+600 300 4.0 70 70 73.6 72.9 65.6 649 8Zhuji City

12 Houfan of Wangjiajin LeftDK82+750 250 4.0 70 70 70.9 70.2 629 622 8village, Zhuji City DK83+000 2 40. . 9 2

15 & 13 houses of13 Wangjiajiin village, Zhuji LeftDK83+150'+950 800 4.0 / 5000 70 70 73.6 72.9 65.6 649 8

city

14 Chakn of LeftDK88+150-+400 250 4.0 70 70 72.5 71.9 64.5 63.9 8Zhuji CityII

15 Yijing of Paitou village, LeftDK88+750 800 4.0 70 70 73.6 72.9 65.6 64.9 8Zhuji City DK89+550

16 Dazhuang of Paitou village, LeftDK90+250-+500 250 4.0 / 60 50 61.4 60.7 53.4 52.7 8Zhuji City__________

17 Dazong of Paitou village, RightDK90+900 500 4.0 60 50 61.8 61.1 53.8 53.1 8___Zhuji City DK91+400

18 Shangyuan of Paitou village, RightDK91+400 350 4.0 500 70 70 73.6 72.9 65.6 649 8Zhuji City +750 350 4573 2. . 9

A M -- i I i't il THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS 5


19 Wangjing of Anhua village, RightDK98+680 500 4.0 70 70 73.8 73.1 65.8 65.1 8Zhuji City DK99+180 Wangjiatang of Anhua LeftRightDK104+950

20 viatang of i CityRiDK D105+55 0 1200 4.0 / / 70 70 73.6 72.9 65.6 649 8village, Zhuji City '-DKl05+550

Xing of Zhigjiavwu village in LeftDK106+370 3 4 721 Pujingomunty, JihuaCity +700 330 4.0 70 70 73.6 72.9 66.6 659 7

22 Xingzhai village in Shuxi LeftDKI14+500 350 4.0 1000 70 70 73.6 72.9 66.6 65.9 7town, Jinhua City +850

23 Shita Yutou of Guantang RightDKI34+300 - 350 4.0 70 70 73.6 72.9 65.6 649 8village, YiwuCity +650

24 Ke village in Guantang, LeftDKl39+850 - 300 4.0 70 70 73.6 72.9 68.6 67.9 5YiwuCity DKI40±150 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

i i'd m = #DS N iNT it R 246THE SECOND SURVER & DESIGN INSTITUTE OF RAII,WAYS


4.3-7(Continued)

Noise Rectification Measures ForecasteForvaste o d value of

Noise d value of noiseStandard noise after Forecaste

Quantity (LAwq.dB) before Rectifying d ValueQuantity o of Rectifying Measures on effectS/N Name of Sensitive Spot Sound baffle Sound Change Measures (LAN!B) of sound

Insulation Chnge QA,.dB)~ ~' ) o sodundwindow on__

2function AdB(in2) (imn2)Ctio Day 2Nig Day Nig Day Nig QN.dB)

timne ht time ttiayeLMileage Length Height time time time time

25 Anli village in Yiting tow, Left Right DK151+250- 500 4.0 70 70 73.6 72.9 67.6 669 6Yiwu City +500

26 Huangheshan of Dongxiao RightDK169+050 - 250 4.0 60 50 63.8 63.1 56.8 56.1 7village, Jinhua City +300

27 Jindong of Dongxiao village, RightDK174+200 - 400 4.0 70 70 725 719 66.5 65.9 6Jinhua City +600

28 Houzhushan village in LeftK208+350'+550 200 4.0 / / 70 70 72.1 71.4 65.1 64.1 7_____ Tangxi town, Jinhua City

Shaojia village in Hu town LeftDK223+900 29 of Longyou county, Quzhou DK224+200 300 4.0 70 70 733 72.6 663 65.6 7

_ _ city

30 Shigangta area in Longyou LeftDK230+270 - 250 4.0 / / 70 55 69.0 68.4 64.0 63.4 5county, Quzhou City +520Amount 11950 4.0 / 14750 _

31 Zhangjia village in Kecheng RightDK259+450 - 450 4.0 / 70 70 73.0 72.6 66.0 65.6 7_ _ _ district, Quzhou City +900 I I I I__ __ _ _ _ _ _ __ _ _

A ii)6 'M iA - a % - -it 1 1-TTIE SECOND SURVFR & DESIGN INSTITUTE OF RLAILWAYS -4I


32 Hu village in Kecheng DK261+250-+500 250 4.0 70 70 70.1 69.4 62.1 61.9 8

district, Quzhou City 2 1

33 Xiguakeng in Kecheng DK261+800 200 4.0 / / 70 55 69.0 68.4 605 59.9 8.5

district, Quzhou City DK262+000 I

4 Xinye village in Kecheng DK262+300-+550 250 4.0 70 55 69.0 68.4 60.5 599 8.5district, Quzhou City

5 QChetou village in Kecheng DK280+280-+600 320 4.0 70 70 72.8 72.1 66.8 66.1 6district, Quzhou CityDukou village in Xia town

36 of Yushan county, Shangrao DK333+390'+700 310 4.0 / 3500 70 70 732 72.5 662 65.5 7

City I _

7 Xiejia in Hengfeng county, DK425+100-+450 350 4.0 70 70 714 70.4 64.4 634 7Shangrao CityCenter primary school of 60 629 579 5

38 Hetan in Guixi, Yingtan City DK457+950 500 4.0 6Maojiatang village in Guixi, DK458+450 4.0 / 2500 70 70 7.6 719 65.6 64.9 7

I___ Yingtan City _

39 Eiployee's Dmay-in Padd DK509+400-+700 300 4.0 1000 / 70 70 733 72.6 683 67.6 5THESchE&CgONDgSaRa, DEaSIG _T F A

66) W~~~ it % t1 4THE SECOND SERVER a DESIGN INSTITUTE OF RAILWAYS24

EA Report on Reconlstructed Zhejiang-Jiangxi Railway Electrification Speedup Renovationl Project


Noise Rectification Measures Forecaste Forecastedoreaste ofd value of

Noise d value of noiseStandard noise after ForecasteSunt t(Anqdard befr Rectifying d Value

Quantity of Quantitf (LAeqdB) Rectifying Measures on effectS/ N Name of Sensitive Spot Sound baffle Sound Change Measures (LA.$dB) of sound

Insulation on (LAe B) reducewindow on~qdB

2M function Nig Nqg Ni(im) Day hNtig Day hNtig Day hNtig

Length Height time time time time time timeMileage (m) (m)

40 Qiaotou village in Yujiang DK510+210-+410 200 4.0 / / 70 70 733 72.6 683 67.6 5county, Yingtan City _

41 Lujia of Hubei village in DK516+270-+420 150 4.0 / 2500 70 70 73.2 725 672 66.5 6Yujiang county, Yingtan City

42 New village of Dongxiang, DK534+650 - 350 4.0 / 800 70 70 733 72.6 653 64.6 8Yingtan City DK535+000

43 No.1 Middle School of DK534+800 - 1000 4.0 / / 60 I 623 I 553 / 7Dongxiang, Yingtan City DK535+800

LeftDK570+35044 Chaojia village in Jinxian +550 450 4.0 / / 70 70 735 72.8 675 662 6

county, Nanchang City RightDK570+350+600

Dongshan village and45 Dongshan primary school in DK574+280-+550 270 4.0 60 74.0 733 66.0 653 8

Jinxian county, Nanchang- c ity I _ _ _ _I__ _I_ _I__ _I _ _I_

CD S -RVER & SIN IQit R2L4 219THE SECI)ND SURVER h DESIGN NSTITUTE OF RAILWAYS


46 Liaojia village in Jinxian DK589+600 500 4.0 70 70 743 73.6 65.6 67.1 8.5county, Nanchang City DK590+100

47 Wangxie village in Jinxian DK590+500-+850 350 4.0 / / 70 70 743 73.6 663 65.4 8county, Nanchang City

48 Shejia of Tianli in Jinxian DK591+350-+800 450 4.0 / / 70 70 73.1 724 65.1 64.4 8county, Nanchang City _ _

49 Zhangjia of Luofang in DK593+900 550 4.0 60 50 66.1 65.4 57.6 56.9 8.5

cintia cony acag DK594+450

50 Yanlong village of D6640+0 0 . 5 0 7 40 73 6. 5 Xiangtang, Nanchang City _ 2Huangjia of Fengcheng / / 70 70 72.7 72.0 66.7 66.0 6

51 village, Yichun City DK642+900 500 4.0 I IChangxi piy sdiool in Huangia DK643+400 / / 60 / 61.6 / 53.6 / 8vilbge ofFenigdg, Yichm City

LeftDK648+000Longtan and Pailou in ±300

52 Fengtan and RiglouK6n8+300 520 4.0 / / 70 70 715 70.8 655 64.8 6Fengcheng City RightDK648+580 +800 _

TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS - '



Noise Rectification MeasuresFo recasted Fo recastedvalue of value of

Standard noise nieatrForecast

Sound Chang N e(LAAB) before Rectifying ed ValueName ~~~~~~~~~~~~~~~~~~~~SudCagRectifying Measures en ValuetS/N Name of Sensitive Sound baffle Insulati e of Measures (LAfqdB) on effect

Spot on functio •A,dIB) of soundwindow n reduce(m2) (m2) Nigh Nig Day Nigh (LAeWrdB)

Day NihDay Nightime . time . time

Mileage Length Height time time time

53 Xijiahe village in DK735+350-+850 500 4.0 70 70 73.7 73.0 65.7 65.0 8Xinyu City

54 of Jienter pimy Choo DK756+100-+400 300 4.0 60 / 66.3 / 603 / 6of Jieshui, Xinyu City _ _ _ _ _ _ _ _ _ _ _

Lingyang middle55 schoolin Fenyicounty, K765+300- +585 285 4.0 350 / 60 / 63.8 / 58.8 / 5

1Xinyu City

KonjiahouinFenyi LeftDK774+90056 Kongjianou inFy DK775+200 550 4.0 / / 70 70 72.3 71.6 63.8 63.1 8.5

couty,Xinu Cty RightDK775+600'-850

Zhe peng of Luxi town57 in Luxi county, Ping DK838+900-DK839+210 310 4.0 / / 70 70 71.3 70.6 633 62.6 8

District

6S fia ;A -- _ iS @ Xt R 25THE SECOND SURVER & DESIGN INSTITUTE OF PAILWAYS


LeftDK850+900 -

DK851+15058 Yangqiao village of DK85 1+850'-DK852+070I70 0 7.8 01 658 51 5

58 PnDititRgtK5+7+70 1170 4.0 //70 70 70.8 70.1 65.8 65.1 5Ping District RightDK850+570'-'+720 17 .

DK850+850'DK851+100DK851+900-DK852+200

59 DengAn village of DK860+580-DK861+980 1400 4.0 1120 2750 70 70 71.3 70.6 663 65.6 5Ping District

60 Shangpu in Linling DK899+100-+350 250 4.0 60 50 66.3 65.6 583 57.6 8ty county

Total amount 25135 2470 32350

Existing line Mileage of sensitiveE xisting linereceptors__ _ _ ___ _ _ _ _ _ __ __ _ __ _ _ _ _ _

Yuanjia village in1 Anhua town, Zhuji K97+800-K98+000 1000 _

____ City _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ ~ ~ ~ ~~ ~~~~~~~~~~__ __ _ __ __ _ _ _ _ _ _ _ _

SE COND SR E & D i F RIL WA CTHF. SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS '-


4.3-7(continued)


Noise value of value ofNostadr noise noise afterSg Standard before Rectifying ForecalstSound Chang (LAeq.dB) Rectifying Measures e au

S/N Name of Sensitive Sound baffle Insulatio e of Measures (LA%dB) on effectSpot n functi MeAsues(B),B of soundwindow on (Aa ) reduce(m2) (m 2) Day Nih N igh Day Nigh (LA,eqdB)

Day t Day Nigh y

Mileageth Height _ time time time time time timeMileage Len) Hehm__ __

2 Xiali of Pujiang K103+900'-K104+300 1000village3 Mache of GanxiK1500 70 0

village, Jinhua CityPrimary school of

4 Yanmache village in K319+800 300Wuchun town,Jiangchan City

5 Linxi primary school K374+850 200in Shangrao

6 Huling of Dongxiang K516+650'-+900 H 500 _village, YingtanCt __ __

Height

Sound of7 Railway No.5 village, Beijing to Guangzhou line baffle25 existin /Nanchang City K 1444+578.96 Om fence

OF .OmLWAY 253W THE SECOND SURVER h DESIGN INSTITUTE OF RAILWAYS


S Tonglin of Shuixi K729+500-K730+150 6500village, Xinyu City

Amount 250 3500 6500

Total amount 25385 5970 38850

THE SE E DIG I - mIT t O 254THE SECO)ND SUIRVER & DESIGN INSTITLTE OF RAILWAYS25


4.4 Assessment of the Impact on Aquatic Environment andProtection Measures

1) Assessment of Impact on Aquatic Environment during Construction Period

The number of the super major bridges to be newly built for this project is 3,and that of major bridges 20. The construction of these bridges may influencethe quality of the surface water, mainly due to the loss of oil that will enter thewater body, the suspension of bed mud during the underwater construction forthe bridges, the discarded garbage during construction or the loss of theconstructional materials, the mud at the construction site and the domesticwastewater at the camp buildings. All these factors will cause the surface waterpollution in the event of bad management. The pollution will influence thesurface water for certain distance in the lower reaches of the bridge site or thatin the lower reaches of the waterside construction site. The impact will lastduring the construction period and for a period of time after the completion ofthe construction.

2) Assessment on Impact on Aquatic Environment during Operation Period

The sewage is mainly the oil contaminated sewage drained from the productionunits such as the locomotive operation and maintenance units, vehicles, etc.,and the domestic wastewater drained from each station along the full line. Thesewage quantity of the full line will increase by 77453m3/a. As the electriclocomotives are adopted, the contaminants such as CODcr, BOD5, SS andpetroleum type drained by the production units shows a decreasing trend.Because of the increase of the fixed number of staff and the number ofpassengers, the contaminants such as plant and animal oil and LAS drainedfrom each station shows an increasing trend respectively.The production wastewater is mainly from the production operations such aslocomotive servicing, maintenance, washing, etc. at Shangrao LocomotiveDepot, Yingtan Locomotive Depot, Nanchang Locomotive Depot, XiangtangLocomotive Depot and East Jinhua Locomotive Turnaround Depot, WestJinhua Locomotive Turnaround Depot, Xiangtang West LocomotiveTurnaround Depot, Xinyu Locomotive Turnaround Depot, PingxiangLocomotive Turnaround Depot and North Zhuzhou Locomotive TurnaroundDepot.The domestic wastewater is mainly from the building facilities such as officebuildings, passenger station buildings, etc. at the Jinhua Station, ShangraoStation, Yingtan Station, Nanchang Station, Xinyu Station, Pingxiang Station,Zhuzhou Station and so on.

(1) Forecast Method

For stations and depots that have the same operation property but improvedsewage quantity and for locomotive depots, locomotive turnaround depots andstationed locomotive turnaround depots that only reconstruct service and

6 SECOND V & S N O iLWA 255TlIE SECOND SURVER &: DESIGN INSTlIrUTE OF RAILWAYS25


temporary rest tracks for locomotives, take the status monitored water quality aspredicted water quality.

For locomotive depots and stationed locomotive turnaround depots that have thesame operation property but increased intermediate overhaul and minor andauxiliary repair, select depots and block posts that have similar operation propertyand scale for analogical investigation. The selected stations and depots include:Shaoguan Locomotive Depot, North Zhuzhou Locomotive Turnaround Depot,Zhuzhou Locomotive depot, Emei Locomotive Depot and Midi StationedLocomotive Turnaround Depot. For general analogue refer to Table 4.4-1.

THES N K D iS O RAILYt 2® THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS 256

Table 4.4-1 General Table of Analogue

North Chenzhou Midi Stationed

Name Shaoguan Locomotive Locomotive Zhuzhou Locomotive Emei Locomotive Depot Locomotive TurnaroundDepot Turnaround Depot Depot

Depot

Operation Feature Diesel and electric Electric Diesel and electric Diesel and electric Diesel and electric

Diesel, electric and a small Diesel and Electric Diesel and electric Diesel and electricOperation Scope amount of steam Locomotive Locomotive Repair and locomotive repair and locomotive repair and

locomotives repair and Servicing Servicing servicing servicingservicing

4 Service tracks for 4 service tracks for electric 2 service tracks for electricelectric locomotives and 3 9 service tracks for electric locomotives and 3 service locomotives and 2 service

Scale service tracks for diesel / and diesel locomotives tracks for diesel tracks for diesellocomotives locomotives locomotives

100 electric 40 electric 110 electric 110 electric locomotive/day 43 electric locomotive/dayWorking Capacity locomotive/day and 20 locomotive/da locomotive/day and 117 and 117 diesel and 28 diesel

diesel locomotive/day Y diesel locomotive/day locomotive/day locomotive/dayOil contaminated sewage Oil contaminated Oil contaminated sewage Oil contaminated sewage Oil contaminated sewagedue to service and repair of sewage due to the due to service and repair of due to service and repair of due to service and repair of

Source of Sewage diesel and electric service of electric diesel and electric diesel and electric diesel and electriclocomotives. locomotives locomotives. locomotives locomotives

Sewage Treatment Regulated sedimentation, Regulated sedimentation, Regulated sedimentation, Regulated sedimentationTechnology skew slab oil removal, air None skew slab oil removal, air skew slab oil removal, air and skew slab oil removal

________ ~~floating floating floating_ _ _ _ _ _ _ _ _ _ _ _

WaterQualityof PH 7.2 7.2 6.8 6-7 7.2

SewageCODcr 44.8 25.6 52.2 67 30.0BOD5 4.30 3.45 / /SS 17 3.0 15.1 26 10.0

SCN SRE = DI - NSTiE UTt R ,25 _THE SECOND SURVER d: DESIGN INSTIT-UTE OF RAILWAYS _. '

PfKR-ffiftA 'la tiL ,!-,tIf p, '.

Petroleu 0 .87 o| 3.35 1.1 2.5m Type 11.

Note: The sewage water qualities are the monitored values; the unit is mg/l except for PH.

THE SECOND SUVER & DESIGN MSTTE OF RAILWAYS 2 581 HE SECOND SERVER & DESIGN INSTITUTE OF RAILWAYS _


Forecast and evaluate the water quality, water consumption and major pollutants

discharge at key evaluation depots along the railway line according to results of

status investigation, monitoring and evaluation, to determine the influence range

and degree of water pollutant source after the project.

(2) Forecast Factors

Forecast factors: PH, COD, BOD5 , SS, and petroleum type.

(3) Forecast Assessment

a) East Jinhua Freight Locomotive Turnaround Depot

© Water Discharge

After the implementation of this project, 3 more service and temporaryrest tracks will be added for locomotives at the East Jinhua LocomotiveTurnaround Depot. Renovation includes renovating diesel auxiliary repair

storage into mixed auxiliary repair storage for diesel and electriclocomotives, which will form a scale of 4 service and temporary rest

tracks for electric locomotives and 3 service and temporary rest tracks fordiesel locomotives. Oil and wastewater discharge is 180m 3/d, which is

30m3/d more than before the project; Domestic wastewater discharge is60m3/d, which does not change both before and after the project.

© Water Quality of Drainage

After the implementation of this project, newly occurring oilcontaminated sewage at East Jinhua Locomotive Turnaround Depot shall

be treated with the existing sewage processed that regulatessedimentation, skew slab for oil removal, air floating and filtrationaccording to routine monitoring material, the forecast for water quality of

the drainage from the East Jinhua Locomotive Turnaround Depot sewagetreatment plant after the project is shown in Table 4.4-2.

iA 4 -- C it 2® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 259


Table 4.4-2 Forecasted Water Quality of the Oil Contaminated Sewage atEast Jinhua Locomotive Turnaround Depot after Treatment

Item PH CODcr BODs SS Petroleum(mg/I) (mg/I) (mg/I) (Type(mg/I)

Forecasted Value 7.0 30-60 5-10 15-30 0.8'-1.5

Class I standard of the IntegratedWastewater Discharge Standard 6 - 9 100 20 70 5(GB8978-1996) (Units Renovatedafter January 1st, 1998)Exceeding Standard Times N N N N N

Note: N indicates that the standard has not been exceeded.

From the above forecasted results, it can be seen that: whenoil-contaminated sewage at locomotive turnaround depots is treatedthrough oil separation, air floating and filtration, it shall meet therequirements for discharge.

After the implementation of this project, domestic wastewater shall stilluse the original drainage system, since water consumption and its sourceat the depot will not change. After the Electrification SpeedupRenovation Project, the water quality of domestic wastewater is the sameas before the project. For the forecasted value of water quality refer toTable 4.4-3.

Table 4.4-3 Forecasted Water Quality of Domestic Wastewater

CODcr BODr, Ss Plant andItem PH CODcr D5) /) Animal Oil

(mg/I) (mg/I) (mg/I)/1Forecasted value 7.24 37.77 7.44 29.33 0.21

Class I standard of the IntegratedWastewater Discharge Standard 6-9 100 20 70 10(GB8978-1996) (Units renovated afterJanuary 1st, 1998) I

Exceeding Standard Times N N N N N

( Assessment of Sewage Discharge Route

After oil contaminated sewage at the East Jinhua Locomotive TurnaroundDepot is treated through oil separation, air floating and filtrationaccording to standards, it can be discharged. The domestic wastewatershall be treated in the already existing septic tank. Oil contaminatedsewage from mess halls shall be treated in small oil separators before

65tk i& M = Az VQ it- 1A 260TRIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


being discharged into the original city sewer.

Daily output of oil-contaminated sewage at the depot is 180m3. Airfloating and filtering facilities at present sewage treatment plants cantreat 20m3/h, which satisfies the actual requirement for sewage quantity.

b) West Jinhua Passenger Locomotive Turnaround Depot

(D Water Discharge

After the implementation of this project, there will be 5 more service andtemporary rest tracks for locomotives at West Jinhua LocomotiveTurnaround Depot, which will form a scale of 7 service and temporaryrest tracks for electric locomotives and 2 service and temporary resttracks for diesel locomotives. Although there have 6 new locomotiveinspection pits, diesel locomotives become less. Therefore, oil andwastewater discharge is 50m3/d. Domestic wastewater discharge is60m3/d, which does not change both before and after the project.

( Forecast for Drainage Water Quality and Treatment Facilities

After the implementation of this project, the oily sewage at West JinhuaLocomotive Turnaround Depot does not increase, so water quality of thesewage and water pollutant discharge is the same as that before theproject. Since oil contaminated sewage at inspection pits at thelocomotive turnaround depot is discharged into the city sewer withouttreatment and the end of pipe network is the Jinhua River, the waterquality does not meet the standards. It is recommended to build new oilcontaminated sewage treatment stations according to the Assessment.When water quality of treated sewage meets discharge requirementsspecified in Class I of the "Integrated Wastewater discharge Standard'(GB8978-97), it can be discharged into the city sewer and finally flowinto the Jinhua River.

The technical process for concentrated treatment of oil contaminatedsewage is as follows:

|il Contaminated Sewage - Regulated Sedimentation, Skew Slab Oil Remova

J(50m3 /d) - Adsorption Filter Tank (50m3/d) - Sewage Water Pump Chamber

ISewage Lift Pump-p-Discharge



Refer to Table 4.4-4 for the forecasted values of the water quality after treatment.

Table 4.4-4 Forecasted Water Quality of the Oil Contaminated Sewage atWest Jinhua Locomotive Turnaround Depot after Treatment

CODcr

Item PH BODs SS Petroleum Type(mg/I) (mg/I) (mg/l)

Forecasted Value 7.0 55 15 20 1.0

Class I standard of the IntegratedWastewater Discharge Standard 6-9 100 20 70 5(GB8978-1996) (Units renovated afterJanuary 1st, 1998)



Forecast result shows that: since the depot is a turnaround depot,petroleum type of oil-contaminated sewage is mainly floating oil. Thetreatment process is feasible since the water quality of treated sewagemeets discharge requirements specified in Class I of the "IntegratedWastewater Discharge Standard' (GB8978-1996).

After the implementation of this project, no new domestic wastewateroccurs, and the present discharge facility will be maintained. Thedomestic wastewater will be treated in septic tanks. Oil contaminatedsewage from mess halls is treated in small oil separators. After theElectrification Speedup Renovation Project, the water quality of domesticwastewater is the same as before the project since water consumption andits source at the depot will not change. The forecasted values of waterquality are shown in Table 4.4-3. Domestic wastewater shall be treatedbefore being discharged into the original city sewer.

c) Zhuji Passenger Station, East Zhuji Station, Yiwu, West Jinhua, East Jinhua,Quzhou Passenger Station and so on

(1) Water Consumption and Water Discharge

Water discharge at West Zhuji, Yiwu, West Jinhua, East Jinhua, andQuzhou Stations after the implementation of this project is shown inTable 4.4-5.

AD K -_ NJ Q it r 262THE SECOND RAII.WAYS SURVEY & DESIGN INSTITUTE


Table 4.4-5 Statistics of Water Consumption and Sewage Discharge at WestZhuji, Yiwu, West Jinhua, East Jinhua and Quzhou Station

Unit Discharging SewageSewage uantity m3 Id Sewage TreatmentUni Discharging Sewage i Before Project [ncreas( Ifter Project Technology

Zhuji Passenger Station 303 303 Anaerobe Filter TankEast Zhuji Station 235 235 Anaerobe Filter TankYiwu Passenger Station 303 303 Anaerobe Filter Tank

East Zhuji 320 20 340 Newly Added: SBR________ _________ _____ _________ Existing: Septic Tank

West Zhuji 525 1 526 Septic TankQuzhou Passenger Station 250 250 Anaerobe Filter Tank

Total 845 1112 1957

(® Forecast for Water Quality

After the implementation of this project, newly occurring water dischargefor the above-mentioned units is generally domestic wastewater. Newlyoccurring sewage is treated in anaerobe filter tank or by SBR. Waterquality of drainage after being treated in anaerobe filter tanks is shown inTable 4.4-6. Water qualities after being treated by SBR are shown in Table4.4-7. The water quality of the existing domestic wastewater is the same asthat before the project, since water consumption and its source at the depotwill not change. Water quality of the drainage is shown in Table 4.4-8.

Table 4.4-6 Forecasted Water Quality of Domestic Wastewater afterTreatment in Anaerobe Filter Tank

CODcr BOD5 Ss Plant andItem PH C OmDcr (mgl) (mgA) P Animal Oil

(mg/I) (mgI) (mg/I) (mg/I)Forecasted Value 7.2 100 20 70 4.0Class IJ standard of the IntegratedWastewater Discharge Standard 6_9 150 30 150 15(GB8978-1996) (Units renovated afterJanuary 1st, 1998)Exceeding Standard Times N N N N N


THE SEN RAIt S S Y & DESIN I TrTE 263® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.4-7 Forecasted Quality of Domestic Wastewater after SBR Treatment

CODcr BOD5 Ss Plant andItem PH CODcr (mgA) (mg/) Animal Oil

(mg/I) (mg/I) (mg/I)1Forecasted Value 7.1 62 15 37 4.0

Class I standard of the IntegratedWastewater Discharge Standard 6 -9 100 20 70 10(GB8978-1996) (Units renovated afterJanuary 1st, 1998)Exceeding Standard Times N N N N N

Note: 1. The above data are the monitored values of domestic wastewater treated bySBR, which was done by the Chengdu City Environmental MonitoringCentral Station on Sep 21st, 2000.

2. N indicates that it does not exceed the standard.

Table 4.4-8 Water Quality of the Drainage at Small-to-MediumSized Stations Within Zhejiang Province

Unit:mg/l (Except PH)

PH CODcr BODs SS Plant and Animal Oil

7.18 83.02 36.52 44.08 5.19

® Sewage Discharge Route and Sewage Treatment Measures

a. Newly-built Zhuji Passenger Station, East Zhuji Station, YiwuPassenger Station, Quzhou Passenger Station

Fecal sewage at Newly-built Zhuji Passenger Station, East ZhujiStation, Yiwu Passenger Station, Quzhou Passenger Station is treatedin septic tanks. Newly occurring sewage is treated in anaerobe filtertank before being discharged into the irrigation ditches. The waterquality of the drainage at the above-mentioned stations has beencompared to the Category I water quality of the "Standards forIrrigation Water Quality" (GB5084-92). Refer to Table 5.6-9 for theresults.

Table 4.4-9 Synopsis of the Water Quality at

THE SEC% RY SU iV t EN 264THE SECOND RAILWAYS SURVEY & DESIC.N INSTITUTE


West Zhuji, Yiwu and Quzhou Station

CODcr BOD5 Ss ~ Plant andItem PH CODcgr B OmDs ( mg1) Animal Oil

(mg/i) (mg/i) (mg/I)/1Water Quality of Newly 7.2 100 20 70 4.0Increased DrainageWater Quality of the Existing 7.2 83.02 36.52 44.08 5.19Drainage_________Category I of the Standards forIrrigation Water Quality 5.5 -8.5 <200 80 150 /(GB5084-92) I I I

With reference to Category I of the "Standards for Irrigation WaterQuality" (GB5084-92), the water quality of the drainage from theabove-mentioned stations is better than the Category 1 limitsspecified in "Standards for Irrigation Water Quality" (GB5084-92).When sewage from the above-mentioned stations is discharged intoirrigation ditch, it does not influence the function. It is recommendedto include the newly-built Zhuji Passenger Station, East Zhuji Station,Yiwu, and Quzhou Passenger Station into the city sewage treatmentsystem according to the Assessment. The construction unit shall carryout the work so as to know if the fixed number of years for thecompletion of station and city drainage systems and the sewagetreatment plant will be linked up with this project or not. When thedrainage systems and the sewage treatment plant can not be linked upwith the project, they shall be designed according to the inlet waterbody function.

b. West Jinhua Station

Fecal sewage from the West Jinhua Station is treated in septic tanksbefore being discharged into the city sewer, at the end of which isJinhua River. The water quality is shown in Table 5.5-10. Incompliance with the ZHJH [2002] document No. 118, the sewagedischarge of this station is required to perform the Class I Standard inthe "Integrated Wastewater Discharge Standard " (GB8978-1996).Table 4.4-11 illustrates that the sewage at the West Jinhua Stationdoes not satisfy the Class I discharge standard of the "IntegratedWastewater Discharge Standard" (GB8978-1996).

<x = fl V - & S Q it 12 265® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.4-10 Analogue Results of the Water Quality for the Drainage atLarge-sized Passenger Stations


PH CODcr BODs SS Plant and Animal Oil

7.9 179.21 64.71 54.03 5.3

Table 4.4-11 Forecasted Results for the Water Quality ofDrainage at the West Jinhua Station

Item PH CODcr BOD5 SS (mg/l)

Forecasted Results for Water Quality of 7.9 179.21 64.71 54.03 5.3-the DrainageClass I standard of the "IntegratedWastewater Discharge Standard" 6-9 100 20 70 10(GB8978- 1996) I I

Exceeding Standard Times N 0.79 2.23 N N


c. East Jinhua Station

Fecal sewage from East Jinhua Station is treated in septic tank, andnewly occurring sewage is treated by SBR before being dischargedinto city sewer, at the end of which is Jinhua River. Water quality ofexisting sewage is shown in Table 4.4-8. Water quality of newlyoccurring sewage is shown in Table 4.4-7. In compliance with theZHJH [2002] document No. 118, the sewage discharge of this stationis required to perform the Class I Standard in the "IntegratedWastewater Discharge Standard' (GB8978-1996). Table 4.4-12illustrates that the current sewage at the East Jinhua Station does notsatisfy the Class I Discharge Standard of the "Integrated WastewaterDischarge Standard' (GB8978-1996).

64 MI M Ab - mFa il-" 15A 266TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.4-12 Forecasted Results for the Water Quality ofDrainage at the East Jinhua Station

CODer BOD5 Ss Plant andItem PH CODcr BOD5 (mgl) Animal Oil

Water Quality of Newly Increased 7.1 62 15 37 4.0Drainage

Class I Standard of the IntegratedWastewater Discharge Standard 6-9 100 20 70 5(Gb8978-1996) (Units Renovated afterJanuary 1st, 1998)Exceeding Standard Times N N N N NWater Quality of the Existing Drainage 7.18 83.02 36.52 44.08 5.19Class I Standard of the IntegratedWastewater Discharge Standard 6-9 100 30 70 20(Gb8978-1996) (Units Renovated beforeDecember 3 1st, 1997)

Exceeding Standard Times N N 0.22 N N


Sewage from West Jinhua Station and East Jinhua Station is dischargedinto city sewer, which meets requirements for sewage flowing into citypipe network. This Assessment suggests giving further and centralizedtreatment when sewage is discharge into city sewer and after city sewagetreatment plant is finished

d) Nanchang Locomotive Depot

Q Water discharge

After the implementation of this project, Nanchang Locomotive Depotwill be changed into a mixed depot with diesel and electric locomotivesand new minor and auxiliary repair equipment for electric locomotiveswill be added, which will form a scale of 1 minor repair position and 2auxiliary repair positions for electric locomotives, 2 medium repairpositions and 2 minor and auxiliary repair positions for diesellocomotives, 4 service and temporary rest tracks for electric locomotives,and 4 service and temporary rest tracks for diesel locomotives. Oilcontaminated sewage discharge is 616m3/d, which is 56m3/d more thanthat before the project. Newly occurring wastewater from train-washingis 70m3/d. Domestic wastewater discharge is 1 50m3/d, which is the sameas before the project.

© Forecast for the Water Quality of the Drainage

6) ia m gh - j&~ Qt 1R 267® TIHE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


This Assessment takes Emei Locomotive Depot as the analogical site.Table 4.4-1 shows the condition of the analogical sites.

After the implementation of this project, sewage from the NanchangLocomotive Depot is still treated in the original sewage treatment plant.According to conditions of the works and wastewater quality atanalogical sites, the forecasted results for wastewater quality at theNanchang Locomotive Depot after the Electrification SpeedupRenovation Project are shown in Table 4.4-13. Water quality of domesticwastewater is the same both before and after the project because waterconsumption and the source at the depot will not change. Table 4.4-3shows the forecasted values.

Table 4.4-13 Forecasted Results for the Water Quality of Oil ContaminatedSewage at Nanchang Locomotive Depot

Item PH CODci BOD 5 SS 'etroleum Typ((mg/i) (mg/l) (mg/1) (mg/i)


Class Il Standard of theIntegrated Wastewater DischargeStandard (Gb8978-1996) (Units 6-9 150 30 150 10Renovated after January 1 st,1998) _ _ _ _ _ _ _ _ _ _



Sewage Discharge Route and Sewage Treatment Facility

Oil contaminated sewage and vehicle-washing wastewater at NanchangLocomotive Depot is treated through using skew slab for oil separationand adjusting sedimentation for oil separation and air floating. Forecastedresults of pollutant source shows that the water quality of drainage at thedepot meets discharge requirements specified in "Integrated WastewaterDischarge Standard" (GB8978-1996),

Daily output of oil contaminated sewage at the depot is 616m3 and that ofnewly occurring wastewater from vehicle-washing is 70m3/d. Treatmentcapability of air floating and filtering equipment at existing sewagetreatment plant is 60m3/h, which can meet the actual requirements forsewage quantity.

i3S ;f- jS -s NJ m i t I 268THF SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


The present domestic wastewater process treat fecal sewage in septic tankand treat oil contaminated sewage from mess halls in small oil separatorsbefore discharging them into the city sewage treatment system.

e) Xiangtang Locomotive Depot

(D Water Discharge

After the implementation of this project, the Xiangtang LocomotiveDepot will be changed into a mixed depot for diesel and electriclocomotives and new medium and minor repair equipments for electriclocomotives will be added, which will form a scale of 2 medium repairposition and 2 minor and auxiliary repair positions for electriclocomotives, 6 minor and auxiliary repair positions for diesellocomotives, 2 service and temporary rest tracks for electric locomotives,and 6 service and temporary rest tracks for diesel locomotives. Oilcontaminated sewage discharge is 457m 3/d, which is 17m3 /d more than.before project. Newly occurring wastewater from train-washing is100m3/d. Domestic wastewater discharge is 120m 3/d, which is the sameas before the project.

© Forecast for Drainage Water Quality

This Assessment takes Zhuzhou Locomotive Depot as an analogical site.Table 4.4-1 shows the condition of analogical sites.

After the implementation of this project, the drainage system at theXiangtang Locomotive Depot is reconstructed to separate clean water andsewage. Besides the original treatment process, skew slab oil separatorsand sludge drying beds are added. According to conditions of the worksand water quality of sewage at analogical sites, water quality of sewage atXiangtang Locomotive Depot after the Electrification SpeedupRenovation Project is shown in Table 4.4-14. Since water consumptionand the source at the depot will not change, water quality of domesticwastewater after the Electrification Speedup Renovation Project is thesame as before the project. Forecasted values for the water quality isshown in Table 4.4-3.

lSE S ECON _ Ii ITIT 269THE SECOND RAILWAYS SURVEY .: DESIGN INSTITUTE26


Table 4.4-14 Forecasted Water Quality of the Oil Contaminated Sewage atXiangtang Locomotive Depot After Treatment

CODcr BOD5 SS PetroleumItem PH (mg/I) (mg/I) (mg/l) Type


|Class I Standard of the IntegratedWastewater Discharge Standard 6-9 100 20 70 5(Gb8978-1996) (Units Renovated after

I-January 1st, 1998)


Note: N indicates that the standard has not been exceeded..

®) Sewage Discharge Route and Sewage Treatment Facility

Oil contaminated sewage and train washing wastewater at XiangtangLocomotive Depot are treated through adjusting sedimentation skew slabfor oil separation, air floating and filtration. Forecast result shows that:water quality of sewage at the depot meets requirements specified inClass I Standard of the "Integrated Wastewater Discharge Standard'

(GB8978-1996).

Daily output of oil contaminated sewage at the depot is 457m 3 and that ofnewly occurring wastewater from vehicle-washing is 60m3/d. Treatmentcapability of air floating and filtering equipment at existing sewagetreatment plant is 60m3/h, which can meet the actual requirements forsewage quantity.

The present domestic fecal sewage is treated in septic tanks and oilcontaminated sewage from mess halls is treated in small oil separatorsbefore discharging them into original drainage system, that is, todischarge into Luojia River (irrigation water) outside the depot.

f) West Xiangtang Stationed Locomotive Turnaround Depot

(0 Water Discharge

After the Electrification Speedup Renovation Project, the West XiangtangLocomotive Depot will be changed into a mixed depot for diesel andelectric locomotives and new auxiliary repair equipments for electric

6!D AW it M - NJ V a f- G 270TIlE SECMND RAILIWAYS SURVEY & DESIGN INSTITUTE


locomotives will be added, which will form a scale of 3 auxiliary repairpositions for electric locomotives, 3 service and temporary rest tracks forelectric locomotives, and 3 service and temporary rest tracks for diesellocomotives. Oil contaminated sewage discharge is 104m3/d, which is4m3/d more than before the project. Newly occurring wastewater fromtrain-washing is 50m3 /d. Domestic wastewater discharge is 100m 3/d,which is the same as before the project.

® Forecast for Drainage Water Quality

This Assessment takes Midi Locomotive Depot as the analogical site.Table 4.4-1 shows the condition of the analogical sites.

After the implementation of this project, the drainage system at WestXiangtang Locomotive Depot is to treat sewage at the original sewagetreatment plant. According to conditions of the works and water qualityof sewage at analogical sites, water quality of sewage at the WestXiangtang Locomotive Depot after the Electrification SpeedupRenovation Project is shown in Table 4.4-15. Since water consumptionand the source at the depot will not change, water quality of domesticwastewater after the electrification project is the same as before theproject. Forecasted value for the water quality is shown in Table 4.4-3.

Table 4.4-15 Forecasted Water Quality of the Oil Contaminated Sewage at WestXiangtang Stationed Locomotive Turnaround Depot after Treatment

Item PH CODcr BODs15 Ss PetroleumItem PH ~~~(mg/I) (mg/[) (mg/I) T'ype


Class I Standard of the IntegratedWastewater Discharge Standard 6-9 100 20 70 5(Gb8978-1996) (Units Renovated afterJanuary 1st, 1998) l



(a Sewage Discharge Route and Sewage Treatment Facility

Oil contaminated sewage and train-washing wastewater at the WestXiangtang Stationed Locomotive Turnaround Depot are treated throughadjusting sedimentation skew slab for oil separation and air floating.

D RTHE SECOND RAILWAYS SURVEY & DESIGN INSTITUTF 271


Forecasted results show that the water quality of sewage at the depotmeets requirements specified in Class I Standard of the "IntegratedWastewater Discharge Standard' (GB8978-1996).

Daily output of oil contaminated sewage at the depot is 1 04m3 and that ofnewly occurring wastewater from vehicle-washing is 50m3/d. Treatmentcapability of air floating equipment at existing sewage treatment plant is1 5m3/h, which can meet the actual requirements for sewage quantity.

The present domestic fecal sewage is treated in septic tanks and oilcontaminated sewage from mess halls is treated in small oil separatorsbefore discharging them into original drainage system, that is, dischargeinto irrigation ditch. Sewage then flows about 2km into the city sewer.

g) Qingyunpu, Nanchang, Xiangtang and West Xiangtang Station

(0 Water consumption and Water Discharge

Refer to Table 4.4-16 for the water consumption and discharge at theQingyunpu, Nanchang, Xiangtang and West Xiangtang Station.

Table 4.4-16 Statistics of Water Consumption and Sewage Discharge atQingyunpu, Nanchang, Xiangtang and West Xiangtang Station

Unit Water Consumption Sewage quantity (m3/d) Sewage TreatmentDischarging (m3/d) Sewge_reamen

Sewage Before Increase After Before Increase After TechnologySewage_ Project_Increase_Projecl ProjecI Project

Qingyunpu 1100 184 1284 770 0 770 Existing: Septic tank

Nanchang 52000 4054 54054 5000 146 5146 Existing: Septic tank

Xiangtang 2350 954 3304 495 97 592 Existing: Septic tank

West Newly added: Anaerobe11000 146 11146 2310 51 2361 filter tank

Xiangtang Existing: Septic tank

Total 66450 5338 69788 8575 294 8869

Note: Increased water consumption after the Project includes that for passenger trains.

(© Forecast for Sewage Quality

After the implementation of this project, the traction substations andoverhead contact system (OCS) will be built in the above-mentioned

IK RAILWAYS SUR= & DESIGt TE 272TIIE SECOND RAILWAYS SURVEY h DESIGN INSTITUTE


drainage units. Newly increased drainage will generally be domesticwastewater, which is treated in anaerobe filter tanks. Water quality oftreated sewage is shown in Table 4.4-6. Since water consumption and thesource will not change, water quality of the domestic wastewater is thesame as before the project. Water quality of drainage from Qingyunpu,Xiangtang and West Xiangtang Station is shown in Table 4.4-17 and thatfor Nanchang Station is shown in Table 4.4-10.

Table 4.4-17Analogue Results of the Water Quality for Drainage atSmall-to-Medium Sized Stations within Jiangxi and Hunan Province


PH CODcr BOD5 SS Plant and l

1 ~7.2 154.5 55.5 88 7.5

® Sewage Discharge Route and Sewage Treatment Facility

Sewage treated at the above-mentioned stations is that fecal sewage istreated in septic tank and oil contaminated sewage from mess halls istreated in small oil separators. Newly occurring sewage from newly builttraction substations and overhead contact systems (OCS) are treated inanaerobe filter tanks. Domestic wastewater from Qingyunpu, NanchangStation, Xiangtang and West Xiangtang Station shall be treated beforebeing discharged into the city sewer.

In compliance with the GHDHZ[2002] document No. 66, theabove-mentioned stations are required to perform to the Class IIIStandard of the "Integrated Wastewater Discharge Standard"(GB8978-1996)). Table 4.4-10 and Table 4.4-17 illustrate that the sewagedischarge can meet the Class III Standard of the "Integrated WastewaterDischarge Standard' (GB8978-1996) and can meet requirements forsewage discharge into the city sewer.

h) Yingtan Locomotive Depot

(D Water Discharge

After the implementation of this project, Yingtan Locomotive Depot will

) M Sg- J V iRt i t R 273® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


be changed into a mixed depot for diesel and electric locomotives and

new minor repair equipments for electric locomotives will be added,

which will form a scale of 3 minor and 6 auxiliary repair positions for

electric locomotives, 2 medium repair positions for diesel locomotives, 6

service and temporary rest tracks for electric locomotives, and 3 serviceand temporary rest tracks for diesel locomotives. Oil contaminatedsewage discharge is 480m3/d, which is the same as before the project.

Newly occurring train-washing and other wastewater is 88m3/d.

Domestic wastewater discharge is 130m3/d, which is the I 0m3/d more

than before the project.

( Forecast for Drainage Water Quality

This Assessment takes Emei Locomotive Depot as the analogical site.

Table 4.4-1 shows the condition of analogical sites.

After the implementation of this project, the drainage system at the

Yingtan Locomotive Depot is to treat sewage at the original sewage

treatment plant. According to conditions of the works and water quality

of sewage at analogical sites, water quality of sewage at the Yingtan

Locomotive Depot after the project is shown in Table 5.6-18. Since water

consumption and the source at the depot will not change, water quality of

domestic wastewater after the electrification project is the same as before

the project. Forecasted value for the water quality is shown in Table

4.4-3.

Table 4.4-18 Forecasted Water Quality of the Sewage at Yingtan LocomotiveDepot after Treatment

Item PH CODcr BOD5 SS Petroleum Type(mg/i ) (mg/l) (mg/I) (Mg/l)

Forecasted Value 7.0 55 10 20 2.2Class I Standard of the IntegratedlWastewater Discharge Standard 6~-9 100 20 70 5

(Gb8978-1996) (Units Renovated afterJanuary 1st, 1998) 1



( Sewage Discharge Route and Sewage Treatment Facility

Oil contaminated sewage and other wastewater at the Yingtan

Locomotive Depot is treated through adjusting sedimentation skew slab

for oil separation and air floating. Forecasted results show that the water

6 in X -= m v iR 4- -R 274TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


quality of the drainage at the depot meets requirements specified in ClassI Standard of the "Integrated Wastewater Discharge Standard"(GB8978-1996).

Daily output of oil contaminated sewage at the depot is 480m3 and that ofnewly occurring wastewater from vehicle-washing is 88m3/d. Treatmentcapability of air floating and filtering equipment at existing sewagetreatment plant is 55m3 /h, which can meet the actual requirements forsewage quantity.

The present domestic fecal sewage is treated in septic tank and oilcontaminated sewage from mess halls is treated in small oil separatorsbefore discharging them into irrigation ditch. Sewage then flow about2.5Km into Xinjiang River.

i) Guixi Station

(D Water Discharge

After the implementation of this project, Guixi Station maintains theoriginal status. Only a traction substation and overhead contact system(OCS) are newly built at the same side of the Hangzhou Terminal Station.Newly increased domestic wastewater is 12m3/d.

(2) Forecast for Drainage Water Quality

Newly increased domestic wastewater is treated in anaerobe filter tank.Water quality of treated sewage is shown in Table 4.4-6. Since waterconsumption and the source will not change, water quality of domesticwastewater is the same as before the project, which is shown in Table4.4-3.

® Sewage Treatment Facility

Newly occurring sewage from newly built traction substation andoverhead contact system (OCS) at the Guixi Station is treated in anaerobefilter tanks. Domestic wastewater is treated in septic tank and oilcontaminated sewage from mess halls is treated in small oil separators.With reference to GB5084-92 Category I standards of the "StandardsforIrrigation Water Quality" (GB5084-92), the water quality of the drainageat the Guixi Station is better than the limit. Therefore, when the sewage atthe depot is discharged into the irrigation ditch, it will not influence the

6S) TH SECN a SV & SI INrS 275THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


function.

j) East Yingtan Station, Yingtan Station

0 Water Discharge

After the Electrification Speedup Renovation Project, the East Yingtanand Yingtan Station will maintain the present situation. The discharge ofdomestic wastewater will not change.

Forecast for Sewage Quality

After the Electrification Speedup Renovation Project, since waterconsumption and the source will not change, water quality of domesticwastewater at the East Yingtan Station and Yingtan Station is the same asbefore the project, which is shown in Table 4.4-17 and Table 4.4-10.

© Sewage Discharge Route and Sewage Treatment Facility

Sewage treatment technology at the East Yingtan Station and YingtanStation is that the existing fecal sewage is treated in septic tanks and oilcontaminated sewage from mess halls is treated in small oil separatorsbefore being discharged into irrigation ditch. With reference to Category Istandards of the "Standards for Irrigation Water Quality" (GB5084-92),the water quality of the drainage at East Yingtan Station and YingtanStation is better than the limit. Therefore, when sewage at the depot isdischarged into irrigation ditch, it will not influence the function.

k) Shangrao Locomotive Depot

(0 Water Discharge

After the Electrification Speedup Renovation Project, ShangraoLocomotive Depot will be changed into a mixed depot for diesel andelectric locomotives and new auxiliary repair equipments for electriclocomotives will be added, which will form a scale of 2 service andtemporary rest tracks for electric locomotives, and 2 service andtemporary rest tracks for diesel locomotives. Oil contaminated sewagedischarge is 200m3 /d, which is the same as before the project. Domesticwastewater discharge is 168m 3/d, which is 18m3/d more than before theproject.

in! j) X - @, S R Lt R 276® THE SECOND RAILWAYS SURVEY & DESIGN INSTITEI1E



After the project, production sewage discharge does not change but thesewage source will change. This Assessment selects Emei LocomotiveDepot as the analogical site. Table 4.4-1 shows the condition for theanalogical sites.

After the Electrification Speedup Renovation Project, the sewage atShangrao Locomotive Depot is still treated in the original sewagetreatment plant. Table 4.4-19 shows the comprehensive conditions of theworks and water quality of the drainage at the analogical sites ofShangrao Locomotive Depot after the project. After the ElectrificationSpeedup Renovation Project, newly occurring sewage at the newly builttraction substation and overhead contact system (OCS) is treated inanaerobe filter tanks. Forecasted value of water quality is shown in Table4.4-6. Since water consumption and the source will not change, waterquality of domestic wastewater is the same as before the project.Forecasted value of the water quality is shown in Table 4.4-3.

Table 4.4-19 Forecasted Water Quality of the Sewage at the ShangraoLocomotive Depot after Treatment

Item PH CODcr BOD5 SS Petroleum Type

(mg/I) (mg/I) (mg/I) (mg/l)

Forecasted Value 7.0 55 10 20 10

Class I Standard of the IntegratedWastewater Discharge Standard 6-9 100 20 70 5(Gb8978-1996) (Units Renovated afterJanuary 1st, 1998)

Exceeding Standard Times N N N N 1


( Sewage Discharge Route and Sewage Treatment Facility

When oil contaminated sewage at Shangrao Locomotive Depot is treatedthrough oil separation and air floating, the water quality cannot meet thedischarge requirements. Newly occurring sewage at the newly builttraction substation and overhead contact system (OCS) shall be treated inanaerobe filter tanks to meet discharge requirements. The treatmentprocess is to adjust sedimentation for oil separation, air floating andanaerobe filtration.

6! 0- A Ali -= z :a it PM 277® THE SECOND R-AILWAYS SURVEY & DESIGN INSTITUTE


Forecast result shows that: water quality of the drainage at the depot cannot meet requirements specified in Class I Standard of the "IntegratedWastewater Discharge Standard" (GB8978-1996). Filtration facility isrecommended. (GB8978-1996).

Daily output of oil-contaminated sewage at the depot is 200m3 . Treatmentcapability of air floating facility at present sewage treatment plant is30m3/h, which can meet the actual requirements for sewage quantity.

The present domestic fecal sewage is treated in septic tank and oilcontaminated sewage from mess halls is treated in small oil separatorsbefore being discharged into the original city drainage system, that is, itwill be discharged into the city pipeline network.

1) Pingxiang Locomotive Turnaround Depot

(D Water Discharge

After the implementation of this project, the Pingxiang LocomotiveTurnaround Depot will be changed into a mixed depot for diesel andelectric locomotives, which will form a scale of 1 service and temporaryrest track for electric locomotives, and 2 service and temporary resttracks for diesel locomotives. Oil contaminated sewage discharge is50m3/d, which is 24m3/d more than before the project. Domesticwastewater discharge is 98m3/d, which is 8m3/d more than before theproject.

(2) Forecast for Drainage Water Quality

Before the implementation of this project, oil contaminated sewage atPingxiang Locomotive Turnaround Depot is directly discharged into sideditch at station and yard without treatment. After the project, a newsewage treatment plant will be built at Pingxiang Locomotive TurnaroundDepot. The sewage process is shown below:

Oil contaminated sewage|- Xegulated sedimentation, skew slab oil removal -

[Adsorption filter tank (50m3 /d) - Sewage Water Pump Chamber Dischar

After the Electrification Speedup Renovation Project, forecast for waterquality of oil-contaminated sewage at the Pingxiang LocomotiveTurnaround Depot is shown in Table 4.4-20. After the Electrification

tk iq t J a ; it 1E 278® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Speedup Renovation Project, newly occurring sewage at the newly builttraction substation and overhead contact system (OCS) is treated inanaerobe filter tanks. Forecasted value of water quality of treated sewageis shown in Table 4.4-6. Since water consumption and the source will notchange, water quality of domestic wastewater is the same as before theproject. Forecasted value of the water quality is shown in Table 4.4-3.

Table 4.4-20 Forecasted Water Quality of the Oil Contaminated Sewage at thePingxiang Locomotive Turnaround Depot After Treatment

Item PH CODcr BOD5 SS Petroleum Type(mg/I) (mg/I) (mg/I) (mg/I)


Class I Standard of the IntegratedWastewater Discharge Standard(Gb8978-1996) (Units Renovated after 6-9 100 20 70 5January 1st, 1998)



() Sewage Discharge Route and Sewage Treatment Facility

The oil-contaminated sewage at the Pingxiang Locomotive TurnaroundDepot is mainly floating oil. After being treated through skew slab for oilseparation and absorption filtration, the water quality shall meetdischarge requirements. Forecasted results shows that: water quality ofthe drainage at the depot can meet the requirements specified in Class IStandard of the "Integrated Wastewater Discharge Standard"(GB8978-1996), so the treatment process is feasible. Daily output ofoil-contaminated water at the depot is 50m3. Treatment capability of oilseparation with skew slab in sewage treatment plant is 50m3 , which canmeet the actual requirements for sewage quantity.

The newly occurring sewage at the traction substation and overheadcontact system (OCS) is treated in anaerobe filter tanks, which cannotmeet discharge requirements. SBR treatment technology isrecommended.

The present domestic fecal sewage is treated in septic tanks andoil-contaminated sewage from mess hall is treated in small oil separatorsbefore being discharged into the city pipeline network.



m) Intermediate Stations

0 Water Consumption and Water Discharge

Water consumption and water discharge at all intermediate stations isshown in Table 4.4-21.

Table 4.4-21 Statistics of Water Consumption and Sewage

Discharge at Various Intermediate Stations

Water Consumption Sewage Quantity (M3 Id)(m3/d)

Unit Befor Befor Sewage TreatmentDischarging eorAfter BorAfter Technology

Sewage e Increa Proje e Increas ProjecProje se Pcot Proje e

ct t ct

Newly added: AnaerobeYushan 884 25 909 618 20 638 filter tank

Existing: Septic tank

Shangrao 11000 831 11831 2310 0 2310 Septic tankNewly added: Anaerobe

Hengfeng 1000 22 1022 700 12 712 filter tankExisting: Septic tank

Dongxiang 411 3 414 290 1 291 Septic tank

Newly added: AnaerobeFengcheng 580 20 600 355 8 363 filter tank

Existing: Septic tankNewly added: Anaerobe

Zhangshu 822 7 829 575 3 578 filter tankExisting: Septic tank

Xinyu 7123 766 7889 520 0 520. Septic tankNewly added: Anaerobe

Fenyi 822 7 829 575 3 578 filter tankExisting: Septic tankNewly added: Anaerobe

Yichun 522 19 541 365 8 373 filter tankExisting: Septic tank

Pingxiang 8200 25 8225 864 0 864 Septic tank

Total 31364 1725 33089 7172 55 7227

( Forecast for Sewage Quality

After the Electrification Speedup Renovation Project, the newlyoccurring sewage at the newly built traction substation and overheadcontact system (OCS) is generally domestic wastewater, which is treatedin anaerobe filter tanks. Water quality of retreated water is shown in

in M __ aJ v * i- 1R 280THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.4-6. Since water consumption and the source will not change,water quality of domestic wastewater is the same as before the project,which is shown in Table 4.4-3.

( Assessment of Sewage Discharge Route

The treatment process for sewage at the above-mentioned stations is thatthe present fecal sewage is treated in septic tanks; oil-contaminatedsewage from mess hall is treated in small oil separators; newly occurringsewage at newly built traction substation and overhead contact system(OCS) is treated in anaerobe filter tanks. After the sewage is treated, it isdischarged into city sewer pipeline network.

In compliance with the GHDHZ[2002] document No. 66, theabove-mentioned stations are required to perform the Class III Standardof the "Integrated Wastewater Discharge Standard' (GB8978-1996).Sewage from all the stations can meet the requirements.

n) North Zhuzhou Freight Turnaround Depot

(D Water Discharge

After the implementation of this project, North Zhuzhou FreightTurnaround Depot will be changed into a mixed depot for diesel andelectric locomotives. Servicing depot is reconstructed in this project andthe result is to form a scale of 3 service and temporary rest tracks forelectric locomotives and 2 service and temporary rest tracks for diesellocomotive. Discharge of oil-contaminated water is 106m3 /d, which is6m3/d than that Before Project; discharge of domestic wastewater is64m3 /d, which increases by 4m3 /d as a comparison with that before theProj ect.


This Assessment selects Midi Locomotive Turnaround Depot as theanalogical site. Table 4.4-1 shows the conditions of the analogical sites.

After the implementation of this project, the oil contaminated sewage atNorth Zhuzhou Freight Turnaround Depot is still treated in the originalsewage treatment plant. According to the conditions of the works andsewage quality at the analogical sites, Table 4.4-22 shows the forecastedresults for water quality of oil contaminated sewage at the North Zhuzhou

6TEEO R iL S DIGN INSTT 281® TIff SECOND RAIl WAYS SURVEY & DESIGN INSTITUTE


Freight Turnaround Depot after the Electrification Speedup RenovationProject. Since the water consumption and the source will not change,water quality of domestic wastewater is the same as before the project.Forecasted value for the water quality is shown in Table 4.4-3.

Table 4.4-22 Forecasted Water Quality of the Oil Contaminated Sewage at theNorth Zhuzhou Freight Turnaround Depot after Treatment

Item PH ~CODcr (mg/I Petroleum TypeItem pH ~~(mg/I) (mg/I) mgl (mg/I)

Forecasted Value 7.0 55 10 20 2.2Class I Standard of the IntegratedWastewater Discharge Standard l(Gb8978-1996) (Units Renovated after 6-9 100 20 70 5January 1st, 1998) l



® Sewage Discharge Route and Sewage Treatment Facility

The oil contaminated sewage at North Zhuzhou Freight TurnaroundDepot is treated through adjusting sedimentation for oil separation and airfloating. The present Domestic wastewater is treated in septic tank andthe oil-contaminated sewage from mess hall is treated in small oilseparator. The treated sewage is discharged into Baishi Port outside thedepot.

The forecasted results show that the water quality of the drainage at thedepot meets requirements specified in the Class I Standard of the"Integrated Wastewater Discharge Standard" (GB8978-1996), so thetreatment process is feasible. However, the original sewage treatmentplant only adjusts sedimentation oil-separator to normal operation, butthe air floating facility is not in normal operation. It is recommended toconduct renovation and improvement.

Daily output of oil-contaminated sewage at the depot is 106m3. Treatmentcapability of air-floating facility in the present sewage treatment plant is1 5m 3/h, which can meet the actual requirements for sewage quantity.

o) Liling Station

(I Water Discharge

K A V-- iQ f1 r 282THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


After the Electrification Speedup Renovation Project, the water dischargeat Liling Station does not change. No new domestic wastewater occurs.Only domestic wastewater at the newly built traction substation andoverhead contact system (OCS) increases by 8m3/d.


The newly occurring domestic wastewater from traction substation andoverhead contact system (OCS) at Liling Station is treated by SBR. Theforecasted result for water quality is shown in Table 4.4-7. Since waterconsumption and the source will not change, water quality of domesticwastewater is the same to that before project. Forecasted value of waterquality is shown in Table 4.4-17.

( Assessment on Sewage Discharge Route

The existing domestic wastewater at Liling Station is treated in septictanks and the oil-contaminated sewage from mess hall is treated in smalloil separators. Forecast shows that: water quality of the existing domesticwastewater at Liling Station can meet discharge requirements specified inClass III Standard of the "Integrated Wastewater Discharge Standard"(GB8978-1996) and meet requirements for switching into the city sewer.Newly occurring domestic wastewater at newly built traction substationand overhead contact system (OCS) is treated by SBR. Forecast resultshows that: water quality of discharged sewage meets requirementsspecified in Class I Standard of the "Integrated Wastewater DischargeStandard" (GB8978-1996). This shows that SBR treatment technology isa litter higher. It is recommended to use the anaerobe filtration treatmenttechnology.

3) Assessment of Forecast for Surface Water

(1) Forecast Method

According to forecast result for water pollutant sources and status monitoringresults for the receiving body of water, employ fully mixed modes of the river topredict the water quality of the receiving body of water that has already beencontaminated, and evaluate the influences of wastewater discharge to the aquaticenvironment. Fully mixed mode of river is calculated with the following formula:

C ig-y=(CIQI+C2 Q2 )/(Q]+Q2 )

6s) b< ia m = m V i it rx > 2S 3THE SECONI) RAILWAYS SURVEY & DESIGN INSTITUTE


In which: Cmixed: concentration of pollutant in the river when it is fully mixed withwastewater discharged into it, in mg/I;

Cl: concentration of pollutant in upper river, in mg/I;

C2: concentration of pollutant in wastewater, in mg/I;

Qi: water quantity in upper river, in m3/s;

Q2: wastewater quantity of, in m3/s;

(2) Forecast Factors

Forecast factors are: PH, COD, BOD5, SS, and petroleum type.

(3) Forecast and Analysis

After the Electrification Speedup Renovation Project, the sewage at the NorthZhuzhou Freight Turnaround Depot is treated appropriately before beingdischarged into Baishi Port outside the depot. Employ fully mixed mode of riverto predict water quality at Baishi Port that has been contaminated by wastewaterfrom turnaround depots. When calculating, water quality and flow rate in BaishiPort take the status-of the monitored values. Forecast results are shown in Table4.4-24.

aD in m IJ - * iF " Vt R284THE SECOND RAILWAYS SURVEY A DESIGN INSTITUTE


Table 4.4-24 Forecasted Results of Water Quality in Baishi Port

Item PH 1)ODcr BOD5 SS Petroleum Flow Rateltem PH (mg/I) (mg/I) (mg/I) Type (mg/I) (m3/d)

Current Water Quality of the 6.90 56.27 4.20 / 0.69 9720Baishi PortWater Quality of theProduction Sewage after it is 7.0 55 10 20 2.2 106TreatedWater Quality of the Drained 7.24 37.77 7.44 29.33 /64Domestic wastewaterForecasted value of the waterquality at the Baishi Port after 6.90 56.14 4.28 / 0.70 9890it receives the sewage from theturnaround depotCategory IV of the Standardfor Environmental Quality of 6-9 30 6 I 0.5 ISurface Water, GB3838-2002Percentage that is up to 100 N 100% Nstandard % _N 10%

Exceeding Standard Times N 0.87 N 0.4Density Variance / -0.13 +0.08 / +0.01 /

Percentage of Change _ -023 +1.9% = +1.4%


The forecast results indicates that after the wastewater in locomotive turnarounddepot has drained into the Baishi Port, the CODcr in the Baishi Port decreases, itsabsolute value of density reduces 0.13mg/l before the Project; the BOD5 andpetroleum type increase, the absolute value of density increases 0.08, 0.01mg/i.The index of water quality cannot meet the requirement of Category IV of theStandard for Environmental Quality of Surface Water (GB3838-2002). TheCODcr and petroleum type exceed the standard, mainly because that the currentwater quality in the Baishi Port has been polluted.

4) Conclusion of the Assessment

(1) The sewage in the North Zhuzhou Freight Turnaround Depot can meet the Class Idrainage requirement of the "Integrated Wastewater Discharge Standard"(GB8978-1996) after it has been drained into the Baishi Port, the density ofpollution factor in Baishi Port increases a little, the water quality cannot meet therequirement in the Standard for Environmental Quality of Surface Water(GB3838-2002). CODcr and petroleum type exceed the standard.

After the sewage treatment plants are built in Pingxiang Locomotive Turnaround

tk M , = s %9 R.~ it VA285D THIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Depot, the sewage can meet the Class I drainage standard of the "IntegratedWastewater Discharge Standard" (GB8978-1996) and realize the standarddrainage. The East Jinhua Locomotive Turnaround Depot and Shangraolocomotive depot are brought into the original sewage treatment plant. Thesewage can meet the Class I drainage standard of the "Integrated WastewaterDischarge Standard" (GB8978-1996). By applying the original sewage treatmentplant, the sewage at the Shangrao Locomotive Depot, Yingtan Locomotive Depot,Nanchang Locomotive Depot, West Xiangtang Locomotive Tumaround Depot,Xiangtang Locomotive Depot and North Zhuzhou Freight LocomotiveTurnaround Depot can meet the Class I drainage standard of the "IntegratedWastewater Discharge Standard" (GB8978-1996). After the renovation of theoriginal sewage treatment plant, the sewage at Xinyu Locomotive TurnaroundDepot can meet the Class I drainage standard of the "Integrated WastewaterDischarge Standard" (GB8978-1996).

(4) Statistics of Total Discharge Volume of Pollutants after the Full LineElectrification

Table 4.4-25 Statistics of Total Discharge Volume ofPollutants after Electrification of the Full Line

WihNa~ Nature of the Sewage COD BOD Ss Petroleum Plant and LASName ~~Sewage (M 3/a) (tla ta) (t/a) (t/a) (t/a) (t/a)

Within Zhejiang Province1. Hangzhou Section

Wangjiangmen Oil Contaminated 25550 1.15 0.18 0.13 0.03Locomotive Sewage _

Turnaround Domestic 211700 8 1.58 6.21 0 0.04Depot Wastewater

Qiaosi Oil Contaminated 48545 1.94 0.21 0.83 0.04locomotive Destgi

Depot Domestec 107675 4.07 0.80 3.16 0 0.02Wastewater

Nanxingqiao Oil ContaminatedPassenger Sewage and

Locomotive Sewae 56575 1.98 0.32 0.79 0.02 0.03Servicing Washing Cars

Station __ _ _ _ _ _ _

Station Domestic 284700 51.02 18.42 15.38 0 1.51 0

EastHangzhou Domestic 113880 20.41 7.37 6.15 0 0.60 0Station Wastewater I____

Nanxingqiao Domestic 90885 7.55 3.32 4.01 0 0.47 0Station Wastewater

Qiantangjiang Domestic 10220 0.85 0.37 0.45 0.05 0Station Wastewater 1

Xiaoshan Domestic 29200 2.42 1.07 1.29 0 0.15 0Station Wastewater

; -,_ M V d.~ it- PA 286W THE SECOND RAILWAYS SURVEY a DESIGN INSTITU1E


Bailutang Domestic 1277.5 0.11 0.05 0.06 0 0.006 0Station Wastewater

Yingning Domestic 2555 0.21 0.09 0.11 0 0.01 0Station Wastewater 2

West Xiaoshan Domestic 10804 0.90 0.39 0.48 0 0.06 0Station Wastewater

Changhe Domestic 3139 0.26 0.11 0.14 0.02 0Station Wastewater 3

Jianqiao Domestic 60955 5.06 2.23 2.69 0 0.32 0Station Wastewater 6 5

Subtotal 1057660.5 105.93 36.51 41.88 0.09 3.196 0.032. Other Sections

New Increase inDomestic 110595 11.06 2.21 7.74 0 0.44 0

Newly-built Wastewater _

East Zhuji New Increase inStation Oil 36500 2.19 0.37 1.10 0.07 0 0

ContaminatedSewage

Newly-built New Increase inZhujiStation Domestic 85575 8.58 1.72 6.0 0 0.34 0ZhuJ i Station Wastewater

New Increase inYiwu Station Domestic 110595 11.06 2.21 7.74 0 0.44 0

WastewaterExistingDomestic 116800 9.70 4.27 5.15 0.00 0.61 0

East Jinhua WastewaterStation New Increase in

Domestic 7300 0.62 0.11 0.27 0.00 0.03 0Wastewater

OilContaminated 54750 2.46 0.38 0.27 0.05 0.00 0

SewageEast Jinhua New Increase inLocomotive Oil 10950 0.49 0.08 0.05 0.01 0.00 0Turnaround Contaminated .

Depot Sewage ___

ExistingDomestic 21900 0.83 0.16 0.64 0.00 0.00 0

WastewaterExistingdomestic 191625 34.34 12.40 10.35 0.00 1.02 0

West Jinhua wastewaterStation New Increase in


West Jinhua OilLocomotive Contaminated 18250 1.00 0.27 0.37 0.02 0.00 0

Turnaround Sewage _ _ __I

Depot Domestic 21900 0.83 0.16 0.64 0.00 0.00 01Wastewater

K 287THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Existingdomestic 133225 11.06 4.87 5.87 0.00 0.69 0

. wastewaterQuzhou Station wasewteNew Increase in


Subtotal 926535 94.91 29.35 46.64 0.15 3.59 0

Total for the Entire Province 1898621 192.26 64.14 82.54 0.25 6.53 0.03

;)i W;; =t M _ ts i£- tt 1 288'rilE SECOND RAILWAYS SURVEY & DESIGN INSTIlrUTE



Nature of the Sewage COD BOD SS Petroleum Plant and LASName Sewage Quantity (tia) (t/a) (t/a) Type Animal Oil (t/a)(m a) () (tia)

Within Jiangxi Province

Domestic 225570 34.85 12.52 19.85 0.00 1.69 0Yushan Wastewater

Station New Increase inDomestic 7300 0.73 0.15 0.51 0.00 0.03 0

WastewaterShangrao Domestic

Station Wastewater 843150 130.27 46.79 74.20 0.00 6.32 0Oil Contaminated 73000 4.02 0.73 1.46 0.73 0.00 0

Sewage

Shangrao Domestic 54750 2.07 0.41 1.61 0.00 0.01 0

Depot New Increase inDomestic 6570 0.66 0.13 0.46 0.00 0.03 0

Wastewater

Domestic 255500 39.47 14.18 22.48 0.00 1.92 0Hengfeng Wastewater

Station New Increase inDomestic 4380 0.44 0.09 0.31 0.00 0.02 0

Wastewater

Wastewater 434350 67.11 24.11 38.22 0.00 3.26 0Guixi Station New Increase in


Station Domestic 383250 59.21 21.27 33.73 0.00 2.87 0Stngian Domsticte

Station Domestic 91250 16.35 5.90 4.93 0.00 0.48 0

Oil Contaminated 175200 9.64 1.75 3.50 0.39 0.00 0Sewage

New Increase inSewage from 32120 1.77 0.32 0.64 0.07 0.00 0Washing Cars

Yingtan New Increase inLocomotive Sewage from 25550 1.41 0.26 0.51 0.06 0 0

Depot Washing CarsDomestic 43800 1.65 0.33 1.28 0.00 0.01 0

WastewaterNew Increase in


Nanchang Oil Contaminated 204400 11.24 2.04 4.09 0.45 0.00 0Locomotive Sewage_____________

Depot New Increase inOil Contaminated 20440 1.12 0.20 0.41 0.04 0.00 0

Sewage I_I

Ai) W fl I - & R Tt 152 289OD TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE



Oil Contaminated 160600 8.83 1.61 3.21 0.35 0.00 0Sewage _ _ _ _ _ _ _ _ _ _ _ _ _

Xiangtang New Increase inLocomotive Oil Contaminated 6205 0.34 0.06 0.12 0.01 0.00 0

Depot Sewage IDomestic 43800 1.65 0.33 1.28 0.00 0.01 0

WastewaterOil Contaminated 36500 2.01 0.37 0.73 0.08 0.00 0

Sewage 30 0 07 7___

Xiangtang New Increase inWest Oil Contaminated 1460 0.08 0.01 0.03 0.00 0.00 0

Locomotive Sewage n iTumnaround NeInraei

Depot Sewage from 18250 1.00 0.18 0.37 0.04 0.00 0Washing Cars

Domestic 36500 1.38 0.27 1.07 0.00 0.01 0WastewaterII

Qingyunpu Domestic 284700 43.99 15.8 25.05 0 2.14 0Station Wastewater

Domestic 1825000 327.06 118.10 98.60 0.00 9.67 0Nanchang Wastewater

Statn New Increase inStation Domestic 53290 9.55 3.45 2.88 0.00 0.28 0

WastewaterSubtotal 5684145 794.46 274.28 347.23 2.49 28.78 0.39

TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 290



Nate of Se e Sewage COD BOD SS Petroleum Plant and LASName Quanti CODtODy Type Animal OilSewage m3ia (ta) (tin) (t/n) (t/a) (t/a) (t/n)

Domestic 180675 27.91 10.03 15.90 0.00 1.36Xintn Wastewater

tagting New Increase inStation domestic 35405 5.47 1.96 3.12 0.00 0.19

wastewater

Domestic 843150 130.27 46.79 74.20 0.00 6.32Xiangtang -WastewaterXint New Increase inWest gn domestic 18615 1.86 0.37 1.30 0.00 0.07

wastewater

domestic 105850 16.35 5.87 9.31 0.00 0.79wastewater

>i X New Increase indomestic 365 0.06 0.02 0.03 0.00 0.00

wastewaterOil Contaminated 14600 0.80 0.22 0.29 0.01 0.00

Sewage

New Increase inXinyu Oil Contaminated 1825 0.10 0.03 0.04 0.00 0.00

Locomotive Sewage I

DTeprot Domestic 32850 1.24 0.24 0.96 0.00 0.01New Increase in

domestic 24090 2.05 0.36 0.89 0.00 0.10wastewater

Domestic 129575 20.02 7.19 11.40 0.00 0.97

Stgceng New Increase inStation domestic 3650 0.37 0.07 0.06 0.00 0.01

wastewaterDomestic 209875 32.43 11.65 18.47 0.00 1.57

Zhangshu WastewaterZhangsh New Increase inStation domestic 1095 0.11 0.02 0.08 0.00 0.00

wastewater

Wastewater 189800 29.32 10.53 16.70 0.00 1.42Xinyu Station New Increase in

domestic 24090 3.72 1.34 2.12 0 0.18wastewater

Domestic 209875 32.43 11.65 18.47 0.00 1.57Wastewater

Fenyi Station New Increase indomestic 1095 0.11 0.02 0.08 0.00 0.00

wastewater

Yichun Station Domestic 133225 20.58 7.39 11.72 0.00 1.00

! M- iA - J it IR 291THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


New Increase indomestic 2920 0.29 0.06 0.20 0.00 0.01

wastewaterPingxiang Domestic 315360 48.72 17.50 27.75 0.00 2.37

Station WastewaterOil Contaminated 9490 0.52 0.14 0.19 0.01 0.00

SewageNew Increase in

Pingxiang Oil Contaminated 8760 0.48 0.13 0.18 0.01 0.00Locomotive Sewage I _

Depot Domestic 32850 1.24 0.24 0.96 0.00 0.01New Increase in

domestic 2920 0.29 0.06 0.20 0.00 0.01wastewater _

Total for the Entire Province 8214690 1172.34408.70 562.37 2.51 46.81 0.39

Within Hunan Province

Domestic 281050 43.42 15.60 24.73 0.00 2.11Wastewater

Liling Station New Increase indomestic 2920 0.25 0.04 0.11 0.00 0.01

wastewater

Zhuzhou Oil Contaminated 164250 7.35 4.33 6.79 0.30 0.00Locomotive Sewage

Depot Domestic 73000 2.76 0.54 2.14 0.00 0.02Wastewater I

3~~~i M = ViV t RA 29 2THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE



Sewage OD BOD SS Petroleum Plant and LAS

Name Nature of the Quantity Type Animal OilSewage (m3 /a) (t/a) (t/a) (t/a) (t/a)

Oil Contaminated 36500 2.01 0.37 0.73 0.08 0.00Sewage

New Increase inNorth Zhuzhou Oil Contaminated 2190 0.12 0.02 0.04 0.00 0.00

Freight SewageLocomotive

TuDaround Domestic 21900 0.83 0.16 0.64 0.00 0.00

New Increase inDomestic 1460 0.06 0.01 0.04 0.00 0.00

Wastewater

Zhuzhou Domestic 730000 130.82 47.24 39.44 0.00 3.87Station Wastewater

North Zhuzhou Domestic 730000 130.82 47.24 39.44 0.00 3.87Station Wastewater

Total forthe Entire Province 2155325 325.17 116.77 117.10 0.51 10.01 0

Total for the Full Line 12268636 1689.78 589.61 762.0 3.27 63.36 0.42

(5) Statistics of Change in Discharging Volume of Sewage and Pollution Factorbefore and after the Project

Table 4.4-26 Statistics of Change in Discharging Volume of Sewage andPollution Factor before and after Electrification Project

Sewage Pollution Factor Volume of Discharge (t/a)Item Quantity eoeu Plnad LAItem~ ~ ~~m /a CODcr BODs SS 3etoleun; Plant land LAS

(m Ia) CODcr BOD5 ~ Type knimal Oi

Before Project 1827738 191.02 72.96 83.08 0.99 6.94 0.03

Zhejiang After Project 1898621 192.26 64.14 82.54 0.25 6.53 0.03Province

Variance 70883 1.24 -8.82 -0.54 -0.74 -0.41 0

Jiangxi Before Project 8250095 1234.07 476.98 640.44 14.37 45.78 0.11Province I

After Project 8214690 1172.34 408.7 562.37 2.51 46.81 0.39

® THE Cid RA S V & DES it I PSI TU)THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE - 3


Variance -35405 -61.73 -68.28 -78.07 -11.86 1.03 0.28

Before Project 2113350 321.36 117.85 117.78 0.55 9.87 0

Hunan After Project 2155325 325.17 116.77 117.1 0.51 10.01 0

Variance 41975 3.81 -1.08 -0.68 -0.04 0.14 0

Before Project 12191183 1746.45 667.79 841.3 15.91 62.59 0.14

Fultal ine After Project 12268636 1689.77 589.61 762.01 3.27 63.35 0.42

Variance 77453 -56.68 -78.18 -79.29 -12.64 0.76 0.28

4) Environmental Protection Measures


Construction materials, including chemicals such as oils and paintings, shall notbe stocked near riverside, pound, lake and drinking water well. Constructionmaterials shall be covered with enough canvas and looked after by specialperson, and shall be protected from entering into water body accompanied withrainwater.

Side slope shall be built prior to start road bed construction. Channelconstruction drainage shall be discharged after treated in settlement pond thus toprevent construction slurry from being directly flowed to river, irrigation canalor farmland.

Should existing irrigation canal be occupied temporarily during construction,temporary canal or water piping shall be prepared for farmland irrigation. Beforetreatment of road bed, pipe culvert shall be buried, flow cross section of whichshall be sufficient and at least not less than original one. Pipe bottom elevationshall be a little bit lower than original canal bottom elevation. Irrigation systemand drainage system shall be recovered or rebuilt.

During construction near water body, temporary retaining wall shall be builtalong river side to prevent river, water canal or irrigation & drainage systemfrom being blocked by soil and stone.

Since the rivers that railway crosses over are belong to ephemeral streams, it issuitable to perform bridges construction at low water period or level period.Advanced technologies shall be selected with first priority for bridgeconstruction, and cofferdam method shall be used for construction of underwaterportion of bridge pier in order to prevent water body from being polluted bybridge construction. Sludge and muck dug out during construction shall not be

6s) it ;4 = -NJ V i it rA 294TIIE SECOND RAILWAYS SURVEY & DESIGN INSTIIUTi


poured into river and lake, and shall be made fully use as embankment packing,while those that can not be used shall be collected in special slag rejection yard.

Machineries and vessels used for bridge construction shall be checked strictly toprevent oil leakage. Sewage, rubbish and waste cabin oil shall not be poured intowater body and shall be collected and treated together with other pollutants from

bridge construction field.

Septic tank must be provided at each construction campsite and constructionfield. Domestic wastewater shall be drained into nearest city sewer or farmlandirrigation canal; sewage from dinning hall shall be drained into septic tank after

treated through oil-isolating tank and shall not be directly drained into river and

lake; domestic wastes and construction material wastes shall be collectedseparately, part of them can be reclaimed, while others shall be piled up together

and taken away and buried on time.

To carry out overall process management. First, to employ effective measures toreduce the phenomenon of "running, emitting, dripping and leaking"; secondly,to dredge the pipe regularly; finally, the management personnel in each sewage

treatment plant along the line shall carry out strict management on the sewagetreatment equipment to ensure the normal operation and sewage drainage can

reach the standard.


It is suggested to revamp the gas-floating equipment in sewage treatment yard ofZhuzhou North freight locomotive turnaround depot. It is suggested to treat

sewage from Design Unit Jinhua West locomotive turnaround depot and ensuresewage drainage reaches the standard.

It is suggested to drain the sewage from newly-built Zhuji Station, East ZhujiStation, Yiwu Station, Quzhou Station and existing East Jinhua Station, WestJinhua Station, Zhuzhou Station and North Zhuzhou Station into the city sewersystem and combine it with urban planning and construction, and carry outfurther treatment when the conditions of the sewage treatment plant in the cityare available.

It is suggested to change the newly-added sewage treatment technologies fromanaerobe filtering tanks into SBR treatment technologies in the newly-builttraction substation and overhead contact system (OCS) of the PingxiangLocomotive Turnaround Depot. It is suggested to change the newly-addedsewage treatment technologies from SBR treatment technologies into anaerobefiltering tanks in the newly-built traction substation and overhead contact system(OCS) of Liling Station.

® THE SCN Ri SU: & S i tiUT 2i9 5QD THE SECOND RAIL.AYS SURVEY &L DESI.N INSTITUTE29


Railway bureau shall strengthen management and ensure the treatment facilitiesused for production waste drainage and domestic wastewater that drained intoarea surface waters are running normally. All provincial and municipalenvironmental protection departments along the railway shall perform real timemonitoring to main Railway pollution sources or take random sample andstrictly control Railway sewage drainage within the standards.

4.5 Air quality

1) Construction period

Airborne dust will be a primary air contaminant during the construction phase.The sources of the dust will primarily be unpaved access roads, materials storageareas and transportation road. The factors affected dust airborne will includeclimate conditions, mainly wind speed and directions and moisture in the ambientair, and type of construction activities. The impact area can be 150 to 200 m fromthe source of dust based on construction site and road side tests.

2) Operation period

(1) Air pollution assessment for regions along the railway

After the implementation of electrification, the diesel traction locomotive will bechanged into electric locomotives, the shunting locomotives within the stationsections will not be changed, so the mobile air source in each section along theline after completion of the project will only be from the discharged fuel smokefrom shunting locomotive equipped in each station and depot. Please refer to theTable 4.5-1 for the pollutant discharge volume. The absolute amount of thedischarge volume is relatively small and has little impact on the air environment.No new boilers will be added in the various sections and the current situation offixed pollutant discharge volume for pollutant source will have no change, pleaserefer to the Table 4.5-2. There will be no new impacts on sectional airenvironment.

Table 4.5-1 Comparison and Analysis Table of Discharging Volume of SectionalMobile Source Pollutants Along the Line

Unit: t/a

Item Oil Smoke SO2 NO, COConsumption

=> M -V fu t R- PA, 296THE SECOND RAILWAYS SURVEY A DESIMN INSTITUTE


Before Project 251788.5 3830.5 805.4 4783.0 1788.6

After Project 5517.5 87.0 17.5 104.0 40.0

Variance -246271 -3743.5 -787.9 -4679.0 -1748.6

Rate of -97.81% -97.73% -97.83% -97.83% -97.76%Change

The table above indicates that the sectional oil consumption and discharging volume ofpollutants all have decreased over 97%, the air environment along the line will bedistinctly improved.

Table 4.5-2 Comparison and Analysis Table of Discharging Volume of StationarySource Pollutants in Each Section Along the Line

Unit: t/a

Item Coal Smoke SO2 NO,, COConsumption

Project 3270.0 9.9 68.7 44.4 118.2

After Project 3270.0 9.9 68.7 44.4 118.2

Variance 0 0 0 0 0

Rate of 0 0 0 0 0Change I I I I o

(2) Analysis of air pollution impact at the Nanchang Junction

After the implementation of electrification project, the existing diesel tractionlocomotives in junctions will be changed into electric locomotives, diesel shuntinglocomotives (diesel locomotives) will not be changed, so the mobile air sources alongthe line after completion of the project will only be from the discharged fuel smokefrom shunting locomotive equipped in each station and depot, no new boilers will beadded to the junctions. Please refer to the Table 4.5-3 for the discharge of volumepollutants.

Table 4.5-3 Comparison and Analysis Table of Discharging

OD TTHE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 297


Volume of Mobile Source Pollutants

Unit: t/a

Item Oil Consumption Smoke SO2 NO, CO

Project 19974.5 304.3 63.9 379.7 145.4After 3310.5 51.0 10.5 63.0 24.0Proj ect 31.

Variance -16664.0 -253.3 -53.4 -316.7 -121.4

Rate ofChange 1-83.4% -83.2% -83.6% -83.4% -83.5%

Stationary source analysis: Since boiler remains same after Electrification Project iscarried out, discharge amount of pollutants from stationary pollution source remainssame.

(3) Analysis of air pollution impact at the Yingtan Junction

After the implementation of electrification project, the existing diesel tractionlocomotives in junctions will be changed into electric locomotives, diesel shuntinglocomotives (diesel locomotives) will not be changed, so the mobile air sources alongthe line after completion of the project will only be from the discharged fuel smokefrom shunting locomotive equipped in each station and depot. Please refer to the Table4.5-4 for the pollutant discharge volume.

Table 4.5-4 Comparison and Analysis Table of Discharging

Volume of Mobile Source Pollutants

Unit:t/a

Item Fuel Smoke S02 NOX COConsumption S

Before 6259.3 95.5 20.0 119.0 44.7Proj ect

Y.ngtan PAfter 1986.3 30.6 6.3 37.8 14.4Yingtan ProjectJunction Variance -4273 -64.9 -13.7 -81.2 -30.3

Rate of -68.27% -67.96% -68.50% -68.24% -67.78%I__ _ _ C h an ge I _ _ _ _ _ _ I_ _ _ _ _I_ _ I _ _ _ __ _ _ _I_ _ _

Stationary source analysis: Since boiler remains same after Electrification Project iscarried out, discharge amount of pollutants from stationary pollution source remainssame.

t6 i WYg = -- aV a SI1- R 298THE SFCOND RAIL.WAYS SURVI:Y h lDESIGN INST ITU'


(4) Analysis of air pollution impact in Zhuzhou Junction

After the implementation of Electrification Project, the existing diesel tractionlocomotives in the junctions will be changed into electric locomotives, diesel shuntinglocomotives will not be changed, so the mobile air sources along the line after

completion of the project will only be from the discharged fuel smoke from shuntinglocomotive equipped in each station and depot, no new boilers will be added to thejunctions. The current situation of fixed pollutant discharge volume from pollutantsources will not be changed, please refer to the Table 4.5-5 for the pollutant dischargevolume.

TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.5-5 Comparison Table of Air Pollutant Discharging Volume in Junctions

Unit:t/a

Item Fuel Consumption Smoke SO2 NOx COo Before

~ Project 10703(oil) 162.7 34.2 203.4 76.0

CD After0 0 0 0 0

Proj ect O_O_O_O_O

o Variance -10703(oil) -162.7 -34.2 -203.4 -76.0

Rate of -100% -100% -100% -100% -100%Change

m BeforeProject 4618(coal) 30.6 86.2 56.1 57.4

Af Project 4618(coal) 30.6 86.2 56.1 57.4

o Variance 0 0 0 0 0Rate of0000

CD Change 0000Before

R Prforet 10703(oil)4618(coal) 166.3 120.4 259.5 133.4

Prjecrt 4618(coal) 30.6 86.2 56.1 57.4Variance -10703(oil) -135.6 -34.2 -203.4 -76.0Rate of 100% -81.6% -28.4% -78.4% -57.0%Change -- 10

3) Conclusion

fxA , iA S - Kh V V: ;1- "IPX 300® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.5-6 Statistical Table for Total Discharge Amount of Air Pollutants FromThe Entire Line Before and After Project Implementation

Unit:t/a

Item Energy Smoke SO 2 NOx COconsumption

Mobile 312967.00(oil) 4762.84 1001.34 5947.31 2227.44source

2956.25(oil)Before Stationary 172.32 283.24 234.94 269.60project Source

18682(coal)

315923.25(oil)

Subtotal 4935.16 1284.58 6182.25 2497.04

18682(coal)

Source 18511.08(oil) 474.00 98.71 587.35 224.54

2956.25(oil)After Stationary 172.32 283.24 234.94 269.60

project Source18682(coal)

21467.33 (oil)

Subtotal 646.32 381.95 822.29 494.14

18406(coal)

Mobile -294455.92(oil) -4288.84 -902.63 -5359.96 -2002.90Source

Variance Stationary 0 0 0 0 0Source

Subtotal -294455.92(oil) -4288.84 -902.63 -5359.96 -2002.90

69 m = A - % a+s i it Ic 301THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Item Energy Smoke SO 2 NOx COconsumption

Mobile -94.09(oil) -90.05 -90.14 -90.12 -89.92Source

Rate of Stationary 0 0 0 0 0change Source

-93.2% (oil)

Total -86.9% -70.27% -86.7% 80.21-%

0 (coal)

After the electrification project, due to a change in the type of energy consumption,

the total discharge of pollutants will be considerably reduced, among which flue dust

is up to 86.9%, SO2 is up to 70.27, Nox is up to 86.7% and CO is up to 80.21%, which

will have an extremely beneficial impact on improving the ambient air quality along

the ZheGanLine Railway.

4) Mitigation Measures

For those construction spots and material stockpiles that produce a large amount of

dust emissions, water spraying at fixed time and spot is suggested. In order to control

the pollution caused by dust emission in vehicle transportation, adopt coverage of

sailcloth or sealing off the vehicles.

4.6 Electromagnetic environment

1) Analysis of the impact on wireless TV reception

(1) Features of the electromagnetic pollution resulting from locomotive operation

a) Comparison of technical conditions of the overhead contact system (OCS)

The intensity of electromagnetic radiation resulting from locomotive operations is

closely related to the quality of the overhead contact system (OCS). In order to employ

analog methods to forecast the intensity and features of electromagnetic radiation

resulting from operation of locomotives after the Electrification Reconstruction

Project of ZheGanLine Railway, it is necessary to compare and analyze the technical

6> THE Sn R U- m Eig INTTT 302W TliE SECOND RAILWAYS SURVEY & DESIGN INSITITUTE3--


conditions of the overhead contact system (OCS) on this evaluated line and othermeasured lines.

According to design data of the ZheGanLine Railway Electrification Project, thetensile force of the contact line on this line is 15000N, it has a simple catenary line ofsilver-copper and the target speed 200Km/h. The tensile force of the contact line in theexperimental section of Zheng-Wu Line is 15000N, it has a simple catenary line ofsilver-copper and the max. experimental speed reaches 217Km/h. Therefore, themeasured value of electromagnetic radiation in the experimental sections of theZheng-Wu Line (refer to the regression line of analog source intensities in Diagram4.6-1) can be used as the after project analog source intensity of the ZheGanLine Line.

b) Features of electromagnetic radiation change with speed

After the electrification project for the ZheGanLine Railway Line is finished, therunning speed of each line near with the sensitive receptors will be different so theelectromagnetic radiation values generated by operation of locomotives are alsodifferent. According to the designed speeds of each section, the train running speed ofthe line near the sensitive receptors are 200Km/h, 140Km/h and 120Km/h. Therefore,the forecasted values of the electromagnetic radiation source intensities under thethree different speeds are required.

The tested curve of 150MH electromagnetic radiation changing with speed on theZheng-Wu Line is displayed in the Diagram 4.6-1, the tested data of electromagneticradiation during normal speeds on the line (average 60Km/h) are also on the diagramfor comparison.

60 -- - --- - - _ _ _

5 5~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

55 __ __ __

-5 0 -- - t---- ___ __ __ _____elECld>45 -_ =|t_____

e JnerJ,-d~-40 35 - 4\perio ln7ienl.i

30 fl'u Line

25-- -- -- --- -- -- _-

20 --- _ -_ '- 1 - ;-- -. I

1 0LzI10 20 40 60 80 100 120 140 160 180 200 220 240

Speed (kmn/h)

Fig. 4.6-1 Curve of Electromagnetic Radiation Related to Changes in Speed

t( W m %- it 3 0 3® THE SECOND RAILWAYS SURVEY & DESIGN [NSTIUTE30


c) Frequency characteristic and distance characteristic of electromagnetic radiation

(© Frequency characteristic

According to the conclusion made from previous researches, basically the slope offrequency attribute curve of 30-1000MHz interference field strength lOim away fromthe railway will not change with speed, therefore, by shifting down the 30- 1000MHzelectromagnetic radiation frequency attribute curve of normal speed railway (60km/h)0, 3, 4.6dB, we can obtain predicted electromagnetic radiation frequency attributecurve of ZheGanLine Railway when locomotive is traveling at 200,140,120km/h afterthe Project is completed. Figure 4.6-2 displays the measured frequency attribute curveof general speed route (60Km/h) 10m away from line, and the predictive curve ofelectromagnetic radiation frequency attribute in conditions of 200Km/h, 140Km/h and120Km/h after ZheGanLine Line was electrified.

70 i lPredictive curve of frequency attribute atgeneral speed. Predicin%e curve 01

60 . l -riequeno atiribute at 200km h and li -

knm h ofZhelian,g-Jianm!m\ Rail%aN50. . .___

i40-- -=

~30Predicuile curve of trequenc;

20 ariribute at 1'20 km h

10 ------ Predic;' e cur%e o t 'requenc; -- V0 10 atiribute at I JO knm h

10 100 1000Frequency (MHz)

Fig. 4.6-2 Predictive Curve of Frequency Attributes 10m Away from Line

0 Distance characteristic

Distance characteristics have cross propagation properties. It refers to the attenuationcharacteristic along the vertical orientation for each frequency component of radionoise on electrified railway. Once the distance along the vertical orientation of railwaydoubles, the attenuation decibel of radio noise on the electrified railway will be:

0in@-- NJil i- it R 304THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


b = 4.28 +f

Where:

b: attenuation per octave, dB;

f: frequency, MHz.

Once frequency and cross attenuation characteristics are known, the following formulashall be used to calculate the radio noise rating when an electric locomotive is at anyplace of the electrified railway or at any frequency is passing.

EX =E 0 Ig 2

Where

Ex: the wanted field intensity, dB i v/m;

EO: Radio noise field intensity that is 1 Om away from electrified railway (dB 1' v/m). Itis found in the figure of frequency characteristic curve;

Dx: vertical distance from the wanted point to the electrified railway.

() Frequencies and distance interference field intensity

According to cross attenuation and formula predicted curve for frequencycharacteristic of radio interference 1Oim away from railway line after theZheGanLine Railway Line Electrification, the predicted value for frequency anddistance interference field intensity shall be calculated for trains that are at a speed of8OKm/h, 12OKm/h or 140Km/h. See Table 4.6-1.

THE SECOD R S SR & DESIN ISTIUTE 305® THlE SECOND RAILWAYS SURVEY A DESIGN INSTITUTE


Table 4.6-1 Forecasted Value of Interference-field Intensity of Trains at VariableSpeeds on the ZheGanLine Line

(dB it v/m)

\Frequencyl

\(MHz) 50 200 500 600 700IDistance\

10 41.8/38.8/37.2 35.3/32.3/30.7 31.1/28.1/26.5 30.2/27.2/25.6 29.5/26.5/24.9

20 37.5/34.5/32.9 31.0/28.0/26.4 26.8/23.8/22.2 25.9/22.9/21.3 25.2/22.2/20.6

40 33.2/30.2/28.6 26.7/23.7/22.1 22.5/19.5/17.9 21.6/18.6/17.0 20.9/17.9/16.3

80 28.9/25.9/24.3 22.4/19.4//17.8 18.2/15.2/13.6 17.3/14.3/12.7 16.3/13.6/12.0

Note: The three data separated with "/" in the table are Predicted Values respectively at200Km/h,l40Km/h and 120Km/h.

(2) Prediction of influence on television reception

Table 4.6-2 shows the variation of the reception in signal-to-noise ratio (SNR) inthe key sensitive residential areas closest to the railway line after the project iscompleted.

6> 19 M -_ = , iS it [Px 306THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 4.6-2 Change of TV Reception Signal-to-noise Ratio (SNR) in SensitiveSpots After the Project is Completed

B Interference Field Signal-to-noiseCarrier Signal Field ackground Current Intensity of the Ratio After

Point nel Frequency Intensity (dB Intensity (dB oise Rati Electrilication Project (SNR)

(MHz) 1' ~'~'I~~) 1' vIm) (SNR)(dB) (dB LI W/r) (dB)

2 57.75 46 18 28 36.8 9.1

4 77.25 60 * 10 50 35.5 24.5

6 168.25 56 14 42 v 31.9 24.0

ZhujiataVillage 11 208.25 50 11 39 30.9 19.0

of Linpu

22 543.25 64 18 46 1 26.4 36.31

28 631.25 48 17 31 25.7 21.1

43 751.25 66 19 47 24.9 39.01

2 57.75 49 9 401v 36.8 12.2

6 168.25 47 11 35 31.9 15.1

XialiVillage 10 200.25 47 12 36 31.0 15.8

Pujiang

14 479.25 44 16 28 27.0 16.3

38 711.25 42 16 26 25.2 15.7

Xiuhu 2 57.75 47 14 33 36.8 10.1Living

Quarterof Yiwu 4 77.75 60 * 22 38 35.4 24.1

7 176.25 93 * 28 65 31.6 58.3 1

THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Background Current Interference Field Signal-to-noiseCarrier Signal Field Field Signt Intensity of the Ratio After

g Point nel Frequency Intensity (dB Intensity (dB oise Ratio Electrification Project (NR)(MHz) ii vim) II Vim) (SNR)(dB) RaBilwa v/rn)c (SNR)

13 471.25 66 32 34 27.1 29.7

21 535.25 93 * 44 49 26.5 45.21

36 695.25 93 * 44 49 1 25.3 45.2 I

2 57.25 60 * 10 50 36.9 23.1

Shitagang Living 8 184.25 59 * 15 40 31.4 27.3Quarter

ofLongyo 10 200.25 47 13 34 31.0 15.8

U

38 711.25 78 * 14 54 25.2 52.11

4 77.25 69 * 13 56 1 32.9 35.9 1

Shanchu 12 216.25 87 * 35 52 1 28.2 47.91antanLivingQuarter 8 184.25 47 15 32 28.9 17.7of

Jiangshan City 22 543.25 39 16 27 23.9 13.7

31 655.25 50 16 34 23.0 25.3

7 176.25 83 * 24 59 31.3 55.2 1MinzhuVillage

of 15 487.25 88 * 31 57 26.6 53.21Shangra

31 655.25 57 23 34 25.2 30.2

THF SECOD RLS SV DI T' 308THF SFCOND RAII,WAYS SURVEY & DESIGN INSTITUTE


Background Curre Interference Field Signal-to-noiseCarrier Signal Field Background Current Intensity of the Ratio After

lMeasurin Chan FeunyItsiy(B Field Signal-to-n Electrification Electrificationg Point nel Frequency Intensity (dB Intensity (dB oise Ratio Elcricatiwa PicrofecationR

(MHz) I v/m) 1' v/m) (SNR)(dB) (dB Po v/m) (dB)

WusanLivingQuarter 7 176.25 64 * 14 51 J 27.0 36.5 1

OfShangrao oCity

Wangjia 3 65.75 50 6 46 v 33.7 16.3shan

Village

Yiyang 12 216.25 68 * 19 49 29.2 38.71

2 57.75 59 * 10 49 1 33.8 25.1

Tonglin

Village 9 192.25 52 16 36 V 28.2 23.2of

Shuixi

12 216.25 60* 17 43 1 27.7 31.5

2 57.75 53 9 44 29.7 23.2

LiNorth 3 65.75 48 7 41 1 29.1 18.8Lingyun

Rd. of

TLouwn 4 77.25 52 7 45 1 28.3 23.6

l 5 85.25 53 9 44 1 27.9 25.0

Residen 3 65.75 30 6 24 29.1 0.9ce zone

igof 4 77.25 26 6-16 20-10 28.3 <0

IQninCgshla..n Coal -_ _ _ _ _

Mine 5 85.75 27 6-17 20-10 27.9 <0

Note: "V "shows that signal-to-noise ratio (SNR) is more than 35dB." * "shows that

signal field intensity meets to the available nominal field intensity specified by

Ministry of Broadcast and Film.

6 t) i M - NJ Z 309TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


In the table, Shangrao Minzhu Village is located near to a traction substation. Since nonew spectrum components occur in television frequency bands at the tractionsubstation after electrification, electrification interference value at the measuring pointis the same as background radio noise. Therefore, signal-to-noise ratio (SNR) is thesame both before and after project. There is a busy route between the residential areaof the Qingshan Coal Mine and railway line. Since the electromagnetic radiationgenerated by motor vehicles is rather high, the variation ranges for background radionoise and the status signal-to-noise ratio (SNR) are given.

Table 4.6-3 shows the forecast results for 11 television-reception sensitive residentialareas.

THE OND 1_AY _FY . DESIGN INST E 310® THF SECOND RAILWAYS SUSRVEY & DESIGN INSTITOTE


Table 4.6-3 Change in Forecasts for TV Reception in Sensitive Residential AreasBefore and After Completion of the Project

Moni Signal Field Signal Field Signal Field Signal Fieldtorin Intensity and Intensity shall Intensity shall not Intensity and

signal-to-noise reach requirement reach requirement signal-to-noiseg ratio (SNR) shall signal-to-noise ratio signal-to-noise ratio ratio (SNR) shall

Measuring Point chan reach (SNR) shall not (SNR) reach not reachnel requirement reach re uirement requirment requirementnum Before After Before After Before After Before After

her Project Project Project Project Project Project Project Project

Zhujiata Village 7 1 0 0 1 4 2 2 4of Linpu

Xiali Village of 5 O 0 0 0 3 0 2 5Puj iang

Xiuhu Living 6 4 3 O 1 0 0 2 2Quarter of Yiwu

ShitagangLiving Quarter 4 3 1 0 2 0 0 1 1

of Longyou

ShanchuantanLiving Quarter 5 2 2 0 0 0 0 3 3of Jiangshancity

Minzhu VillageofShangrao 3 2 2 0 0 0 0 1 1

city

Wusan LivingQuarter of 1 1 1 0 0 0 0 0 0

Shangrao City

Wangj iashanVillage of 2 1 1 0 0 1 0 0 I

Yiyang

Tonglin Village 3 2 0 0 2 1 0 0 1of Shuixi

m6) i-ti 311® THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


North LingyunRd. ofLuxi 4 0 0 0 0 4 0 0 4

Town

Residence zoneof Qingshan 3 0 0 0 0 0 0 3 3Coal Mine

Total 43 16 10 0 6 13 2 14 25

It can be seen from the above table:

Before the project, there are 16 channels that meet coverage requirement for televisionfield intensity and requirement of more than 35dB for signal-to-noise ratio (SNR).After the project, there are only 7 channels that meet these two requirements at thesame time.

Before the project, there is no such channel for which the television field intensitymeets requirement but signal-to-noise ratio (SNR) is less than 35dB. After Project,there are 7 such channels.

Before the project, there are 13 such channels for which the television field intensitydoes not meet requirement but signal-to-noise ratio (SNR) is more than 35dB. AfterProject, there are 2 such channels.

Before the project, there are 14 channels for which neither television field intensitynor signal-to-noise ratio (SNR) meets requirement. After Project, there are 25 channelsthat shall not meet these two requirements.

The above forecast is for reception in the key sensitive residential areas closest torailway line. According to conclusions in Study on the Impacts of RailwayElectrification on Television Reception (Scientific Research Results ReviewCertification Number: Ministry of Railways No. 86015), TV sets shall normallyreceive signals once they are 40m away from electrified railway and TV signal fieldintensity meets the standard. Therefore, after ZheGanLine Railway LineElectrification Project, the television reception sensitive areas that are more than 40maway from the railway line will not be influenced.

After ZheGanLine Railway Electrification Speedup Renovation Project is completed,except 11 monitored television reception sensitive areas, reception of television signalwith aerial at other residence points which are close to the electric railway (distancefrom the electric railway is within 40m) will be under influence of electromagnetic

® TESECO' N RLWY -S W S i S Tit U 312THE SECOND RAILWAYS SURVEY A DESIGN INSTITUTE


radiation that generated due to passing of the electric railway train. Should fieldstrength of television signal be lower, image quality will be lower than normalteleviewing quality.

4) Conclusion of evaluation

(1) Impact on TV reception

After the Electrification Reconstruction Project of ZheGanLine Railway, theelectromagnetic radiation produced during the operation of the electriclocomotives will create a definite impact on the television reception of theresidents along the line. The sensitive residential areas that are in places closest tothe line where the frequency channels reach the requirements for TV signal fieldintensity and signal-to-noise ratio (SNR) at the same time will be reduced from 16prior to the project to 10 after the project; the rest of the signal-to-noise ratios(SNR) of the frequency channels will also be reduced to different degrees.

5) Mitigation measures for electromagnetic environment impact

(1) Proposal to solve TV reception problem

Regarding the television reception sensitive area where field strength of televisionsignal is within the requirement of the Ministry of Broadcast and Television andsignal-to-noise ratio is greater than 35dB before the Project and lower than 35dBafter the Project, it is necessary to set aside a sum of money for entering networkfor users in those area who receive television signal by using antenna. Those userswho are actually affected will be compensated. Table 4.6-4 lists variation ofsignal-to-noise ratio before and after the Project, family quantity to becompensated and cost. The cost for entering network is 300 RMB Yuan for eachfamily.

Vk 0- M = a V i' i- 'r3OD THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 313


Table 4.6-4 Situation about the television reception sensitive area to becompensated

Signal-to-n Family Compensat

Measurn .Carrier Signal field Background Current oise ratio quantity to ionMeasurin Channel frequenc strength field strength noisc after the be

y (MHz) (dB Ii v/m) (dB 1' v/m) ratio(dB) Project(dB compensat

2 57.75 46 18 28 9.1

4 77.25 60 * 10 50 24.5

Zhujiata 6 168.25 56 14 42 24.0Village 11 208.25 50 11 39 19.0 50 15000

of Linpu 22 543.25 64 18 46 36.3 1

28 631.25 48 17 31 21.1

43 751.25 66 19 47 39.0 1

2 57.75 47 14 33 10.1

Xiuhu 4 77.75 60 * 22 38 24.1Living 7 176.25 93 * 28 65 1 58.3 / 80 24000

Quarter 13 471.25 66 32 34 29.7of Yiwu 21 535.25 93 * 44 49 1 45.2 1

36 695.25 93 * 44 49 1 45.2 1

Shitagan 2 57.25 60 * 10 50 23.1g Living 8 184.25 59 * 15 40 1 27.3Quarter 10 200.25 47 13 34 15.8 30 9000

ofLongyou 38 711.25 78 * 14 541 52.1 1

Tonglin 2 57.75 59 * 10 49 25.1Village 9 192.25 52 16 36 23.2 30 9000

of Shuixi 12 216.25 60 * 17 431 31.5 _

Note: " /"shows that signal-to-noise ratio (SNR) is more than 35dB." * "shows that

signal field intensity meets to the available nominal field intensity specified by

Ministry of Broadcast and Film.

As shown in the Table, obligated compensation cost is totally RMB 57,000 Yuan.

4.7 Solid waste

After the project, due the newly-added fixed number of passengers and increase in the

amount of passenger transportation, the domestic waste and passenger waste willincrease to different extents.

1) Domestic waste

Calculation formula:

TTHE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE 314


W=KXRXL

In the formula: K--Population coefficient: 2.2;

R--Fixed number of passengers;

L--Discharging amount of domestic waste of per person in perday, 0.9Kg/d.

Table 4.7-1 Table of Newly-add Domestic Waste Amount

New increase inName ~~~Fixed Number Noewly c Wnraste in RemarName of Personnel Dometic Waste ks

(Person) (/A

Jurisdictional Limits of Jinhua Region 45 32.52the Shanghai Railway

Bureau Other Regions 407 294.14

Nanchang 230Junction 166.22

Jurisdictional Limits ofthe Nanchang Railway Yingtan

Bureau Junction 81 58.54

Other regions 369 266.68

ZhuzhouJurisdictional Limits of Junction 39.03the Guangzhou Railway

(Group) CompanyOther regions 84 60.71

Total for the entire ZheGanLine Line 1270 917.84

2) Passenger garbage

The designated drop spots by Ministry of Railway for passenger waste are located atthe Jinhua Station, Quzhou Station, Shangrao Station, Yingtan Station, XiangtangStation, Nanchang Station, Pingxiang Station and Zhuzhou Station. The types of wasteinclude canteens, pop cans, plastic bottles, wastepaper and fruit peelings, etc. Presently,

W TH SECOND RAILWAYS-SURY & DN ISTTE 315® TIlE SECOND RAILWAYS SURVEY !L DESIGN INSTITUTE5


the management on waste in train has been enforced, the waste is packaged andcollected in the station for clearance and transportation, and be handed over to thelocal environment sanitation department to treat, so there is very little impact on theenvironment; most of the trains in operation are air -conditioned trains, the windowscannot be opened, and with the improvement of environment consciousness, theamount of passenger waste is small. Please refer to the Table 4.7-2 for thenewly-added discharging amount of passenger waste in each drop spot of passengerwaste along the ZheGanLine Line after the electrification project.

Table 4.7-2 Newly-added Discharging Amount ofPassenger Waste After the Electrification Project

Unit:t/ a

Place Name Amou t of Passenger Garbage RemarExisting Short-term Long-term ks

Jinhua Station 1900 +1048 +1631Quzhou Station 1530 +1013 +1553

Shangrao Station 1750 +1074 +1647Yingtan Station 2370 +941 +1417Xiangtang Station 2190 +1254 +1767

Nanchang Station 4750 +2055 +3312Pingxiang Station 1500 +1181 +1632Zhuzhou Station 2040 +1539 +2664

Total 18030 +10103 +15607

3) Environmental protection measures

Garbage from newly increased staffs of the stations and depots will be brought into theexisting collection and operation system because of its limited quantity.

Newly increased waste from passenger trains will still be brought into the passengerwaste collection centers designated by the Nanchang Passenger Station, ZhuzhouPassenger Station, West Jinhua Station, Quzhou Station, Shangrao Station, YingtanPassenger Station, Nanchang Station, Xiangtang Station, Pingxiang Station andZhuzhou Station. After the waste collection, it will be sent to specified sites designatedby the local environmental sanitation departments for treatment.

4.8 Social impact analysis


AlD ' is g - NJ v i~ t R 316THIY SECOND RAILWAY. SURVEY & DESIGN INSTITUTE

EA Report on Reconstructed Zhejiang--Jiangxi Railway Electrification Speedup Renovation Project

In the period of construction, great flow of material and staff members and input of

project funds as well as the consuming power of the construction group will directly

propel the economic development of the construction area.

The majority of the laborers needed during the construction period will be employedin the local area except the staff from the Contractors(s), which will increase theincome of the local residents and farmers. The material needed for railwayconstruction such as cement, bricks and sand shall be bought in from the nearby area,which will enhance the development of the local construction material market. Duringthe period of construction, the flow of material and staff will be increased by severaltimes, which will bring updated information and advanced market concepts and willimprove the commodity consciousness of local people. The consumption power andthe flow of project capital will greatly enhance the development of finance, insurance,restaurants, transportation, post offices and tourism. All these factors will create agreat deal of job opportunities for the local residents and contribute to thedevelopment of local economy.

Fully sealed Railway will isolate the residents along the railway. The Railway passingthrough villages will make part of villagers to go a long way round and separateresidence place from working place, thus make normal production becomeinconvenient.

The Project will occupy a total of 43309.7 mu of land, including 7951.8 mu of land fortemporary use and 151.0889X 10m2 of dismantled houses. Large amount of landoccupation and dismantled houses will give certain influence to local land resource.

Soil and water loss will occur during the electric railway construction phase whensurface vegetation and soil are damaged or disturbed. The primary area of potentiallyincreased soil erosion includes deep cuts, high fills, borrow yard, spoil yard,temporary construction sites, treatment of special geological conditions and otherareas where surface soil will be disturbed. According to the modeling result, the soilerosion intensity will reach 595 X 104t for the whole construction period in the entireproject affected area, higher than the current level of soil erosion. In addition,construction detour will occupy land temporarily and make acoustic environment andenvironmental air quality decrease. Occupation of existing road as construction detourwill have influence on local traffic. Airborne dust and construction noise will haveadverse influence on residents and students. Drinking water source, sewage drainage,domestic waste stockpiling in the construction campsite and civilization degree ofconstruction workers may have influence on daily life of local residents.

Health risks are primarily related to increased transient population during constructionand operation in the regions. The increased transient population could potentiallybring and spread infectious diseases in the Project area. The in-hygiene and un-healthy

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life style of the workers could spread diseases such as hepatitis and AIDS to localresidents as well as among themselves.

The safety risk is primarily in the construction phase with the local residents,particularly children who have little awareness of construction site safety in a linearconstruction sites with virtually no access control along the construction site. Theexplosion operation for deep cut and materials borrowing and the resulting flyingstones, as well as explosive handling, will be among the most dangerous activities onthe construction sites, which pose risks to residents.

During construction, Cultural Property or Historic Site may be excavated occasionally.Cultural Property or Historic Site will be influenced and damaged if prompt andadequate protection measures are not taken.

2) Operation period

After the completion of Electrification Project, the situation of the population in theproject area will definitely be influenced.

Along the Electrification Project of ZheGanLine Railway Line, due to the greatdevelopment of economy, the amount of material exchange and movement of thepopulation has now reached a high level. The transportation facilities along the linehave now been fully put into use, which limits the development of the cities and townsalong the line. The construction and operation of the electrification project will greatlyenhance the economic development of the areas along the line and the livingconditions of the local people and bring about high social and economic benefit.According to the suggestions of ZheGanLine Railway Electrification SpeedupRenovation Project, the cities and counties along the line are also supposed to makesome adjustments to the structure of industry, layout of industry and city planning inorder to make the construction of railway bring as many benefits as possible to thelocal economic development. The construction and operation of the project is of greatsignificance to the further development of the resources along the line and to theimprovement of the poor regions. At the same time, the construction of the project willreduce the air pollution caused by the running of trains. However, the construction ofthe project will also bring some problems such as environment pollution. Therefore, itdeserves the attention of the government and relative departments to coordinate therelationship between local economic development and environment protection and toachieve sustained development.

The construction of electrification project will bring great opportunities for localeconomic development. It will provide room for local trade, transportation andinfrastructure construction. Along with the redevelopment, some environmentalproblems will arise accordingly, such as the enlargement of town scales, populationexpansion, increase the environmental burdens, increase environmental pollution and

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deterioration of the environment. The major environmental impacts are created byliving facilities and municipal projects. Firstly, the usage of land by municipal projects,office land, residential quarters and construction of tertiary industry changes theidentity of land. In the process of infrastructure construction, water and soil loss,construction noise, dust emission and construction waste are created. Secondly, theestablishment of various trade, recreational centers and residential areas will releasepollutant sources, such as domestic sewage, waste gas, noises from commerce, dailylife and road transportation and dust emission that will cause environmental pollution.

There exists an imbalance in the population along the line in aspects of resident incomeand development levels and the medical and hygienic facilities are of some differencefrom place to place. The realization of the electrification project will provideopportunities for the economic development along the line and flourishing ofcommerce, which will increase the income of local residents. At the same time, theeconomic development will allow the areas along the line to allocate more funds forcity construction, culture, education and medical facilities, which will contribute to theenhancement of the material and cultural level of the local residents.

The Project will occupy a total of 43309.7 mu of land, including 7951.8 mu of land fortemporary use and 151.0889x 10 4m2 of dismantled houses. Large amount of landoccupation and dismantled houses will give certain influence to local land resource.Among the influenced population, rural residents are the majority and the urbanresidents will be influenced less. For the urban residents, the problem is the impact onthe living conditions. After the demolishing of residential areas, it is a crucial point tocompensate for the demolished buildings. For the rural residents, the problem is infinding a job after they lose their land.

Cultivated land is limited in places in Zhejiang Province, Jiangxi Province and HunanProvince that the line crosses. What is more, the land acquisition and demolishing ofbuildings would intensify the serious conditions in land resources. Inappropriatecompensation for land acquisition and demolishing would possibly degrade the livingconditions of the affected residents.



+ Construction detour

When using existing road as construction detour, coordination shall be made with thelocal government in advance to avoid traffic jam on existing road. Construction shallbe arranged at reasonable time and the impact on residents' living shall be controlledas lower as possible.

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Warning board or No Entering sign shall be prepared at the place where constructiontrucks pass through frequently. Reasonable material transfer line and transportationroad shall be selected to avoid passing through dense resident area and village.

As for mitigation measures for air and noise pollution, see Section 3.3.3 and 3.3.4 ofthis report.

* Cultural Property Protection

Except contractors and technicians, construction workers will receive training on thebasic knowledge of cultural property protection at construction site. Contractors shallinform the relevant Cultural Property authorities if Cultural Property is found duringcivil construction, and Contractors may resume work at the site only if so instructedby the authorities following their on-site investigation.

* Public interference

Ensure railway construction behavior will not destroy public service facilities alongthe railway. The destroyed facilities shall be repaired and recovered as soon aspossible.

Each contractor shall be equipped with temporary power supply, telecommunication,water supply and other devices.

One billboard, indicating name of contractor, name of construction monitoringcompany, hot line telephone number and contact of local environment protectionbureau, shall be provided at each entrance of construction site. The purpose is to helpresidents to contact with relevant authorities if they are subject to noise and airpollution, traffic problem and other adverse impact caused by construction.

# Health and Safety

Construction personnel shall receive education on basic knowledge of disease control,especially some infectious disease such as AIDS or hepatitis.

Provide construction personnel with necessary self-protection devices, such as safetyhelmet, earplug and other safety protection devices

Take effective protection measures for residents along the railway. Set up enclosures atconstruction site and other dangerous place to prevent the public from passing.

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Special vigilance shall be taken to transportation and storage of explosion. Explosivework and place shall be under careful and strict management.

Prior to start explosion work, resident houses within 500m of explosion place shall beinspected. Those houses that cannot withstand strong vibration caused by explosionshall be reinforced in advance.

* Construction campsite

Construction campsite will be provided with septic tank and septic tank shall becleaned regularly.

It is forbidden to directly drain all wastewater to natural receiving body of water.

Regularly collect solid waste from construction campsite and send them to thespecified solid waste treatment station for disposal.

Ensure drinking water reaches the National Drinking Water Quality Standard.

* Land Occupation and Resettlement

The land occupied temporarily shall be recovered at first, and detail recovery steps areas follows:

When cultivated land is used, 15-30cm mellow soil of which shall be peeled off andcollected for storage. After construction is completed, peeled off mellow soil shall becleaned, loosed and covered on the land for cultivation.

Settlement fees shall be transferred, used, managed and monitored in accordance withstrict auditing and monitoring procedure. Provincial, municipal and county levels ofsettlement agencies and independent monitoring and assessing agencies, shall providewith village level administrative personnel with training to instruct them to preparereasonable development plan and correctly use settlement fees. Village leveladministrative department shall prepare a plan on how to use settlement fees andsubmit it to county level Relocation Department for review and approval. Settlementfees will be transferred until feasible fund usage plan is available or the fund usageplan is approved by county level Settlement Department. Every year provincial levelSettlement Department will choose one village as an example to monitor and audit useof funds in this village. In addition, independent monitoring agency, by means of spotcheck, field observation and open interview with the people from the affected area,will monitor and assess use of funds in villages, consult with village level departments

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and feedback such kind of information to town, county and provincial level SettlementDepartment.

The weak families will obtain following helps: certain subsidy given by Project unitand labor help given by village organization during house dismantling and moving,deduction of voluntary labor service in that year, priority in choosing the place forrebuilding house and redistribution cultivated land position. The weak families willnot take participate in farmland exchange after land occupation to avoid their normalproduction to be affected by the Project.

* Contractor management

Since Contractors are always at site during construction phase, Contractors shall havemajor responsibility for controlling and mitigating environmental impact. Contractorswill carry out most designed environmental protection measures. The following stepsshall be taken in order to ensure Contractors carry out environmental protectionmeasures and Environmental Management Plan.

At early stage of the Project, the Contractors' qualification shall be certified andenvironmental management shall be taken as one of the articles for certification.

Under the same condition, give priority to the bidders who passed IS09000 andISO 14000 certification.

During each construction stage, there shall be at least one full-time environmentalprotection professional who is in charge of implementation of environmentalsupervision, environment monitoring and specific environmental protection measuresduring construction.

Construction unit shall incorporate each environmental protection measures inEnvironmental Impact Report which is reviewed and approved into relevant articles ofthe bidding document, thus to enable the bidders to understand relevant environmentalprotection content and prepare related budget estimate. It is the successful bidders'obligation and responsibility to implement environmental protection measures.

Before the Project construction, contractors shall be trained on environmentalprotection. For each bidding area at least 1 top management and I environmentalprotection professional will attend the train given by rich experienced environmentalprotection specialist and the personnel who prepare the local laws. The training will be

held 2-3 days before the contract is signed, detail content of which includes:

Relevant national and local laws and release standards

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Technical guidance related to environmental protection

Environmental Impact Assessment Report and Environmental Management Plan forthis Project

Specific requirement and detecting method for measuring point

Specific requirement for monitoring report and monitoring information feedback

Adoptable mitigation measures

Emergency measures to be taken under emergency accident and exposure ofdangerous goods;

Perform long-term investigation with the public participated and deal with the public'scomplaints

Contractors' responsibility for environmental protection

In addition, construction supervision unit will also have important responsibility forenvironmental management and pollution control. The environmental managementrequirement for the construction supervision unit shall also be incorporated into thebidding document and written into the final contract. The successful constructionsupervision unit should have at least 2 persons (one of them shall be top management)participated the above training held for the contractors.


The aim of resettlement is to enhance the living conditions of the influenced residentsor at least maintain the present level. A complete set of procedures are to be providedthrough adoption of corresponding measures, appropriate resettlement and reasonablecompensation to ensure the successful implementation of the project land acquisitionand building demolishing. The resettlement of residents whose houses are demolishedshall be carried out in the local area. For those farmers who lose their land, new jobopportunities shall be provided to them. In order to ensure the successfulimplementation of the project land acquisition and building demolishing, leadinggroups of railway construction shall be established in the cities and counties along theline to cooperation and coordinate the course of land requisition and buildingdemolishing.

Assessment group suggests that land for temporary use such as borrow pit and spoil pit,

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totally 3119.3mu, can be used as farmland, which can compensate land to be occupiedfor temporary use to a certain degree. In addition, impact on land occupation can bedecreased as lower as possible through land resources adjustment made by local landdepartment.

4.9 Landscape Impacts and Mitigation Measures

1) Landscape Impacts

The Project could potentially generate visual impacts on scenery through disrupting thecontinuity of the natural landscape, occupying and damaging the scenic sites andcreating a conflict between the railway image and natural scenery. Main items that givean impact to visual environment include high fills and deep cut which seriously alterthe natural topography and terrain, bridges, spoil yard and borrow yard, the largestructure of which are out of harmony with surrounding environment. Some of theseimpacts are of a temporary nature such as borrow yard and spoil yard which can berestored through well planned landscaping. There is no special scenic spot along thenewly built sections. Paddy field, dry land, pond, hill, hillside decorated with gardenand bamboo forest and villagers' houses distributed along the railway compose atypical semi-natural landscape. Highroads, village roads extending in all directions andexisting railway harmonize human landscape with natural landscape.


(1) Design period

The design of electric railway will follow the natural terrain as much as possible andwill avoid deep cut and high filling. For areas where deep cut or high fills cannot beavoided, mild slopes will be adopted in the design so that they look natural. Thechannel entrance and exits will be shaped to match the surrounding environment. Forthe service, the structure color will be selected such that it will be melted into thebackground colors. For outstanding and eye-catching structures such as bridges, thearchitecture should have local characters and configurations that harmonize with thesurrounding scenery and landscape. Take visual effect into consideration as much aspossible, reduce visual sensitivity and mitigate and reduce visual conflict to themaximum degree.


Construction campsite will make use of existing houses as much as possible. Domesticwaste produced by construction personnel shall be collected together for disposal orembedding. It is forbidden to throw domestic waste everywhere to pollute landscapeenvironment along the railway. Spoil yard and temporary material stack yard can not be

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set up besides riverside and lake side, and the place of which shall be hidden and easyto be recovered. Try to avoid select the place with good natural vegetation and goodnatural environment as spoil yard and temporary material stack yard. Use existing roadas construction detour as much as possible. New construction detour shall be so builtthat destroy to natural environment is controlled as less as possible, and the place ofwhich shall be hidden and easy to be recovered or can be used as farming passage inthe future.

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5. Alternative Proposal

5.1 Comparison of railway proposals (alternative proposal)

1) Transport and economic comparisons

The main alternative proposal for the Zhejiang to Jiangxi electrification railway will

adopt the high-powered diesel locomotive proposal.

Although adopting the proposal for the high-powered diesel locomotives can raise the

transport capacity and satisfy the near and long range demands for passenger andfreight transport, the following insufficiencies still exist in this proposal:

1) Does not conform to the policies in adjusting the structure of energy sources anddirection of energy development in China. Although China holds a fairly largeamount of petroleum, the demand for it is also rapidly increasing. China willbecome the largest importing country of petroleum along with the large increasesin the consumption of petroleum. China has the most abundant hydroelectricresources in the world and is currently implementing the West to East PowerDelivery Project and will take the uninterrupted pure energy from the Three Gorgeand Ertan Power Stations and deliver it to the areas of East China. Adoption of thehigh-powered diesel locomotives on the Zhejiang to Jiangxi Line will consume249,536 tons of fuel each year during the short range period and 283,181.2 tons offuel each year during the long range period and will not be able to take advantageof the beneficial conditions that the West to East Power Delivery Project willbring to the region. Adoption of this alternative proposal does not conform to theadjustments in the structure of energy sources in the region.

2) It is not advantageous to the reasonable layout of the related electrificationfacilities. The Zhejiang to Jiangxi Line is a part of the Shanghai to Kunming andShanghai to Chengdu passageway. This passageway, with Zhuzhou as the westernpart, has already carried into effect electrification and the Shanghai to HangzhouLine is currently carrying out electrification renovations. Use of diesel traction onthe Zhejiang to Jiangxi Line is not beneficial to the realization of theelectrification networking of the eastern railways.

3) Not advantageous in the lowering the operational costs or increasing the socialbenefits and benefits for the railway itself. Through measurement and calculation,the use of high-powered diesel locomotives verses using the electric locomotiveswill increase the operational costs by RMB 144,219,000 Yuan during the shortrange period and by RMB 173,741,000 Yuan for each year during the long rangeperiod. This will impede strengthening the competitiveness of the railway and

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improving the benefits and long-term development of the railway.

2) Environmental impact

Adoption of the high powered diesel locomotive proposal will not beadvantageous to the reduction of environmental pollution and improving thequality of environment. The pollution produced from diesel traction is mainlyfound in air pollution and pollution of water bodies. The use of diesellocomotives on the Zhejiang to Jiangxi Line will greatly increase the dischargeof pollutants compared to using the electric traction. The amount of wastewaterdischarged from the repairs and service operations of the diesel locomotives is30% more when compared to the repairs and service operations of the electriclocomotives and the density of water pollutants such as petroleum and COD inthe water quality are increased by 20-35% and the short range dischargeamount of smoke will increase 0.404X 104 t/a, the discharge amount of SO2

will increase by 0.085 X 104 t/a, the discharge amount of NO, will increase by0.502X 10 4 t/a, the discharge amount of CO will increase by 0.188 X I04 t/awhich means that the discharge amount of smoke will increase by 38.6%,discharge amount of SO2 will increase by 26.4%, the discharge amount of NO,will increase by 87.4% and the discharge amount of CO will increase by 48.5%.The largest increases in discharge amounts are in NO, and smoke with theincrease in the discharge amount becoming even larger in the long range(approximately 1.2 times the amount of the short range period). The ten citiesin the three provinces along the line, such as Nanchang, Shangrao, Yingtan,Xinyu, Yichun, Pingxiang and other cities belong to "Double Control Areas ofSO2 and Acid Rain", therefore the use of high powered diesel locomotives willimpede the curtailing of the discharge of pollutants into the air from the railway,controlling the air pollution and improving the air environment along the lineand is also highly unfavorable in controlling the total amount of pollutants inthe areas along the line and also does not conform to the requirements forsustainable economic development and development in environmentalprotection of the provinces and cities along the line.

5.2 Comparisons of the railway and highways (alternative railwayproposal)

1) Transport and economic comparisons

Currently, road transport is the main method of transport that can be compared tothe existing railway. National Highway No.320 (Shanghai-Wanding) is basicallyparallel to the Zhejiang to Jiangxi Line, which vertically connects with NationalHighways No.104, 105, 205, 316 and 319 in Hangzhou, Nanchang, Quzhou,Nanchang and Pingxiang respectively, and forms the main frame of the roadnetwork in the attraction area. Provincial and low-grade roads connect with

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districts, cities and townships as auxiliary roads.

According to the feasibility report of the project, this line is a national truck linethat has an intricate composition in its network and connects to many truck andbranch lines. Transport is mostly composed of local transport (local transportindicates traffic is sent from this line to this line and then from this line toanother railway line off this line or other railway line to this line) and carryingtraffic (carrying traffic consists of the carrying traffic of the entire line; i.e. allthe traffic that passes through this line or namely the interchange from Hangzhouto as far as Zhuzhou and the spaces in between, and the carrying traffic that goesthrough the line; i.e. the traffic of other railways that is transported on onesection of this line and then transferred back to another railway for transport).

Most of the traffic of the entire line is passed through parts and areas ofShanghai and Zhejiang and interchanged with parts and areas of the Southwestand Guangdong, Guangxi, Hunan and Hubei Provinces. Based on the forecast,the carrying traffic of the entire line and the carrying traffic that is passed on thisline is a fairly big proportion of the density of the passenger and freight trafficflow. The traffic on this line is predominately trend traffic.

The passenger traffic flow on this line is composed of two parts: local passengertraffic flow and carrying passenger traffic flow. Local passenger traffic flowaccounts for a fairly small proportion while carrying passenger traffic flow(entire line and carrying that passes through the line) accounts for a fairly largeproportion. The passenger traffic flow mainly consists of people taking businesstrips, traveling, visiting relatives, doing business, doing work and so forth.

The railway plays a visible leading role as a medium-to-long distance means oftransportation. In looking at the interchanges among the areas, it will be verydifficult to satisfy the requirements if the highways shoulder the increase intraffic.

Moreover, in comparing the freight and transportation rates of the railway andhighways; the rate for passenger transport on the railway is 0.10 Yuan per personper kilometer and the freight rate is 0.0755 Yuan per ton per kilometer. Thetransportation rates in the areas where this line passes through are approximately0.15 to 0.20 Yuan per person per kilometer and the freight rate is between 0.35and 0.50 Yuan per ton per kilometer. The passenger transport rate on high-gradehighways is approximately 0.20 to 0.30 Yuan per person per kilometer and thefreight rate is between 0.45 and 0.60 Yuan per ton per kilometer. It is obviousthat the highway rates, especially the freight rates, are much higher that thefreight and transportation rates of the railway.

2) Environmental impact comparison

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If the transport capacity of the highways reaches the designed capacity of theelectrification railway, the widening of existing national highways and buildingof new high-grade highways as well as lengthening the highway must be done.

Adoption of the highway transport proposal will lead to the widening ofhighways that will certainly occupy cultivated land (especially necessitate theoccupation of fertile land), cutting of trees and demolishing of a fairly largeamount of buildings because the current route goes through many areas that havecultivated land and a relatively high concentration of inhabitants on both sides ofthe track. Implementation the electrification renovation for the existing railwaydoes not require a large amount of land acquisition and most of the newly builtsections are land already acquisitioned by the railway. In addition, crossinterference with the highways and ground structures can be avoided and therewill only be a small amount of demolishing caused by the electrification project.

Furthermore, the increase in the highway traffic and high vehicle flow rate afterthe construction is finished will largely magnify the period of noise impact andscope along the roads, which will be even larger than the impacts of the railway.

The discharge of tail gas from vehicles will make the density of the pollutants inthe air environment rise while the electric locomotives will not cause anyproblems in air pollution.

The loss of cargo from vehicle transport and the severity of littering during thecourse of transport are caused due to the road conditions and human factors. Therailway has strict control measures and this situation is light compared to thehighways.

In conclusion, this proposal for railway transport is the best choice and exceedsthe road transport proposal in many aspects, whether it is from the impacts onthe ecological environment, benefits for the social economy, transportationsafety, goods and material guarantees, etc.

5.3 Comparison of local route-selection proposals

This Project is a revamping project of the existing railway. In the course of routeselection of the project, based on the technical standard of the Project, famousscenic sites, nature protection areas, and cultural properties should be firstlyconsidered to protect. Besides, the ecology environment along the line should beprotected, and the disturbance to vegetation should be minimized as possible, soas to prevent from soil and water loss and meet the requirement of flood dischargeof rivers. All provinces and cities along the line should be properly organized andcoordinated for their planning, to avoid and reduce the disturbance and

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segmentation to existing townships. The final recommended proposal is selectedbased on the preconditions that the environmental and social economic influencehave been minimized. After revamping, the length of ZheGanLine Railway is885.667km, with single detour of 79.846km and double detours of 353.96km.Many local proposal selections have been made within the scope of whole line,among them, the proposal selections dominated by environment protection are asfollows:

1) Zhuji line proposal (K66+400-K93+500)

The existing railway passes through the urban area of Zhuji City, with a sectionlength of 27.1km. This section of line has got two proposals A and B, proposal A isto re-build the existing railway, while proposal B is to build new railway bystraightening old way. Proposal B has two options II and I. Option I is far awayfrom Hang-Jin-Qu highway and option II is close to Hang-Jin-Qu highway. See lineproposal sketch 5.3-1 for details.

Proposal A is to pass through urban area, with congested residential areas along theline, the influence of the existing railway is severe, therefore, if rebuild the railway,a lot of residences have to be removed, closed line would cut the community intoparts, it is difficult to do the construction and prevent from noise, and totalinvestment the project is up to 0.173 billion RMB.

Proposal B is to pass through the rural area at outskirts of the city, with scatteredresidences, it has got a smaller block to the community, easy to prevent from thenoise, construction potential risk is smaller, comply with the overall municipalplanning of Zhuji City, and this proposal is supported by the municipal government.Proposal B will occupy more cultivated lands, and its total investment the project isup to 0. 53 billion RMB and is higher than proposal A by 0. 357 billion RMB, butthe line will be shortened by 3.14km and train-running time will be reduced by2.73min. Through comprehensive comparison, Environment Assessment Grouprecommend proposal B.

For two options (Proposals I and II) of proposal B, the engineering conditionsare described as follows:

a) Zhuji shortcut east section local proposal

(D Comparison scope: DK66+400 DK72+900

(2) Proposal conditions:

THIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Proposal I : the line starts from proposal comparison starting point DK66+400,

using the existing section K68+100-K68+200, with double detours, goes west up

to comparison final point DK72+900. The full length of the line is 6.424km,

including newly built length of 5.824km. Zhuji East Station is set at DK70+600,

station house is set at right side of the line, goods yard, traction substation and

maintenance gang for catenaries are set at left side of the line.

Proposal II: The line starts from comparison starting point, along the south side of

Hang-Jin-Qu highway, goes west up to comparison final point. The full length of

the line is 6.495km. Zhuji East Station is set at BDK70+950, station house is set at

right side of the line, goods yard, traction substation and maintenance gang for

catenaries are set at left side of the line (See line proposal sketch 5.3-1 for details).

(I Proposal selection comments

The geologic conditions of these two proposals are the same, but the distances

with the highway are different. At present, the highway has been closed with

separation fence, after the railway is closed with separation fence too, this would

result in that the lands between the highway and the railway can not be used any

more. The line of proposal I is shorter than the one of Proposal II by 0.071km,

newly built length is shortened by 0.671km, and investment can be saved by

6.558million RMB, however, because Proposal II is more close to the highway

than proposal I and has a smaller blocking effect to the community, considering

saving of lands and development of the city in the future, Environment

Assessment Group recommend to use Proposal II.

(2) Zhuji west side shortcut proposal

0 comparison scope: DK79+200-DK93+500

© Proposal conditions

Proposal I : The line starts from proposal comparison starting point DK79+200,

along the south side of Hang-Jin-Qu highway, after passing through Zhuji #1&#2tunnels, continuously goes west, crosses over the municipal road at Xinwuxia

village, then comes to the final point and connects with the existing line. The

section K88+500-K89+650 shall make use of the existing line. The full length of

this proposal line is 11.056km, newly built length is 9.766km, and the length of

existing line to be used is 1.29km. (See line proposal sketch 3.3-1 for details.)

Proposal II: The line starts from proposal comparison starting point, long the

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right side of Hang-Jin-Qu highway, after through Zhuji tunnels, crosses overHang-Jin highway (provincial highway), then comes to the proposal comparisonfinal point at Paitou entrance. (See line proposal sketch for details) The full lengthof this proposal line is 10.657km(double line); newly built length is10.657km(double line). Within the scope of C2K81+850-C 2K83+200 of theproposal, the maximum earth filling height is 15m, limited by line slope andlandform, this proposal section is provided with a 1350m oversized bridge.

® Proposal selection comments

Compared with Proposal I, the length of newly built line of Proposal II is longerby 0.891km, the length of line is longer by 0.601km, but the works of bridge andtunnels are fewer, the investment can be saved by 2.8908 million RMB, theblocking effect to the community is lower, cultivated land can be saved, and it isgood for the development of the city and utilization of lands. Therefore,Environment Assessment Group recommends Proposal II.

2) Longyou Line proposal (K222+600-K238+380)

This proposal has got a line length of 15.78km, including about 8km line passingthrough township planning zone, and minimum curve radius is 400m. Proposalsare described as below (See line proposal sketch 5.3-2 for details):

a) Proposal A: rebuilding of the existing railway

There is a military enterprise- Guanghua Plant 80m left side of the line, andShitaxiang residential area and an observation station of weather bureau 30m rightside of the line. A county key cultural property protection unit - DonghuaMountain Han Dynasty Tomb Area lies in both sides of the line. The sections fromK228+300 to K231+900 shall use double detours. The section from K228+300 toK229+650 passes through Han Dynasty Tomb Area along the left side of theexisting line, after crossed with the existing line, and then passes through theplanning area at the right side of the existing line and the north side of Shitaxiangresidential area. The weather observation station shall be removed; build a newbridge at the right side of the existing Linshanjiang Bridge, finally the line comesto the existing Longyou station. The total length of rebuilt line is 10.333km; thelength of line after the rebuilding is 15.734km, and the houses to be removed is23000m 2. A traction substation is set at Hangzhou termination of the existingShilipu station, a maintenance gang for catenaries is set at the existing Longyoustation, and catenaries shall be provided for the whole section. Electrificationrevamping should be made to these two stations. The total investment of theproject is 21.81346 million RMB.

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b) Proposal B: building new line (taking shortcut)

0 Line trend

According to town planning, this section of line shall be moved to the south to theedge of the planning zone, through Huzhen Farm, crossing over Luzhu River,provided with a freight station -Shilipu Station, then along the belt highway underconstruction, through Gaoganglong, crossing over Linshan River at Xiayangvillage, provided with Longyou passenger station at Caojia, then through JingdianMountain, crossing over Hangzhou-Lishui Highway, finally be connected with theexisting line.

(© General description of the project

For the proposal of removing station and building new line, total single line is31.6km, including 2 new big bridges, I middle sized bridge, 5 frame bridges, 74culverts, 3 flyover crossing bridges (360m), 5 pedestrian bridges (150m).Longyou station and Shilipu station shall be newly built. Longyou station is apassenger station, designed as per maximum crowd of 300 people, the station

2house area to be built shall be IOOOm . Shilipu station is a freight station, with acapacity of 1 million tones, and transportation facilities shall be equipped as perthe existing facilities of Longyou station and Shilipu station. This station isprovided with a traction substation. A maintenance gang for catenaries shall be setat Longyou station, a traction substation at Shilipu station, and 46.4 kilocatenaries shall be set up. The total investment of this proposal project is430.3627 million RMB.

0 Comments on proposal selection

Compared with the proposal of moving station, the investment as per Proposal Acan be saved by 212.2281 million RMB, the line is straight and shorter by0.816km, and running time can be reduced by 0.25min. However, the line ofProposal A will pass through the urban area, with congested residential areasalong the line, and a county key cultural property protection unit - DonghuaMountain Han Dynasty Tomb Area is involved. The influence of the existingrailway is severe, a lot of residences have to be removed and the tomb area wouldbe affected if rebuild the railway. Moreover, a closed line would cut thecommunity into parts, and it is difficult to do the construction and prevent fromnoise. The line of Proposal B mainly passes through the rural area of the outskirtsof the city, with fewer scattered residential areas, the blocking influence to thecommunity is small, Donghua Mountain Han Dynasty Tomb Area will not beaffected, with little construction potential risk. The proposal complies with theoverall planning of Longyou City, it shall be benefit to the development of the cityand the utilization of the lands, also it is supported by the county government,

aD j g _ = A V it R 333THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


though Proposal B will occupy more cultivated land and have a bigger investment.Through comprehensive comparison, Environment Assessment Group

recommends Proposal B.

3) Quzhou line proposal (K258+770-K270+000)

The existing railway passes through the urban area of Quzhou City. This sectionof line is 11.23 km long. This section of line is provided with Proposal A(rebuilding of the existing railway) and Proposal B (taking shortcut by building

new line) (See line proposal sketch 5.3-3 for details).

(1) Proposal A: rebuilding of the existing railway

The existing ZheGanLine Railway passes across the city, which cut the city into

old urban area and south urban area. The existing main track has a length of11.23Km (K258+770-K270+000), the existing Quzhou Station lies in the centralpart of Quzhou City, which is row type passenger and freight municipalinter-station, with station class 2, provided with 2 passenger platforms and 2

freight yards.

(2) Proposal B: Taking shortcut by building new line

As per Proposal B, Quzhou new station shall be moved to south 3.5Km, and the line

will pass by the urban area, starting from Dongji River Bridge, through Xinjian

Village, Yejiatian Town, setting Quzhou new station at Lixin village, crossing over

Juhua Line close to Lixin Village, finally be connected with the existing line at

Shiwuli Village. New built main track has a length of 9.26Km; the length of the line

is shorter than the existing one by 1.89Km. The line of taking shortcut proposal lies

in the edge of Economic Development Zone (Xiazgang Economic Development

Zone) of Quzhou City. According to Quzhou City Municipal Overall Planning, the

land for rebuilding of railway has been included in the overall plan of Quzhou City,

i.e. the proposal of new station and taking shortcut complies with the municipaloverall planning.

(3) Comments on proposal selection

The line of Proposal A will pass through the urban area, and there are congestedresidential areas along the line. The influence of the existing railway is seriousalready. If rebuild the railway, a lot of residences have to be removed, a closed linewill lead in blocking effect to the community, difficult to prevent from the noise,

and the construction difficulty would be increased.

E S D RL S S & DES I I tITT 334® TIll SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


As per Proposal B, Quzhou new station shall be moved to south 3.5Km, and theline will pass by the urban area. The line of taking shortcut proposal lies in theedge of Economic Development Zone (Xiazgang Economic Development Zone)of Quzhou City. The line of Proposal B mainly passes through the rural area of theoutskirts of the city, with fewer scattered residential areas; the blocking influenceto the community is small, with little construction potential risk. The proposalcomplies with the overall planning of Quzhou City, it shall be benefit to thedevelopment of the city and the utilization of the lands, also it is supported by thecounty government, though Proposal B will occupy more cultivated land and havea bigger investment. Through comprehensive comparison, EnvironmentAssessment Group recommends Proposal B.

4) Dongxiang line proposal (K529+900-K539+100)

The existing railway passes through the urban area of Dongxiang County. Thissection of line is 9.2km long. This section of line is provided with Proposal A(rebuilding of the existing railway and utilizing the existing Dongxiang station)and Proposal B (removing Dongxiang station and utilizing the existing line) (Seeline proposal sketch 5.3-4 for details).

(1) Proposal A: rebuild the line by using the existing Dongxiang Station

The line starts from Hefang village, goes to the west by using the existing line,after leaves Dongxiang Station, the line is provided with two detours, using tworeverse curves with radius of 2800m, through Dongxiang No. 1 Middle School,then passes through Red Star Development Zone of Dongxiang County, and isconnected with the existing line at Shiqian Station (See line proposal Sketch fordetails). The length of the proposal line is 10.431km, and the total investment ofthe project is 99.49 million RMB.

(2) Proposal B: remove Dongxiang Station and utilize the existing line

Starting from Hefang Village, the line makes double detours at the left side of theexisting line, setting a new station at the east side of the existing DongxiangStation, out of the station, with a curve radius of 2200m, the line is connected with

the existing line at K534+900 up to the proposal comparison end point. The scaleof new station will be the same with the existing one, and two special lines shallbe re-built. The length of this proposal line is 10.142km. The total investment ofthe project is 143.78million RMB.


The line of Proposal A will pass through the Dongxiang Red Star Development

ag 0 i g-_ a1 IV t i- r 335THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Zone, and there are many enterprises, residential areas and schools along the line.Moreover, a closed line would destruct the arrangement of the development zone,and the construction difficulty would be increased. As per Proposal B, Quzhounew station will be move to the west 2Km, the newly built line mainly passesthrough the rural area of the outskirts of the city, with fewer scattered residentialareas, the blocking influence to the community is small, with little constructionpotential risk. The proposal complies with the overall planning of DongxiangCounty, it shall be benefit to the development of the city and the utilization of thelands, also it is supported by the county government, though Proposal B willoccupy more cultivated land and have a bigger investment. Throughcomprehensive comparison, Environment Assessment Group recommendsProposal B.

5) Luxi line proposal (K835+100-K848+700)

The existing railway passes through the edge of Luxi County. This section of lineis 13.6 km long. This section of line is provided with Proposal A (rebuilding of theexisting railway and utilizing the existing Luxi station) and Proposal B (removingLuxi station and taking shortcut) (See line proposal sketch 5.3-5 for details).

(1) Proposal A: rebuild the line by using the existing Luxi station

After leaves the Luxi Station, the line is provided with double detours crossingover Yuan River, passes through two short tunnels, crosses with the existing line,reaches to the inlet of Quanjiang Station, which is the proposal comparison endpoint. The length of this proposal line is 12.838km. The total investment of theproject is 263.3028 million RMB.

(2) Proposal B: removing Luxi station and taking shortcut

The line goes with double detours at the right side of the existing line, setting up anew station at the north side of the existing Luxi Station, then crosses over YuanRiver, and then is connected with the existing line at K842+500. The length of thisproposal line is 11.8km. The total investment of the project is 255.6611 millionRMB.


As per Proposal A, the line is close to the urban area of Luxi County, and there aremany residential areas along the line. If build a new railway, the quantity ofremoving would be big, and the construction difficulty would be increased. As perProposal B, Quzhou new station will be move to the south 3Km, the newly builtline mainly pass through the rural area of the outskirts of the city, with fewer

S 19 V -- VI - it R 336THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE3 6


scattered residential areas, with little construction potential risk. The proposalcomplies with the overall planning of Luxi County, it shall be benefit to thedevelopment of the city and the utilization of the lands, though Proposal B willoccupy more cultivated land and have a bigger investment. Throughcomprehensive comparison, Environment Assessment Group recommendsProposal B.

6) Baiyuan to Pingxiang North line proposal (K855+000-K858+300)

The existing line has a length of 3.3Km. The curve radius of the line can not meetthe requirement of desired speed, so it needs to take shortcut by rebuilding the line.The line is provided with Proposal A with a desired speed of 200km/h, Proposal Bwith a desired speed ofl4Okm/h, and Proposal C with a desired speed of 120km/h(See line proposal sketch 5.3-6 for details).

(1) Proposal A with a desired speed of 200km/h

If the proposal with 200km/h is used, the line from Baiyuan to Pingxiang Northwill pass through the exhausted area of Baiyuan Coal Mine. It is found byinvestigation that, DK855+300-DK856+300 is exhausted area, DK856+300'DK858+114.38 at detour end point is labile area. Centering a place 60m at leftside of DK855+900, an exhausted subsidence area 700 m x 600m x 0.5m isformed, 800 mu farmland loss water, more than 60 houses break, and highwayssettle down. Within a scope of 30-50m at left side of DK856+100, it is foundthere are two collapse craters with different sizes, which are irregular circularities.The bigger crater has a diameter of 4-5m, and a depth of about 3m, and its walland base are regular and flat. In addition, at middle line DK855+880, +890, it isalso found a tension fracture joint with length of 0.8'-1.3m, width of 0.1 -0.2m,and depth of Im. Thus it can be seen that the ground settlement may be possible tobroaden in further. Because the mining channels are arranged in a crisscrosspattern, buried deeply, they are difficult to treat, having potential safety hazard. Inaddition, the line will pass through a Coal Washing Plant.

(2) Proposal B with a desired speed ofl40km/h

If the proposal with 140km/h is used, most of the exhausted area can be by-passed,but the line has to pass through partial exhausted area.

(3) Proposal C with a desired speed of 120km/h

If the proposal with 120km/h is used, the exhausted area can be by-passed, nopotential safety hazard.

o in l __, =- VZ it [ 337OD THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE



Proposal A will pass through the exhausted area of Baiyuan Coal Plant, Proposal

B will partially pass through the exhausted area of Baiyuan Coal Plant, both of

them have potential safety hazard, with high construction difficulties, and may

lead into environmental geologic problems. Proposal C will not pass through the

exhausted area of Baiyuan Coal Plant, have no potential safety hazard, and with

convenience of construction. Through comprehensive comparison, Environment

Assessment Group recommends Proposal C.

7) Liling line proposal (K889+000-K899+000)

The existing railway passes through the urban area of Liling City. This section of

line is lOkm long. This section of line is provided with Proposal A (rebuilding of

the existing railway and utilizing the existing Liling station) and Proposal B

(taking shortcut by by-passing Liling East Station) (See line proposal sketch 5.3-7

for details).

(1) Proposal A: rebuild railway by utilizing the existing Liling East Station

Take shortcut across the line from Liling East Station to Liling Station, setting

curves with radius of 1200m, limiting speed to 140km/h, crossing over Lushui

River with a super bridge with a length of 604m (main span 96m bearing type

steel truss, keep enough space to meet the requirement of navigation), and change

Liling Station into a straight line station. Increase speed up to 140km/h for these

two stations. The length of this proposal line is 12.364km. The total investment of

the project is 244.0156 million RMB.

(2) Proposal B: take shortcut by-passing Liling East Station

Starting from the proposal comparison starting point, the line of this proposal

detours along the left side of the existing line, then passes through the existing

line (to be deserted after rebuilding) to detour at right side, by-passes Liling East

Station, setting a new bridge at the upstream of the existing Lushui bridge, finally

is connected to Liling Station. In this proposal, Liling Station needs to be rebuilt,

and Liling East Station will be change into Ling-Cha branch line station. The

length of this proposal line is 12.26km. The total investment of the project is

2933.5387 million RMB. Compared with the proposal of limiting speed, the cost

of this proposal is increased by 49.5231 million RMB, and the running time is

shortened by 1.1 min.


9 & Wg -_ NJ V iQ tt PA 338W THE SECOND RAILWAYS SURVEY & DESIGN INSTIrUTE


For proposal A, there are many residences along the line. The removing quantitywould be high if build a new railway. The intersection angle between the newLushui Bridge and the river is too big, which will affect the navigation andincrease the construction difficulty. For Proposal B, Liling East Station isbypassed. The newly built line is far from the city, with fewer scattered residentialareas, with little construction potential risk. The proposal complies with theoverall planning of Liling City, it shall be benefit to the development of the cityand the utilization of the lands, though Proposal B will occupy more cultivatedland and have a bigger investment. Through comprehensive comparison,Environment Assessment Group recommends Proposal B.

6!lD K K % - a V * 3t R39TIIE SECOND RAILWAYS SURVEY a DESIGN INSTITUTE


6. Environment Management, Supervision and MonitoringSchedules

6.1 Environment management organizations

1) Actuator

The construction units of this project are the Shanghai Railway Bureau ZheGanLineRailway Construction Directorate, Nanchang Railway Bureau ZheGanLine RailwayConstruction Directorate and the Guangzhou Railway Group ZheGanLine RailwayConstruction Directorate are for formulating and implementing the environmentalprotection management plans in their respective sections that they have jurisdictionover. The Environmental Protection Office of the Ministry of Railways, PlanningSection of the Environmental Protection Office of the Shanghai Railway Bureau,Environmental Protection Office of the Nanchang Railway Bureau and theEnvironmental Protection Office of the Guangzhou Railway Group will be responsiblefor the environmental protection work during the construction and operation stage.

2) Supervision organizations

The Zhejiang, Jiangxi and Hunan Provincial Environmental Protection Bureau are alladministrative organizations under the Zhejiang, Jiangxi and Hunan ProvincialPeople's Government that are in charge of the management and supervision ofenvironmental protection. The municipal-level environmental protection bureaus ofHangzhou City, Jinhua City, Quzhou City, Shangrao City, Yingtan City, Nanchang City,Yichun City, Xinyu City, Pingxiang City, Zhuzhou City are under the direction of thelocal government. The provincial governments and environmental protraction bureausin Zhejiang, Jiangxi and Hunan Provinces have already established environmentalmonitoring centers and the municipal-level environmental protection bureaus haveestablished their own monitoring stations as well. These municipal and provincialmonitoring stations are in charge of the environmental monitoring of their respectiveregions and provinces.

OASIS is responsible for the environment supervision during the construction of theProject. The environment monitoring within construction and operation periods of theProject shall be carried out by EPO of Shanghai Railway Bureau, EPO of NanchangRailway Bureau and Guangzhou Railway Group, or the municipal and countyenvironment protection stations.

The overall execution and monitoring schedule of the Project is listed as in Figure6.1-1 .

66) S g tu S i it 1lX340THE SECOND RAllWAYS SURVEY & DESIG.N INSTITUTE


Based on the tasks and responsibilities taken in the environment protection of theProject, management organizations and supervision organizations, as well as theirresponsibilities are shown in Table 6. 1-1.

s 5X S: = - YJ i ;£ if- 1P341OD THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE

i '4k- if fI trI tf, j,..n gr,ntiar3 r ;j ort o lf ' fing-.,ingrlV RdhII IfaI, f2iU T'lI l-ffftl.Ad'AWtYA'/Z`

EPO of MOR Foreign Capital Center of MOR EPO of WB SEPA Super monitoring organizations

EPO of Shanghai Railway Shanghai Railway Bureau, Nanchang

Bureau, EPO of Nanchang Railway Bureau, Guanzhou Railway Group,l Zhejiang Provincial Eial EP Bureau Hunan Provincial EP Bureau

Railway Bureau, Guanzhou Construction Directorate of the Railway I

Railway Group _ _ _ _ _ _

I l I | , : | Shangrao Municipal EP Bureau

Contractor Design Evaluan Supervision an i Hangzhou Municipal EP Y M Zhuzhou Municipal EPDeig Evaluation Yingtan Municipal EP Bureau

supervision Eng unit monitoring units Bureau Bureau

unit l l l l l | Nanchang Municipal EP Bureau

L I Jlnhua Municipal EP

Yichun Municipal EP Bureau

Environment management and execution organizations at design and construction stages Bureau

Xinyu Municipal EP Bureau

_ __________' Quzhou Municipal EP

Hangzhou Railway Branch Pingxiang Municipal EP BureauHangzhou Railway Bmanch Bureau

r L j | ~~~~~~ ~~~~~~~~~~~~Bureau |Bureau, Changsha Railway L --------------------------------------------------------------'

Environment management and execution organizations at operation stage|Branch Company, EP Depart.

h-----------------------------------------------------n Environment Monitoring Organizations

Figure 6.1-1 Environment Management And Supervision Organizations Diagram

) li t - - & 4 i 2)TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE -42


Table 6.1-1 Environment Protection Plan-Execution And SupervisionOrganizations And Their Responsibilities

Stages Organizations Supervision Work Responsibilities

w ICD

SEPA, Zhejiang ProvincialEP Bureau, Jiangxi Provincial

qq Environmen EP Bureau, Hunan Provincial Determine main environmentaltal influence OASIS and SSDI EP Bureau, Environmental problems and environmental criteriaevaluation Protection Office of the to be executed.program Ministry of Railways, t

Foreign Capital Center ofMOR, World Bank

SEPA, Zhejiang ProvincialEnvironmen EP Bureau, Jiangxi Provincial Determine the influence to

Environmen EP Bureau, Hunan Provincial environment, prepare relatedtaAffects EP Bureau, Environmental environment measures to reduce theEvaluation OASIS and SSDI Protection Office of the influence to environment, and makeReport Ministry of Railways, investment estimation to the

Foreign Capital Center of environment measures.MOR, World Bank

Envi.onmen SEPA, Environmental Determine the implementer andEnvironmen Protection Office of the supervisor of raised environmentt protection OASIS and SSDI Ministry of Railways, protection measures, as well asaction plan Foreign Capital Center of implementation progress.

MOR, World BankAccording to EP recommendationsin Environmental Impact Reportand the review comments of EPO ofMinistry of Railways and SEPA,

aq make engineering design and

Preliminary SSDI SEPA, Ministry of Railways investment estimation fordesignISPA insryo Riwas environment protection works, and

prepare a special EP document as aintegrative part of the preliminarydocuments, so as to have the EPmeasures implemented andguaranteed with enough capital.Based on all kinds of EP measuresand requirements of approvedpreliminary design documents and

Constructio Environmental Protection environmental protectionon drawing SSDIOffice of the Ministry of regulations, organize professional

n drawig SSDI Railways, ZheGanLine EP designers do work out

design Railway construction unit construction drawings, to havethese EP measures implemented,and prepare enough capital for thesemeasures.

® THE SECOND RAILWAYS SURVEY & DESIGN INSrITUTE



o) ZheGanLine

Railwayc construction unit

entrusts the Land Ministry of Railways,Administration Zhejiang Province, JiangxiBureau of local Province, and Hunangovernment to Province local government.

Expropriati expropriate the Entrusted by construction Properly arrange the influenced

on, land and make unit, as a external monitoring masses, make sure their living

removing compensation, and unit, Foreign Capital standard will not lower than the one

and all local land introduction and utilization priordto thenotplowerathan and

re-settling administration institute of Southwest Traffic pior to the expropriaton and

immigrants departments University will make emigration.

together with supervision to thevillage Expropriation, removing andmanagement re-settling immigrants of

committee will ZheGanLine Railwayalso be in chargeofimplementation.

Based on Environmental Impact

SEPA, Zhejiang Provincial Report and the requirement of

EP Bureau, Jiangxi Provincial construction drawing, ZheGanLineEP Bureau, Hunan Railway construction unit will take

Ecology Environmental Protection the environment protection and

protection Construction unit Administration, ecology protection measures as the

works Environmental Protection main contents of project bid

Office of the Ministry of invitation, and supervise the

Railways, ZheGanLine construction nit to implement themRailway construction unit one by one, and make sure there's

enough capital for it.

SEPA, Zhejiang Provincial According to Environment

EP Bureau, Jiangxi Provincial influence evaluation report and

Protective EP Bureau, Hunan construction drawing, carry out

measures Environmental Protection environmental works such as

for each Construction unit Administration, lowering noise, wastewater

environmen Environmental Protection treatment, and removing dust etc, so

tal element Office of the Ministry of as to guarantee the implementationRailways, ZheGanLine of environmental protection

_ ____________ _________________ Railway construction unit measures.

6s) ' M I 1344THE SECOND RAILWAYS SURVEY & DESIGN INSTITUITE




EnvironmentalProtection Office

.nvironm of the MinistryEnvironm of Railways, Make periodical supervision to theent SEPA, Zhejiang implementation of all kinds ofsupervisi Provincial EP environmental protection measuresng and Bureau, Jiangxi and ecology protection works, andcontrol at OASIS Provincial EP report the implementation situations,constructi Bureau, Hunan existing problems and improvingon period Environmental recommendations to Ministry of

Protection Railways and National EnvironmentalAdministration, Department.ZheGanLineRailwayconstruction unit

Training Organized byof full-tine ZheGanLine Invite related environmental experts to

2 and Railway do training of full-tine and part-timepart-time construction M stry o construction and supervising staff soconstructi conuni Railways as to improve their environmentalon anduntsupervisnd implemented by protection consciousnesssupervisin OAI

CI g staff OASISCD

EnvironmentalProtection Officeof the Ministryof Railways,

Shanghai, ZheGanLineEnv ro Nanchang Railway

Environm Railway construction unit,

monitorin Bureau, ZheGanLine Complete the task of environmentm Railway Group, Railway monitoring during the construction of

g R~ailwCayngroup, construction unit ,ZheGanLine Railwayand Changsha, SEPA, ZhejiangHangzhou Provincial EPRailway Branch Bureau, Jiangxibureau EP Provincial EPStations Bureau, Hunan

EnvironmentalProtectionAdministration

TE D RA I S - DESIG TT T :34.5® THE SECOND RAll.WAYS SURVEY & DESIGN INSTITUTE


Stages Organizations Suporvision Work Responsibilities

ZheGanLineRailwayconstructionunit and each SEPA, Zhejiang

municipal EP Provincial EPAcceptan stations along Bureau, Jiangxice ZheGanLine Make test run to environmentalpreparati Railway, or Provincial EP protection facilities, and makeon for Shanghai, Environmental supervision to the operation effect ofcompletio Nanchang Pronmental all facilities, so as to make sure alln of Railway Protection . environmental protection facilities canenvironm rai Administration, meet the design requirement and beental Guangzhou Environmental

facilities Railway Group, Protection Office operatednormally., of the Ministry of

and Changsha, RiwyHangzhou RailwaysRailway Branchbureau EPStations

National and threeprovinces' EP Entrusted by the construction unit,

Cultural ZheGanLine bureaus and cultural relic archaeology institutes ofCultural ZheGanin cultural relic three provinces will make a fullProperty Railway bureaus, investigation to all cultural relics

Proteci const Environmental along the line, so as to avoid anyn unit Protection Office destruction to cultural relics due to the

of the Ministry of construction of ZheGanLine Railway.Railways

Shanghai0 Railway

Training Bureau, Make training of full-time

of Nanchang Ministry of environmental staff and operators ofO full-time Railway Railways EP facilities, to guarantee normal

environm CD environ Bureau, operation of all kinds of EP facilities.

ental staffGanho0L Guangzhou

Railway Group

a in M = St, Vz it rx 346THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Stages Organizations Supervision Work Responsibilitiesorganizations

ZhejiangDaily Provincial EP

managem Shanghai Bureau, Jiangxient of Railway Provincial EPenvironm Buraiau, Buroviiau H n Maintain normal operation of all kinds

envtronm Bureau, Bureau, Hunan of environmental facilities; so as toental Nanchang Environmental have the discharge concentration of all

protectio Railway Protection sn Bureau, Administration sorts of contammahons meet the local

Guangzhou and each environmental requirement.

Railway Group municipal EPBureau along theline

Shanghai,Nanchang

Environm Railway Ministry ofent Bureau, Railways,monitorin Guangzhou Shanghai Railway Carry out the task of Environmentg Railway Group, Bureau, Nanchang monitoring during the operation

and Changsha, Railway Bureau, period of ZheGanLine RailwayHangzhou GuangzhouRailway Branch Railway GroupBureau EPStations

6.2 Environmental supervision plan

All environmental protection tasks implemented during preparation period,construction period and operation period should be under supervision. See Table 6.2-1below for specific supervision organizations, supervision contents and supervisionpurposes:

t26) W W % - & S Q it 1E 347® Tl(E SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


Table 6.2-1 Environmental Supervision Plans

Stages Supervision Supervision content Supervision purpose

To decide the feasibility of theProject.

World Bank Insure the contents of EnvironmentSEPA Evaluation safety;

Zhejiang Make sure the main and potentialProvincial EP To review Environment environmental protection problems

Feasibility Bureau Evaluation Program and environmental protection pointsstudy Jiangxi To review Environment may be reflected properly.

Provincial EP Evaluation Report Make sure the efficiency andBureau feasibility of environmental protection

Hunan Provincial measures and EnvironmentalEP Bureau Management Plan

Make sure the environmentalTo review Environment protection measure satisfying theInfluence Assessment environmental protection requirement

SEPA and Environmental and the related laws, regulations andZhejiang Management Plan; standards;

Provincial EP To check the Insure the environmental protectionBureau implementation of investment;Jiangxi environmental Protect ecosystem environment along

Provincial EP measures the line;Design, Bureau To check the measures Insure the implementation of

construction Hunan Provincial for disease mitigation; expropriation, removing andstage EP Bureau To check the re-placement policies.

construction safety in Prevent from the soil and water loss;the field. Insure health and safety of the public

and construction personnel.

Zhejing, Jangxi While checking theZhejiang, Jiangxi construction, properly

Provincial protect and treat the Protect cultural propertiesCultual Rlics new-found cultural

Cultural Relics object.Bureau

Zhejiang To check theProvincial EP implementation of

Bureau EnvironmentalJiangxi Management Plan

Provincial EP To review Environment Insure to match the related laws,

Operation Bureau monitoring Plan and regulations and standards;period Hunan Provincial Environment monitoring Protect ecosystem environment along

Period EP Bureau Report the line;Municipal And To execute drainage Protect the public health and safety.

County standardEnvironment To check vehicle of

Protection carriage of dangerousBureau goods I

as) ; A g V iit It 348THE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


6.3 Environment Monitoring Plan

1) Objectives

Environment monitoring is a tool to evaluate whether the environment protectionmeasures are effective or not. The environment monitoring at construction andoperation stages can guarantee an effective implementation of EP measures listed inEP Evaluation Report of the Project. Environment monitoring plan includes followingfour objectives:

* confirm invalid or unreasonable EP measures at a early time;

* if necessary, have a meeting to modify EP measures, so as to have it comply withthe objective of environment monitoring plan;

* Provide work program for EP and monitoring plan;

* Determine the scope of environment monitoring items ( construction andoperation, short date, long-term, evaluation parameter, evaluation type, andevaluation frequency).

The overall guiding ideology for environment monitoring schedule of Zhejiang -Jiangxi Railway: at all execution stages of the project, the monitoring should becarried out as per expected influence, and the monitoring should concentrate insensitive areas.

2) Monitoring parameters at construction and operation periods

The environment monitoring at construction and operation periods of the Projectconsists of water environment, atmospheric environment, noise, expropriation andemigration, solid waste, electromagnetic radiation and other environment influenceraised by the railway. The monitor and control should include all direct/indirectinfluence at construction period and operation period.

Following environmental problems specified in EP evaluation should be intensivelymonitored and controlled: expropriation, removing and re-placement, soil and waterloss, noise, dust emission, water quality of rivers, river deposit, solid waste andelectromagnetic radiation.

These problems may be reduced or eliminated through EP measures and environment

66) WiIA -_ M W it i 349® TIIE SECOND RAILWAYS SURVEY & DESIGN INSTITUTE


monitoring procedures. The environment monitoring plan to be developed atconstruction and operation stage are given in Table 6.3-1, and following wordssummary the key points of this plan.

tS) M A g -- Atu iR it R 350®k THIE SECONI RAILWAYS SURVEY h DESIGN INSTITUTE


Table 6.3-1 Environment Monitoring Schedule

Monitoring Phases Monitoring Test Monitoring Monitoring Actuator Responsible SupervisionElements points parameters methods frequency organizations organizations

Institute of

Living introduction Ministry of Expropriation,

Expropriation, ~~~~~~~standard, Uization Railways, local Removing andExpropriation, . Areas along the compensation Have a spot Utilization govemment Re-placementremoving and Construction line for visit and check Semiannually / of Foreign and Department ofre-placement expropriation Capital, environmental Ministry of

and removing Southwest department Railways

University

lr All destructed, X~ _.areas along the Environment

Soil erosion 3 railway, Daily protectionespecially Site inspection supervision departments of City, districtsharp slopes Soil and water railway and county

_. Pd and borrow pits loss durng .Construction administration environment

5z up & spoil construction unt in shanghai, bureaus*:. R grounds that Quarterly Nanchang and

soil and water Guangzhouloss may occur

THE SECON S & D NSIt R 351® THE SECOND SURVER &: DESIGN INSTITUTE OlF RAILWAYS35


Monitoring Phases Monitoring Test Monitoring Monitoring Standards Actuator Responsible SupervisionElements points parameters methods frequency organizations organizations

Railway Degree of Environmentsubgrade vegetation protection Environmentalstrengthening cover of water departments of Protection

Operation and greening & soil Regular site Semiannually/ Operation railway Bureau inareas, conservation, inspection units administration municipality,especially and in shanghai, district andborrow pits & engineering Nanchang and countyspoil grounds stability Guangzhou

F)D Entrusted bySite_ visit, supervisio GB3096-93 Construction Environment

9- schools,67Site visit, sup" Standard Unit, each protection Environmentali E 9 residentals E t tfTechnical Railway departments of ProtectionEquivalent to Specification Environmenta Bureau railway Bureau in

0 areas sound level A For I Noise Of (branch) administration municipality,: Environrnental Monthly environment in shanghai, district and.o Monitoring" Mrban monitoring Nanchang and countyMonitoring" ~Areas

Environmental station will Guangzhounoise carry out it

EnvironimentSite visit, iBt 6-3 Eahprotection Environmental

tt Technical Quarterly " Standard Railway departments of Protection9 shoos, 7 Euivlet t Spcifcaton after Of Bureau railway Bureau in

Opertion residential sound level A For oprto, Evrnet Bac) administration municipality,areasEniom ta and annually 1 Noise Of Environmentin sagi,dsic ad

Monitoring" later on Urban Monitoring Nncngad outMonitoring ~Areas " Station Nancangho and __county _

. ~~~Guangzhou

W TIIE SECOND SLRVER & DESIGN INSTITUTE OF RAILWAYS 352



0D Entrusted by

= r <. Daily Construction EnvironmentConstuction psupervision Unit, each protection Environmental

. o All dust,cof Railway departments of Protection

Air quality construction of vehicle and Site inspection Bureau aiway Bureau ina - points aogte (branch) administration municipality,C) ~ aon teconstruction

. railway line chneries Environment in shanghai, district ando machineries Quarterly Monitoring Nanchang and county

Station will Guangzhoucarry it out

Entrusted byConstruction Environment

5 super bridges, " Technical GB8978-96 Unit, each protection Environmental15 major ec" Standard Railway departments of Protection

Water bridges PH, oil, COD, Specification for Bureau railway Bureau in

environment Construction construction SSa BOD5 For Quarterly Comprehensi (branch) administration municipality,

camps and Monitoring" ve Sewage Environment in shanghai, district andrivers Discharge Monitoring Nanchang and county

Station will Guangzhoucarry it out

id ; = a - it R353THE SECOND SERVER & DESIGN INSTITUTE OF RAILWAYS 353

EA Report onl Reconlstructed Zhejianlg-Jfiangxi Railway Electrification Speedup Renlovation Project


EachRailwayBureau Eniom t

GB8978-96 (branch) EnvrotcinmentomenaTechnical " tndr takes poeto niomnaEach station PH, COD, SS, Specification for nardresponsibilitideatnsofPtcinOpertion Eac staionBOD,, and For Quarterly C hr es, and railway Bureau inOperation and section petroleum etc. Environmnental Cmrhni Evrnetamnsrto uiiaiy

Monitoring" ye Sewage Monitrng i shanghai, district andDischarge Saitonsing Nanchang and county

be entrusted Guangzhouto carry it

_____________ ~~~~~~~~~~~~~~~~~~out.(~~~~~~~~ ~~~~~~~~ ~~~Line Environment

inspection protection EnvironmentalS. ;t ~~~~~~~~~~~~~~~~~~~~~departments of Protection

Solid waste g osrcin GraeSite inspection /Construction ralyBueu nB - camp treatment Monthly untadministration municipality,

imit ~~in shanghai, district andNanchang and county

______________ ~~~~~~~~~~~~~GuangzhouEnvironment

Once Objective TO be protection Enviromnmental

Electromagnet r~~ecstiepos f TV supervision evaluation of decided, to departmnents of ProtectionElecromgne Opeatin rceptrs f sgnalto-ois Sit inpecion after normal acceptance be entrusted railway Bureau in

ic radiation Oeain electromagnetic sigatio-nie St npcin operation (if visibility of by administration municipality,field rtoany color TV construction in shanghai, district and

abnormal) signals unit Nanchang and county___________________________________________ ____________ G uangzhou~~~~I G u an zh ou

THlE SECOND SURVERS & DESIGN INSTITTE OF RAILWAYS 354


* Land acquisition and emigration

Prior to the construction, it is necessary to expropriate the land s for building railway,so the emigrations should be re-placed properly. Through environment monitoring andsupervision, the land acquisition along the line after design can be guaranteed, and thequantity of emigrants should be reduced as possible. When emigrating, assist theemigrants in moving to other places, and provide them with suitable compensation.The people after removing will be trained properly, so that they can find out a new job.Through environment monitoring, the emigrants are under guarantee for propercompensation, and the training plan can be realized effectively. Through environmentmonitoring, it is also guaranteed that the living standard of emigrants is similar with orhigher than the one before the emigration. Finally, it is guaranteed throughenvironment monitoring that the old people, illiterates and farmers can obtain specialtreatment.

* Soil loss

Because most railways under design will cross over steep rock stratum and soft lands,soil and water loss would be the major problem during the construction. The scope ofsoil and water loss may be minimized by taking measures such as bypassing badgeological areas, making slope protection and greening on side slopes to control soiland water loss. In the jobsite, the environmental supervision people shall make surethat the technical measures to reduce the soil and water loss are implemented duringthe construction, and calvous lands are greened temporarily. Such supervision shouldinclude storage and site clearing technique, seeding, planting, sodding, and proper useof fertilizer and water, so as to make sure the vegetation can be restored quickly afterthe completion of construction. Make periodic inspection to soil and water loss withinone year of trial operation stage, and make an inspection every 6 months (or performthe inspection just after a rainstorm).

* Noise

At the construction and operation stages of the Project, noise is always a problem to beresolved. The noise at construction stage includes noises of large sized machineries,large number of transport vehicle and blasting of tunnels. Measures to lower down thenoise during the construction are as follows: the jobsite should be selected so that itis far from the living area; use high noise equipment only at day time; transportvehicle bypass schools, hospitals and residential areas, reduce vehicle driving at nighttime. At construction stage, noise monitoring should be carried out monthly close tosensitive receptors. It shall be guaranteed that the noise level at night complies withGB 12525-90 "Standard of Noise in Construction Field" and GB3096-93 "StandardOf Environmental Noise Of Urban Areas". The noise at operation stage is mainly fromthe operation of train (including noise of wheel track, locomotive whistling etc.). Suchnoise is quite awful in sensitive places (e.g. school and hospital etc) at night. Many

0 it 39 __ =h M iJ it P A® TIEDAODIERKANCHASHEJIYUAN 355


noise prevention measures may be taken, such as install acoustic windows, build upacoustic barrier, and set up green belt etc. at operation stage, perform a monitoringafter completion, and perform monitoring biannually at first 3 year after completion.

* Air quality

At construction stages of the project, the air quality is likely lowered down due to thedust emission and off gas of vehicle and other machineries. The method to control thedust is to periodically water the jobsite surface and cover the trucks with tarps whennecessary. Make sure all transport vehicle and machineries are equipped with off gascontrol devices that comply with the standard. At construction stage, theenvironmental staff in the field shall perform quarterly monitoring to air quality; so asto guarantee all environmental protection measures in the schedule can be fullyimplemented.

* Water quality

At construction stages of the project, water quality is likely decreased due to thedrainage of wastewater and sewage. At construction stage, the main problem is thepollution due to the wastewater from construction camp. Monitoring should beperformed quarterly to check the drainage of wastewater and sewage in theconstruction camp, so as to guarantee the water quality can meet the requirement ofirrigation of agricultural land. It also should be guaranteed that the wastewater fromconstructors' camp could be drained to the acequia only. At operation stage, the majorthreat to water quality is the wastewater from locomotive and the wastewater from thestation. At operation stage, monitoring should be performed annually to check thewater quality, so as to guarantee the water quality complies with GB8978-96 DrainageStandard.

* River deposit

River deposit and change of riverbed may occur at construction stage, includingworking in river and cofferdam construction. Environment protection measuresinclude: prevent riverbank from erosion, set up bridges at proper sites, and reinforceriver banks (including greening). Environment monitoring at construction stageinclude: approve the site for building up bridge, ensure riverbank protection measuresare implemented. Such monitoring should be performed quarterly, sampling of riverwater, to determine the content of suspended solid material in river water.

+ Solid garbage treatment

Monitoring should be monthly made to solid garbage treatment at construction stage,making sure garbage from construction camp is properly collected and stored in a

< TIEO Di E -RA C iS it 356TlIE DAODI ER KAN CH A SH EJ I Y UAN 35


closed container, and periodically transferred to local municipal garbage treatment

plant.

The solid garbage generated at operation stage of the Project includes: domesticgarbage from the station and slag from boiler. Environment monitoring should be

performed monthly, to make sure the domestic garbage is properly collected and theslag form the boiler is recycled for paving road etc. Passenger garbage shall be sent to

local garbage treatment plant.

* Electromagnetic radiation

Monitoring should be made to check electromagnetic interference at operation stage of

the Project, especially the area where electromagnetic protection measures is taken, toconfirm the installation of community antenna and the efficiency of additional antennaheight. Make a monitoring after the project is completed to determine whetherelectromagnetic protection measures are necessary or not. After electromagneticprotection measures are taken and community antenna is installed, make a monitoringto confirm whether the effect of community antenna can meet the requirement or not.

3) Monitoring report procedure

The monitoring results shall be biannually submitted in written to each RailwayBureau (group) ZheGanLine Railway Construction Directorate (or submitted to each

Railway Bureau during operation period). Railway Bureau (group) ZheGanLineRailway Construction Directorate (or submitted to each Railway Bureau during

operation period) will arrange and keep these reports. These reports shall be taken asthe basis for SEPA, Environmental Protection Office of the Ministry of Railways,World Bank to assess the environment protection work of each railway section and the

basis to specify environmental protection measures when necessary.

Monitoring report system is shown as in Block Diagram 5-1 below:

® in z It NM i it R 3TIED AO DI ER KANC H AS H EJ IYU AN 357


SEPA EPO of MOR World Banl

I Foreign Capital Center of MOR|I

IRailway Bureau ( group ) Zhe-gan Railway

Provincial EP .Construction Headquarter (construction time)Bureau Railway Bureau ( group ) ( running time )

EP Bureau of cit, county and Branch Bureaus, stations and sectiontowns,% ip managements (running time)

Environmental supervisionand control units

6.4 Personnel training

1) Training of additional full-time and spare-time environmental staff duringconstruction

The Proprietor is to commission qualified units to carry out the training of full-timeand part-time personnel in charge of environmental protection in the construction andsupervision units of the project. It is recommended that, after the Project determinesthe construction unit and supervision company, Shanghai, Nanchang and GuangzhouRailway Bureaus will hold a environmental training seminar for the construction ofZhe-Gan electric railway within their own contractual section, which will cost RMB150,000 Yuan in total.

The subjects of the trainings are the responsible personnel for project technologies andadministrative staff in the construction and supervision units.

Lectures will include:

- Laws, documents and requirements of environmental protection and water and soil

conservation in project construction by the State, Ministry of Railways, Zhejiang

Province, Jiangxi Province and Hunan Province

) La m = - sh 9 it i+ TI ED AO DI ER KANC H ASH EJ I YUAN 358


* The environmental protection measures put forward in the design and environmental

protection requirements during the construction period

* Guide to environmental protection of the project during the construction period.

The training course will invite experts from supervision units and the responsiblepersonnel for environmental protection design from the Environmental ProtectionOffices of Ministry of Railways, Bureaus of Environmental Protection of ZhejiangProvince, Jiangxi Province and Hunan Province.

2) Training program for newly added environmental protection staff duringthe operation period

Training programs for newly added environmental protection staff during the

operation period shall be carried out by environmental protection departments ofrailway bureaus. Experts from colleges, scientific research institutes and operationunits will be invited to give lectures or short-term training programs. The expensefor the training is estimated as RMB 100,000 Yuan in total.

(A) K iN X - lb iQ it wT I ED AOD IE R K AN C HAS H EJ IYU AN 359


7. Public participation

7.1 Overview

Public participation in the project shall inquire about the opinions and wants of thepeople in all circles along the line in the aspects of impacts the project will have on thesocial and natural environment in places along the line. During the environmentassessment, 2 rounds of public consultations have been performed. The first round ofpublic consultation was performed in April 2002 during the preparation ofenvironment assessment program and the second was performed in May to June 2002and in September 2003 during the preparation of environment assessment report.Various kinds of public consultation methods were adopted, including public meeting,questionnaire, individual visit and group discussion. A total of 2580 personnelparticipated in the public consultation, including those directly affected by the Project,the related government organizations and non-goveornment organizations andenvironment experts. The affected local residents, local officials of the villages andtowns and school teachers also participated in the public meeting. A total of 1986masses accepted visit and 476 of them completed the questionnaire.

The geographic area of the public participation covers the place directly influenced bythe project, including Hangzhou, Zhuji, Yiwu, Jinhua, Longyou, Quzhou, Jiangshan,Yushan, Shangrao, Yiyang, Yingtan, Dongxiang, Nanchang, Zhangshu, Xinyu, Yichun,Pingxiang and Zhuzhou etc. Because the existing line covers several schools, hospitalsand residential areas, the public participation will focus on the survey of ordinaryresidents, farmers, teachers and medical staff in hospital of the cities and towns alongthe line.

The contents of the public participation will mainly be the understanding of the project,information sources, attitudes towards the project, suggestions and advices, livingconditions of the survey targets, view towards the impacts on the local economy fromconstructing and operating the project and the major environmental problems after therailway construction.

7.2 Composition of Public Participation

The 476 efficient Public Comments Questionnaire were completed by personnel ofdifferent ages, sexes, nationalities, occupations and titles. See table 8.2-1 for the detailcomposition. Some of the questionnaire were not completely filled mainly becausesome of the questioned problems were not related to them. For example, the townsmandid not answer the disposition of the requisition of land and in some of thequestionnaire, multi-choices occurred mainly because the informant paid attention tosome problems at different period of times. For example, the railway noise is the mainimpact on the informant, they paid much attention to the locomotive blow and rail

Vk i -m fl X - il- R 360TIlE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


noises at daytime and rail noise when the train is running at night.

Table 7.2-1 Composition of Public Participation

Classificatio Farmer Worker Cadre Teacher Others Totaln

Number of 198 87 49 95 47 476staff

Percentage 41.6 18.3 10.3 20.0 9.9 100.0(% ) I_ _ _ _ _ _ _ _ _ _ _ _ _ _

Classificatio elementary Junior Senior Technical Junior Othern school school school secondary college/ s Total

school universityNumber of 163 79 67 106 44/2 15 476

staffPercentage 34.2 16.6 14.1 22.3 9.2/0.4 3.2 100.0

Since the questionnaire was distributed at random, it can be seen from table 8.2-1 thatthe proportion distribution of the informant occupation and education showsun-uniformity, however it involves greater percentage and have wider representative.In the informant, the farmer, worker and school teacher are the main occupations,occupying respectively 41.6%, 18.3% and 20.0% of the informant. The informanteducational level is mainly the elementary school and the technical secondary school,occupying respectively 34.2% and 22.3% of the informant and covering each levels fromelementary school and university. The informants are mainly the residents from theregional areas effected by the ZheGanLine Railway Electrification Project. Therefore,the questionnaire fully shows the active participation and close attention to thepopulation movement due to ZheGanLine Railway Electrification Project and of theenvironment problem and environment impact assessment.

7.3 Public opinion

The implementation of the ZheGanLine Railway Electrification Speedup RenovationProject will improve the transportation condition and investment environment of theprovinces, regions, cities and counties along the railway, and will meet the regionaldevelopment requirement. At the same time, it will directly impact on the localeconomy, environment and resident living conditions. It will bring advantageousimpact and adverse impact.

A2, it$ = tu a fa it 1R 361O D THiE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


Table 7.3-1 Investigation Statistics of Public Participation in the ZheGanLine RailwayElectrification Speedup Renovation Project

No. Contents Opinions Number Percentage

For 440 92.4%

View towards Against 8 1.7%

ZheGanLine RailwayLine Electrification Neutral 10 2.1%

Project

Pay no attention to the 18 3.8%

issue

Full Understanding 78 16.4%

Understanding of Partial Understanding 357 75.0%

2 ZheGanLine Railway

Line Elect rfication Little Understanding 24 5.0%


issue

Of great importance 363 76.3%

The importance of the Of some importance 33 6.9%

environmental problem3 in ZheGanLine Railway

Line Electrification No opinion 59 12.4%

Project


issue

Major environmental4 problems caused by Electromagnetic pollution 119 25.0%

ZheGanLine RailwayLine Electrification

Project Surface water pollution 80 16.8%

Noise pollution 251 52.7%

<;itD @'t S g - S#TT OF i PAIA 362W THF. SECOND SURVER k DESIGN INSTITUTFE OF RAII.WAYS



Air pollution 31 6.5%

Use of land anddestruction of vegetation 62 13.0%

Soil and water loss 12 2.5%

Others 9 1.9%

Pay no attention to the 24 5.0%issue

Beneficial 282 59.2%

The degree of influence Harmful 48 10.1%upon the environment by

5 the ZheGanLine RailwayLine Electrification Neutral 119 25.0%

Project


Alleviation of surface 21 4.4%water pollution

Reduction of air pollutant 97 20.4%emission

The main benefits of the Convenience in 343 72.1%6 construction of the transportation

project are:

Other 25 5.3%


7 The impact that the Beneficial 396 83.2%ZheGanLine RailwayLine Electrification

Project will have on the Harmful 8 1.7%local economic

TEEC iO N - &j D N O RI 363THE SECOND SURVER & DESIGN INSTITUTE OF IUILWAYS36



developmentNeutral 46 9.7%


Beneficial 81 17.0%

The impact of Harmful 18 3.8%ZheGanLine Railway

8 Line ElectrificationProject will have on your Neutral 349 73.3%

income


Unbearable 191 40.1%

The impact that the Slight 59 12.4%railway noise from the

9 ZheGanLine RailwayLine will have on your Normal 202 42.4%

life


Locomotive whistle 337 8%

Wheel noise of 373 78.4%locomotive

Broadcasting in train 29 6.1%Which kind of railway station

10 noise influences youmost Operation of 1 0.2%

regimentation group

Other 16 3.4%


THE SECOND SURVR _ D N MS E OF I S 364® THE SECOND SUVEra a DESIGN INSTITUTE or RAILWAYS



Protective screen of noise 100 21.0%

Noise protective window 91 19.1%

Move 99 20.8%

Which measure do youthink should be taken to Greening 76 16.0%

control the railwaynoise?

Improving designs 106 22.3%

Other 20 4.2%


Great 81 17.0%

The impact that the Slight 99 20.8%ZheGanLine Railway

12 Line ElectrificationProject will have on the Ordinary 117 24.6%use of agricultural land


Financial compensation 246 51.7%

Job solution 54 11.3%

13 View of land acquisitionOther 12 2.5%


14 Opinion on resettlement Active cooperation 182 38.2%

6lA+ iA- m - m 3V Q itt R 365THE SECOND SERVER & DESIGN INSTITUTE OF RAILWAYS


No. Contents Opinions Number Percentageand building Demand for betterdemolishing conditions 123 25.8%

Compensation in square 100 21.0%footage

Other 21 4.4%


The opinions of the local residents and units towards the implementation ofelectrification project are varied. The conclusion of the investigation is as follows:

1) Since the new concept of construction of road to become rich after reform andopening up has been accepted by the people, the 91.4% of the informantexpressed that they know the matter, the 83.2% of the informant believed that theconstruction of the railway project will push the development of the localeconomy, and the 96.9% of the informant believed that the project will improvetransportation environment along the railway and the air environment. Theybelieve this is a real thing to benefit the society and the people, therefore, the92.4% of the informant supported the construction of the project. Even theresidents who live near the railway station expressed high attention andunderstanding although the train blowing will greatly impact on their daily life.They believe that the national project shall be supported. All these shows that theproject meet the requirement and desirability of the great masses of the people.

2) The 76.3% of the informant believed that the environment problem of the projectconstruction is the most important and the 59.2% of the informant believed thatthe construction of the project will bring advantageous impact on the environment,which shows that the public paid much attention to the environment problemassociated with the project construction and the public environment consciousnessis improving.

3) In the investigation of the main environment problems caused by this projectconstruction, the 52.7% of the informant most of whom live near railway, railwaystation or other vicinity areas believed that railway noise pollution will be themost serious problem. The 25.0% of the informant who live both sides of therailway believed that electromagnetic pollution is also important. There are 16.8%of the informant who believed that the surface water pollution is important. Mostof them live near railway drainage channels. 13.0% of the informant expressedtheir concern to the land occupation and vegetation damage. The 6.5% and 2.5%of the informant concerned the environment problems such as air pollution, soil

® THESECON i SV & S NS iE O t RL 366THE SECOND SURVER hDESIGN INSTITUTE OF RAILWAYS


and water loss.

In the special investigation of the railway noise, the 70.8% and 78.4% of theinformants who are living on both sides of the railway believed that thelocomotive blowing and rail noise when train is running is a great impact. Theysuffered the noise at daytime and at night. At daytime, people is sensitive tolocomotive blowing due to interference of traffic noise and social noise around,while at night, people is sensitive to rail noise generated through running of trainas the noise around is low. Only 6.1% of the informant who are living around thestation believed that the broadcasting in railway station is a great impact.

In the investigation of the impact of railway noise on the resident life, 40.1% ofthe informant believed that the noise is too great to bear, 42.4% of the informantbelieved that the noise is common noise and 12.4% of the informant believed thatthe noise is slight. This is because ZheGanLine Railway is an existing railwaywhich has a history of one hundred years. The affected population along therailway already accommodated to the railway noise. Therefore, more than half ofthe population can accept the noise and are willing to accommodate the changesof acoustic environment. Those who can not bear the noise are residents whomoved near railway in recent years and those who are valetudinarianism and oldfolks.

As for rectification measure of railway noise, the public put forward manyproposals. The rectification proposals of acoustic shielding, acoustic isolationwindow, optimized design proposal, removing and tree planting accountedrespectively for 21.0%, 19.1%, 22.3%, 20.8% and 16.0%. As the rectificationmeasure of railway noise is of much specialty, the public understand less and islack of the related knowledge and information. From the questionnaire, the publicshowed much attention and wishes to the noise rectification.

4) In the investigation if the construction of ZheGanLine Railway electrificationproject is facilitate improvement of economic income, 17.0% of the informantbelieved that the project will be favorable, 73.3% believed that the project will becommon and 3.8% believed that the project will not be favorable. ZheGanLineRailway electrification project will adopt allocation and compensation measure,and the railway operation also will provide work opportunities to the localresidents, which will basically maintain the living standard of the local residents.Therefore, most of the informant believed that the ZheGanLine Railwayelectrification project will be favorable to their income. Only few informantbelieved that the project will not be favorable .

5) In the area of the impact on the agricultural land occupied by the construction ofZheGanLine Railway electrification project, 20.8% of the informant believed thatthe impact is slight, 24.6% of the informant believed that the impact is commonand 17.0% of the formant believed that the impact is great. This is because that

TIlE EiC ON = A DI iN IL.AY.S 367W TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAY.S36


the farmers have changed their concept to become rich only relying onagricultural activity, and because the railway project will occupy less land and theimpact on agriculture is less as it is a linear project. In area of disposition of landoccupation, 51.7% of the informant believed that reasonable compensation shallbe provided, 11.3% of the formant wished to obtain employment and 2.5% of theinformant believed that compensation can be solved through other method. Mostof the informant whished to get reasonable economical compensation for the landrequisition, which is related to the present market economy environment andeconomic awareness of the farmers. Most of the farmers who participated in theinvestigation broke away the old concept to become a worker throughemployment and put forward the idea to get economic compensation. In the areaof removing and allocation, 38.2% of the informant wished to provide cooperationof the removing work by the associated departments, 25.8% of the informantwished to be allocated nearly and the conditions improved. There are also 21.0%of the informant who wished their houses to be rebuilt and 4.4% of the informantdid not agree the removing or put forward other requirements mainly becausethese informant did not trust in the removing and allocation policy andcompensation implementation process, and concerned their own interest.

6) There are many schools, hospitals and resident uptown along the existingZheGanLine railway. The opinions from the schools, hospitals and individuals areas follows:

(1) The main environment problems caused by railway are noise impact andsafety.

(2) In mitigation measures to be adopted, most of the informant are willing toadopt measures such as acoustic shielding, acoustic isolation window, treeplanting and etc to mitigate the impact.

(3) Most of the informant believed that the city construction and plan shall becombined with railway construction, especially the plan and construction ofschools. The noise impact is one thing to be considered and the safety isanother to be considered.

7.4 Opinions from local governments and experts

From the feasibility research stage, the Ministry of Railways and Survey and DesignInstitute have been negotiating with the local governments. In the designing stage, theengineering institute and local governments agreed upon electricity supply, watersupply and water drainage. Local governments sent staff to attend the forum of theproject feasibility research. The environmental protection bureaus from localgovernments (national, provincial and regional and municipal) invited experts toattend the audit of the environmental impact assessment and made comments on the

Vk in M - & m Q it R 368W TIIE SECOND SURVER & DESIGN INSTITUTE oF RIULWAYS36


assessment content, depth and implementation standard. Environmental protection

bureaus from local governments (national, provincial and regional and municipal)

invited experts to attend the pre-audit of the report on the environmental impact

assessment and made comments on the report.

7.5 Summary

ZheGanLine Railway Electrification Project is supported by the majority of the public

and the environmental problems are given a great deal of attention from the public,

especially problems like railway noise. Some of the interviewees hold reservations or

negative opinions towards the project construction, for building demolishing,

resettlement and personal income.

7.6 Feedback and practice of public participation information

Allocation groups have been set up in each railway administration bureau, which

conducted field investigation along the railway on land requisition and removing and

prepared allocation action plan according to national and local government policy and

actual situations.

In consideration of strong reaction of the railway noise and much attention to the

safety by the public, the assessment organization discussed the above comments and

fed back to the engineering design. In the design, noised mitigation measures such as

optimized line proposal, installation of acoustic isolation window and construction of

acoustic shielding will be adopted in more than 60 locations such as resident areas and

schools where the noise will exceed the standard. At the same time, isolation fence

shall be set up at the sections where the train speed will be up to 140Km/h. After a

period of operation time, seamless long rail will be used to mitigate noise.

In order to mitigate the isolation impact on some villages and towns, a total of 493

channels and 298 over bridges were designed, with average one channel/650m. This

is also the farthest distance to come across the railway in theory. If calculated in

villages, there are 3.4 channels/village. The height of the channel considered the

passing requirement of various agricultural machines in the future.

7.7 Information Disclosure

According to the environment impact assessment process requirement of China and

the World Bank, the Environment Impact Assessment Program, Environmental

Management Plan and part of public consultation records were issued at public

locations such as libraries and villages to facilitate reference of the people. In addition,

the project information and feasibility report was published on the newspapers,

+ iag -- m m I it k 369THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


broadcasting and TV of the three provinces along the railway and Xinhua Network,China Transportation Network ( all are network stations covering the whole country),Foreign Capital Center of MOR, Second Railways Survey & Design Institute andWorld Bank (China) Network Station. See tables 7.7-1 and 7.7-2 for publicconsultation and Information Disclosure. The final environment assessment report bythe environment assessment group will be issued once the report is completed.

Table 7.7-1 Public Consultation

Content Investigator, Time Location Bank policy

Railway academy ofsciences, Second Resident homes,

Environmet .Survey and Design offices of villagesEnvironment Institute of China and towns, schoolprogram, group Railways(project April-May 2002 offices, OP4.01

individual visit group), residents, , administrationiual ve.ist school teacher, organization

doctors, nurses and offices along thein hospitals and railway_government staffRailway academy of

Environment sciences, Second Resident homes,report first draft, Survey and Design offices of villagespublic meeting, Institute of China and towns, schoolspecial visit and Railways(project June-July 2002 offices, OP4.01group group), residents, , administrationdiscussion, field school teacher, organizationinvestigation and doctors, nurses and offices along thequestionnaire in hospitals and railway

government staffRailway academy of

Environment sciences, Second Resident homes,report revised Survey and Design offices of villagesdraft, public Institute of China and towns, schoolmeeting, special Railways(project September-October, offices, OP4.01visit and group group), residents, 2002 administrationdiscussion, field school teacher, organizationinvestigation and doctors, nurses and offices along thequestionnaire in hospitals and railway

I government staff I

® TIfF SECOND S = D I iE 01 R 370W TIIE SIECOND SURVER & DESIGN INSTITLUTE or RAILWAYS


Table 7.7-2 Information Disclosure

Time Location Issuance contentStation Report "ZheGanLine Railway

March 12, 2002 Jiangxi Provincial Broadcasting Station Electrificatonenoaio, ~~~~~~~~~~~~~Electrification Renovation "

March 14, 2002 Zhuzhou City Broadcasting Station "Report "ZheGanLine RailwayElectrification Renovation"

March 15, 2002 Zhejiang Provincial Broadcasting Report "ZheGanLine RailwayMarch 15, 2002 Station Electrification Renovation"

Jiangnan Urban Daily (a comprehensive Report "Railway Authority is toJlagnn Uba Daly(a omrehnsveinvest 9,000,000,000 RMB to

March 9, 2003 daily which has the most influence in Elect Renovation toJinx,rvne Electrification Renovation ofl Jiangxi Province) ZheGanLine Railway"

Rednet (a comprehensive network Report "Railway Authority is toMarch 10 2003 station of Hunan Provincial Party invest 9,000,000,000 RMB to

March1, 2 Committee and Govemment) Electrification Renovation of(http://www.rednet.com.cn) ZheGanLine Railway"

Information Daly (a comprehensive Report "Near 10,000,000,000 RMBAugust 28, daily for information in Jiangxi is to invest to ZheGanLine Railway,

2003 P 6 hours from Nanchang toProvince) Hangzhou"

Report "Near 10,000,000,000 RMBAugust 29, Jxnews (sponsored by Jiangxi Daily) is to invest to ZheGanLine Railway,

2003 (http://wwwjxnews.com.cn/) 6 hours from Nanchang toHangzhou"Report " ZheGanLine Railway

August 28, (http://wwwajxcn cn) Electrification Speedup

2003 (http://www.jxcn.cn) Renovation"Report " ZheGanLine Railway

August 28, Xinhuanet Jiangxi Channel Network Electrification Speedup Renovation,2003 (http://wwwjx.xinhuanet.com) 1 kilometer/i minute is to

speedup"

August 28, Xinhuanet Shanghai Channel Network Report " ZheGanLine Railway2003 Station Electrification Speedup

(http://www.sh.xinhuanet.com) Renovation "

Chin Transportation Broadcasting Report "ZheGanLine Railway beginChina Transportation Broadcasting Electrification Speedup

Sept. 10, 2003 Network Station(http://www.eroute.com.cn/) Renovation "

lChangsha Evenig Paper (a Report on Changsha Evening Paper

Sept. 10 2003 comprehensive daily which has the most A7 "ZheGanLine Railway BeginSept.1, 2 influence in Hunan Province) Implementation of Electrification

Speedup Renovation"

Csonline(a network station of Changsha Report "ZheGanLine RailwayCsnlnea etor satonofChngha Begin Implementation of

Sept. 10, 2003 Evening Paper) EectifIcation rpeedup

, ~ ~~(tt:coln.crcn Electrification Speedup(http: //csonline.com. cn) Renovation"

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Libraries in Quzhou, Jinhua and ZhujiCities in Zhejiang Province, Nanchang,

January, 2004 Shangrao, Yingtan, Xinyu, Yichun and Environment Assessment AbstractPingxiang Cities in Jiangxi Province,and Zhuzhou City in Hunan ProvinceReference libraries of Shanghai Railway Environment Assessment Abstract,

January, 2004 Bureau, Nanchang Railway Bureau, Administration EnvironmentJanuary, 20 Guangzhou Railway Group ZheGanLine Program and Environment

Railway Construction Directorate Assessment Report

January, 2004 Network Station of Second Survey and Environment Assessment BriefDesign Institute of China Railways Introduction

January, 2004 Network Station of World Bank (China) Environment Assessment Brief

"ZheGanLine Railway Begin

February I, Implementation of Electrificationury, Jiangxi Daily Speedup Renovation" and

Information Proclamation ofEnvironment Protection"ZheGanLine Railway Begin

February I, Implementation of Electrificationry , Hunan Daily Speedup Renovation" and

Information Proclamation ofEnvironment Protection"ZheGanLine Railway BeginImplementation of Electrification

February 1, Zhejiang Daily Speedup Renovation" and

2004 Information Proclamation of

Environment Protection

6 t~ ia z - b VIE Vt Tt rx 372TIIE SECOND SURVER & DESIGN [NSTITUTE OF RAIITWAYS


8. Conclusion

8.1 Rationality of Line Selection

ZheGanLine Railway is one of the national trunk railways. The ZheGanLine Railwayis the most important, westward running artery that runs east-to-west south of theYangtze River. The line is an important component of the multidirectional frameworksystem that extends in all directions inside China and is an important link in the mainartery. The line is also an important component in the express passenger transportsystem of China of the linked railway lines.

The Project is the existing railway renovation work. During the line selection, inaccordance with the Project technical standard, considerations have been taken in thefollowing aspects: the first is to protect scenery spots, natural protection area and theimportant human landscapes and Cultural Property historic site; the second is toprotect environment long the line, to mitigate damage of vegetation so to prevent soiland water loss and meet the requirement of flood discharging; the third is to becompatible with the plans of provinces, cities and towns along the railway so toprevent the division of the existing towns; the fourth is the running of the railway willbasically go along the existing railway considering the present impact on the towns.In the sections of Zhuji City, Quzhou City, Longyou County, Dongxiang County, LuxiCounty and Liling City, new railway shall be constructed to clear the cities. On bothsides of the Project, the human development is busy. In addition, since the long periodoperation of the existing railway, there is no natural protection area, scenery spot andsensitive zoology area such as wild animal and plant habitat. The present selection willcause less damage to the natural environment and less interference to towns. Theeconomic rule will be obvious, meet the general plans of the towns and meet theunified principle of Social Benefit, Economic Benefit and Environment Benefit.Therefore, the line selection is rational.

8.2 Assessment Conclusion of Present Environment Status

*> Evaluation range of the Project is the artificial ecological system with humanactivity as center and agricultural production as basis. Regional developmenthas a long history and wide range. Land use rate is relatively high, andindustrial and agricultural production and traffic are relatively developed. Thevegetation coverage is fairly good, but natural vegetation and heavy wildlifeare relatively rare. Existing animals and plants are mainly maintained anddeveloped to meet the human beings' requirements, so the biodiversity isrelatively simplex. The ecological system within the evaluation range hasrelative stability and functional completeness and is able to maintain anddevelop stably because of human beings' effective management and energysupply, so the system has certain anti-interference capability.

AIAM W fl g = Mv i Q Tt 1t 373® THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


* The Project acoustic environment is greatly impacted by the existingZheGanLine Railway and highway along the railway and social life. Within60m on both sides of the existing railway, the standard exceeding phenomenonwill occur due to locomotive blowing and train running noises. Beyond 60mand the areas near new constructed railway, it is impacted by highway andhuman activity. The acoustic environment quality in common areas is good.

* The rivers such as Puyangjiang River, Jinhuajiang River, Qujiang River,Xinjiang River, Ganjiang River, Yuanshui River, Lushui River and XiangjiangRiver and their branches that the Project will pass by are seasonal rivers andthe annual water flow change greatly. According to the perennial monitoringdata of the environment authorities along the railway, the sewage dischargingvolume is great due to rapid economic development. In addition, due tolimitation of the river flow and self purification capacity, the water quality ofeach river is polluted by industrial pollution sources and domestic wastewaterof the local residents.

* The air environment quality in the regions and cities along the railway basicallymeet the Class II standard in environment air quality standard except less cities.The main pollutants are TSP, S02, NOx.

* Cultural Property historic site: according to field investigation and the data thatthe Cultural Property authorities already have, at the location of the existingrailway K228+000-K232+000, the railway will pass Shitatou Han DynastyMausoleum near Donghuashan in Longyou County, Quzhou City, ZhejiangProvince, which is a county level Cultural Property protection organization.

8.3 Assessment Conclusion of Environment Impact


The main potential environment impact and the corresponding mitigation measures areas follows:

* During railway construction, soil and water loss may occur due to damage toand interference of the original surface vegetation and soil. The soil erosionareas including deep excavation and high backfill section, borrow yard, spoilyard, temporary construction yard, special geological section and other surfacesoil interference section. According to model calculation result, the soil loss ofthe entire project during construction phase will be near 595 X 104t, more thanthe existing intensity of soil erosion. During the initial several years ofoperation, soil erosion phenomenon still will occur as the vegetation has notbeen completely restored.

% in K X, _ V ic R.itt 1 374® THE SECOND SURVER & DESIGN INSTITUTE (IF RAILWAYS


+ The noises during construction phase are mainly from construction equipment.The predictive result of noise additive effects attenuation model indicates, thenational standard can be met beyond 60m at daytime and 120m at night.

Therefore, within 60m at daytime and 120m at night, it will cause obviousimpact on the resident life.

* 5 outsize bridges and 15 large bridges across the river will be constructed in the

Project. The construction of these bridges will impact on the surface water

quality. The impacting method is the oil may leak into the river, theconstruction under water will cause silt to be suspended, the loss of abandonedconstruction waste or construction material, construction clay mortar anddomestic wastewater near construction site. If not managed well, these

activities will cause surface water in construction site and near constructioncamp site to be polluted. These pollution will impact the a certain length ofdownstream of the bridges for a period of time after completion of the

construction.

* The main air pollution in construction phase is construction dust. Theconstruction dust is mainly from uncompleted road foundation, laydown areasand transportation road. There are many reasons that cause the dust, includingweather conditions (mainly wind direction, wind speed, air humidity) and

construction activity. The impacting scope can extend 1 50-200m from the

construction site and both sides of the road.

* Health risk and the transient population during construction phase: theincrease of transient population will bring risk of contagion to the project area.

The unhealthy habit of the construction staff may infect hepatitis and AIDS tothe local residents or other construction staff.

* Safety problem is mainly the damage to the residents living along the railway,particularly the children who has no safety consciousness, as the there is no

isolation facility for the construction site due to linear railway construction.The shoot off stones during blow up construction and the explosion itself arepotential safety hidden trouble to the residents living near the constructionsites.

* The impact of land acquisition and removing activity during constructionperiod on environment is permanent impact and the others are temporaryimpact.

2) Main Impact on Environment during Operation Period

* Impact on ecological environment

a6) W in M = 4j it ;+R 375® THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


The line selection of ZheGanLine Railway was strictly compared. The railway will gobasically along the existing line. As the human development along the railway isfrequently and the long term operation of the existing railway, there are no naturalprotection areas, scenery spot and sensitive ecoregion such as inhabit for valuable andrare animals and plant within construction scope.

There are no valuable and rare plants and famous trees protected by the governmentwithin the Project scope. There are man planted trees in the areas that the railway willpass by, which will be cut off and removed 1130.6 thousand with implementation ofthe project, most of which are man planted tress. Therefore, woodland resource willnot be impacted.

In the 43309.7 acres of land requisition for the Project, of 75% of land requisition arepaddy field and dry land used as project construction, and 10% of land requisition arebadland, 8.0% of land requisition are woodland and economic tree land and 7.0% ofland requisition are others. After implementation of the Project, the railway station,railway foundation and other production organizations will supersede the originalsemi-natural ecosystem with agricultural activity as the main part, which will loss thepart of or all of the original land function, causing certain impact to the localagriculture and aquaculture.

As the landform and physiognomy is flat, the entire project will be mainlyperformed with backfill foundation. The total earthwork is 6404.95 X I 04m3, of whichthe excavation work is 3863.63 X 104m3, backfill 2541.33 X 104m3, excavation used asbackfill 1422.05 X 104m3, taking earthwork 1200.01 X 104m3, purchased earth 135.71X 10 4m3, discharged 2217.61 X 104m3, and channel stone used as backfill material7.53 X I0 4m3. The surface soil shall be excavated in earthwork, the original naturallandform and physiognomy will be damaged, especially during construction phase,great interference will be caused. After excavation, soil and water loss may be easy tooccur in the exposed surface in rainy season, with the soil and water loss strong gradereaching intense.

* Acoustic Impact on Environment

The environment assessment group forecasted the noise level of 113 concentratedresidential areas,39 schools and 5 hospitals along the railway in 2011 (recent operationperiod) and 2016(future operation period). The result shows:

As for 113 concentrated residential areas, at the location 30m away from centerline ofthe railway, the recent equivalent continuous class A acoustic level will be 63.2-71.1dB at daytime and 56.9-70.5dB at night. The future equivalent continuous classA acoustic level will be 63.9'-71.9dB at daytime and 57.5'-71.2dB at night.Compared to the standard GB12525-90, the recent acoustic level at daytime and

® TIlE, SC R & DSN IN Q iT t F R 376MiE SECOND SUKRVER &r DESIGN INSTlI'FTE OF RAII-WAYS


night will exceed standard by 0-1.1 and 0-0.5dB, while the future acoustic level at

daytime and night will exceed standard by 0-1.9 and 0-1.2dB. The reason is the

noise caused by railway operation. For the first row of residential house within 30m,

the recent equivalent continuous class A acoustic level will be 66.2-74.8dB at

daytime and 66.5-72.9dB at night. The future equivalent continuous class A acoustic

level will be 66.9-74.2dB at daytime and 66.2-73.4dB at night. Compared to the

standard GB12525-90, the recent acoustic level at daytime and night will exceed

standard by 0-3.6 and 0-2.9dB, while the future acoustic level at daytime and night

will exceed standard by 0-4.2 and 03.4dB. The reason is the noise caused by

railway operation. In the residential areas within 30-60m scope, the recent equivalent

continuous class A acoustic level will be 58.3-72.1dB at daytime and 54.6-70.3dB

at night. The future equivalent continuous class A acoustic level will be 59.9-72.3dB

at daytime and 55.4-71.2dB at night. Compared to the standard GB3096-93 Class 4,

the recent acoustic level at daytime and night will exceed standard by 0-2.1 and 0-

0.3dB, while the future acoustic level at daytime and night will exceed standard by

0-2.3 and 0-1.2dB. The reason is the noise caused by railway operation, traffic

noise by highway and social noise. In the residential areas beyond 60m, the recent

equivalent continuous class A acoustic level will be 61.4-67.6dB at daytime and

55.4-64.4dB at night. The future equivalent continuous class A acoustic level will be

62.1-67.8dB at daytime and 56.1-65.0dB at night. Compared to the standard

GB3096-93 (with class 2 as standard), the recent acoustic level at daytime and night

will exceed standard by 1.4-7.6 and 5.4'14.4dB, while the future acoustic level at

daytime and night will exceed standard by 2.1-7.8 and 6.1-15.OdB. The reason is

the noise caused by railway operation, traffic noise by highway and social noise.

As for 39 schools and 5 hospitals, the recent equivalent continuous class A acoustic

level will be 57.0-71.3dB at daytime and 55.4-70.6dB at night. The future

equivalent continuous class A acoustic level will be 57.5-71.8dB at daytime and

56.1-71.2dB at night. Compared to the standard GB3096-93 Class 2, the recent

acoustic level at daytime and night will exceed standard by 0- 11.3 and 5.4-20.6dB,

while the future acoustic level at daytime and night will exceed standard by 0-11.8

and 6.1-21.2dB. The reason is the noise caused by railway operation and traffic

noise by highway.

In addition, in sections of Zhuji City, Quzhou City, Longyou County, Dongxiang

County, Luxi County and Liling City that the existing railway will pass by, there are

many noise sensitive receptors. Since the railway will be newly constructed in these

sections, the noise impact after implementation of the Project will disappear.

* Aquatic Environment Impact

In operation period, the sewage sources are mainly locomotive depot, waste water that

a3D ffI it = - V, FR Q t r 377® THE SRCOND SURVER & DESIGN INSTITUTE OF RAILWAYS


contain oil discharged from production sections such as vehicle section and domesticwastewater discharged from each station. The total wastewater will increase to77453m 3/a. Since electric locomotive will be adopted, the pollutants such as CODcr,BOD5, and SS in wastewater discharged from production organizations will bereduced. Since the increase of additional railway staff and passengers, the pollutantssuch as plant and animal oil in wastewater discharged from each station will beincreased. The production wastewater from Shangrao locomotive depot, YingtanLocomotive Depot, Nanchang Locomotive Depot, Xiangtang locomotive depot andJinhua East locomotive turnaround depot, Jinhua West locomotive turnaround depot,Xiangtang West locomotive turnaround depot, Xinyu locomotive turnaround depot,Pingxiang locomotive turnaround depot, Zhuzhou North locomotive turnaround depotand the domestic wastewater discharged from Jinhua Station area, Shangrao Stationarea, Yingtan Station area, Nanchang Station area, Xinyu Station area, PingxiangStation area, Zhuzhou Station area can meet the wastewater discharging requirementafter treatment. As suggested by the assessment group, the new constructed Zhujipassenger station, Zhuji East Station, Yiwu Station, Quzhou passenger station andShangrao Station shall be incorporated into municipal sewage treatment system fordisposition. Taking the above measures, although the wastewater is increased, themain pollutant discharging quantity is reduced. The main pollutant dischargingquantity, reduction quantity and reduction ratio after completion of the Project is asfollows: CODcr will be 1689.77t/a, 56.68t/a, 3.2%; BOD5will be 589.61t/a, 78.18t/a,11.2%; SS will be 762.01t/a, 79.29t/a, 9.4%; Petroleum will be 3.27t/a, 12.64t/a,79.4%.

* Impact on the Air Environment

After implementation of the Project, the existing gas engine locomotive will bereplaced by electric locomotive. Since the change of energy type, the pollutantdischarging quantity will be less than the existing railway, with the smoke reducing tomore than 86.9%, SO2 to more than 70.27%, Nox to more than 86.7% and CO to morethan 80.21%, which will play an advantageous role to the improvement of the airquality along the railway.

* Solid Waste Environment Impact

After implementation of the Project, with the increase of additional railway staff andpassengers, the domestic waste and train waste generated from each station andsection will also increase. The new added waste will be 23738.7t/a, the new addedtrain waste will be 25575 t/a. The train waste will be placed after bagged in Jinhua,Quzhou, Shangrao, Yingtan, Xiangtang, Nanchang, Xinyu, Yichun, Pingxiang andZhouzhou passenger stations. The waste from passenger trains and railway stationsand sections will be transported to the designated locations for disposition aftercollection. Therefore, there will be obvious impact on the environment along therailway.

6A) K iA M - M V t RO 378THE SECOND SURVER & IDESIGN INSTITUTE OF RAILWAYS


* Electromagnetic Environment Impact

After implementation of the Project, a new environment impact, electromagneticpollution will occur. When electric locomotive is running at high speed, electric sparkwill occur when locomotive electric bow isolate transient with catenary, formingelectromagnetic radiation. Its formation has fortuity and randomness, and this highfrequency electromagnetic radiation will impact on the TV receiving with 40m fromrailway (mainly 20m). Through measurement and pre-estimate of 43 channels of 11electromagnetic sensitive receptors, 16 channels that meet the requirement of fieldstrength of television signal and signal-to-noise ratio reduced to 10 channels. Thesignal-to-noise ratio of other channel reduced at different extent.

According to investigation, the towns and villages with 40m from the Project haverealized efficient closed-circuit television signal transfer or optical fiber transfer

through "China Broadcasting and Television Ministry Village Project". Therefore,

electromagnetic pollution after completion of the Project will be minimal.

+ Social Economy Impact

A total of 43309.7 acres of land will be expropriated for the Project, of whichtemporary expropriated land will be 7951.8 acres. The removing houses will be

151.0889X 104m2. Since the large quantity of land acquisition and house removing,the local land resources will be impacted.

The construction of the Project will bring more convenient transportation for the areasalong the railway, will expedite the human flow, material flow and information flow,

and will benefit the circulation of the local industrial and agricultural products to theoutside world. The construction and operation periods of the Project will providemany work opportunity, which will increase income of the residents and the localfarmers along the railway. The convenient transportation will bring many tourists toconsume at the local areas. The improvement of infrastructure conditions will helpattract foreign investment. All of these will help improve local economy and changethe economy status along the railway.

After implementation of the Project, the fully enclosed railway may isolate the villageand the field into 2 sides of the railway. A total of 145 villages and resident areas willbe isolated at different extent. This impact was considered when the Project designwas conducted. A total of 493 channel and 298 over bridges have been designed, withaverage one channel/650m. A total of 3070 culverts and 687 bridges have beendesigned. The impact of the Project on water facilities has been designed to theminimal extent.

According to field investigation and the data that the Cultural Property authorities

TIIE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS


already have, at the location of the existing railway K228+000-K232+000, therailway will pass Shitatou Han Dynasty Mausoleum near Donghuashan in LongyouCounty, Quzhou City, Zhejiang Province, which is a county level Cultural Propertyprotection organization. In addition, Cultural Property historic site may excavated byaccident during railway construction. If rapid and proper measure can not be taken,Cultural Property historic site may be damaged.

The construction of the Project may damage the landscape, mainly form theinterference between the existing natural landscape, railway landscape and landscapeenvironment. The main constructions which will cause environment impact areextreme deep excavation and high backfill sections that will interfere surfacelandscape, large bridges, spoil yard, borrow yard and large buildings that are notcompatible with the around environment.

* Public Participation and Investigation Result

The assessment group conducted 2 rounds of organized public consultation, one wasin preparation of environment assessment program and the other was in preparation ofenvironment assessment report. The affected residents, local government andnon-government organizations were incorporated in the work scope. Efficient methodhas been adopted in the public consultation, including public meeting, questionnaire,individual visit, group discussion and etc. the important information such aspreparation of environment assessment program and environment assessment report,and public consultation plan has been issued locally.

The public gave great support and understanding to the Project. They believed that theProject will play expediting role to the local economy and social development and willfacilitate traveling and work. The most concerned problem by the public is the landoccupation, compensation problem of the removing, community isolation, noisepollution and how to mitigate these impacts.

8.4 Estimated Investment on Environment Protection

VA jA Z = R V .~ R,- r380TllE SECOND SURVER & DESIGN INSTITUTE oF RAILWAYS


Table 8.4-1 Estimated Investment on Environment Protection

Environment Costprotection items Content (ten thousand RemarksYuan)

Translation and Preparation and translation cost

edition cost of of environmental impact 55environmental impact assessment report

assessmentsessen reportTraining of dedicated and parttime environment protection 15staff during construction period.

Staff training Training of additional dedicatedand part time environment 10protection staff during operation

l ____________________ period.

Environment Environment supervision and Estimated in 150

supervision and control during construction 60 thousand

control cost period Yuan/year

Environment Environment measurement Estimated in 350

measurement cost during construction period 175 thousandYuan/year

Preparation andtranslation cost of Preparation and translation costprogram of program implementation for 30

implementation for land requisition andland requisition and emigration allocationemigration allocationMonitoring cost for Monitoring for land requisitionland requisition and and emigration allocation 36emigration allocation anemgtinlocin

Acoustic shielding at 67Noise mitigation locations and acoustic isolation 8057.5

window at 10 locationsProject protection of main

Environment project such as roadbed andprotection and water station, and soil taking and 22785

and soil conservation discharging fields

Water pollution Sewage treatment facility 12120

mitigation

Electromagnetic Preserved one-off compensation 5.7

pollution mitigation cost for radio vision userCultural Property investigation 60 Estimated as in

Cultural Property and survey cost the design

protection Calculated asExcavation cost actual cost

occurredTotal 43409.2

The estimated environment protection cost for the Project is RMB 434.092 million

Yuan and the total project construction cost is RMB 13.94 billion Yuan. The

environment protection cost accounts 3.1% of the total project investment.

aiz I Sg -_ A 3V d tt R381THE SECOND SURVER & DESIGN INSTITUTE OF RAILWAYS

World Bank Financed

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