7环境振动影响评价 - World Bank · Web view2) Transport lines for construction vehicles (especially heavy vehicles) shall evade from the sensitive points of vibration as far

7环境振动影响评价

Environment Impact Report for Newly Built Jilin-Hunchun Rail Line Project

Contents

2487 Assessments to environmental vibration impact

2487.1 General

2487.1.1 Assessment standard

2487.1.2 Analysis to major vibration sources

2497.2 Assessment to present status of Environmental vibration

2497.2.1 Introduction to present status of Environmental vibration

2497.2.2 Measurement of present status of Environmental vibration

2507.2.3 Measurement results and analysis of present environmental vibration

2507.3 Assessment to environmental vibration forecast

2507.3.1 Forecast method

2527.3.2 Forecast specifications

2537.3.3 Forecast outcomes and analysis of environmental vibration

2547.4 Measures and suggestions to prevent vibration pollution

2547.4.1 Urban planning and management measures

2547.4.2 Operation management measures

2547.5 Analysis and measures of vibration environment impact during construction period

2547.5.1 Analysis to the vibration effects of construction machineries

2557.5.2 Analysis to the vibration effects of blast working

2567.5.3 Vibration control measures during the construction period

2597.6 Analysis to the vibration effect caused by construction on cultural relics and historic sites

2597.7 Conclusion

2597.7.1 Present status assessment

2607.7.2 Forecast assessment

2607.7.3 Assessment to vibration during the construction period

2607.7.4 Measures and suggestions to prevent vibration pollution

2488 Assessment to impact on water environment

2488.1 General

2488.1.1 Assessment contents

2488.1.2 Assessment factors


2498.2 Inventory survey and assessment to the surface water environment

2498.2.1 General conditions of water areas along the line

2508.2.2 Present status of water quality of master streams along the line

2528.2.3 Relative position of drinking-water source protected areas in counties and cities along the line and the railway

2548.3 Assessment to impact on water environment during the operation period

2548.3.1 Inventory survey to existing pollution sources

2548.3.2 Conditions of newly increased sewage at all stations along the line

2588.3.3 Predictive analysis to the newly increased pollutants in sewage discharged from stations

2618.3.4 Review and suggestions to the designed sewage disposal program

2648.3.5 Statistics of water pollutant discharge amount along the full line

2668.3.6 Water pollution prevention measures and investment estimate during the operation period

2678.4 Analysis to impact on water environment during the construction period

2688.4.1 Impact of bridge construction on water environment and its prevention measures

2718.4.2 Impact of tunnel construction on water environment and its prevention measures

2778.4.3 Impact of construction camp sewage on environment

2778.4.4 Sewage from washing of construction machineries and vehicles

2788.4.5 Prevention measures and suggestions to water pollution during the construction period

2788.5 Analysis to the impact on protected drinking-water source

2798.5.1 Jilin drinking water protection area

2838.5.2 Jiaohe source water protection area

2858.6 Summary of assessment

2879 Electromagnetic environment impact assessments

2879.1 General

2879.1.1 Scope of assessment

2879.1.2 Content of assessment work


2889.1.4 EMI overview of electrified railway

2899.1.5 Overview of sensitive points

2939.2 Status quo of the electromagnetic environment

2939.2.1 Monitoring of the status quo

2949.2.2 Monitoring results and assessment

2989.3 Electromagnetism environmental influence prediction evaluation

2989.3.1 Electromagnetism pollution source characteristics

3049.3.2 Impact prediction

3059.3.3 Electromagnetic environmental impact assessment

3069.4 Treatment measurement

3069.4.1 Treatment measurement of impact on TV watching

3109.4.2 The traction substation affects the treatment measurements

3109.4.3 GSM-R the radiation protection for the base station

3109.5 Assessment summary

31210. The Atmospheric Environmental Impact Assessment

31210.1 General



31210.1.3 The assessment factors.

31210.1.4 Calculation methods of pollutants

31310.2 Analysis on waste gas emission during operation period

31310.2.1 Analysis on waste gas emission of existing pollutants

31410.2.2 Analysis on newly added atmospheric pollution sources

31510.2.3 Analysis on pollutants changing

31610.2.4 Atmospheric pollution control measures

31610.2.5 Estimation on investment of atmospheric pollution treatment

31710.3 Analysis on atmospheric environmental impact in construction period

31710.3.1 Analysis on waste gas from construction

31710.3.2 Impacts analysis on waste gas from construction

31810.3.3 Measures and suggests for waste gas treatment in construction process

31910.4 Summary

31911. Impact of the solid waste

31911.1 General

31911.2 Impact of solid waste during construction

31911.3 Impact of solid waste during operation

31911.3.1 Cinder from the boiler

32011.3.2 Domestic garbage by the new staff

32111.3.3 Garbage discharged in the passenger train

32211.4 Disposal of solid waste

32311.5 Conclusion and suggestion

32412. Clean production, total amount of pollutant and control

32412.1 Clean production

32512.2 Control on total emission of pollutant

32713 Public involvement

32713.1 General

32713.1.1 Basis of public involvement

32713.1.2 Purpose of public involvement

32713.2 Public involvement in evaluation of environmental impact

32713.2.1 Respondents of the survey

32713.2.2 Method of involvement

33013.2.3 Result of survey among the public

33413.3 Result analysis of the survey

34013.4 Feedback from the public and measures

34213.5 Conclusion and suggestion

34213.5.1 Conclusion

34213.5.2 Suggestion

34414. Social environmental impact analyses

34414.1 Overview of the project’s land acquisition, demolition and resettlement

34414.1.1 Number and class of the project’s land acquisition

34514.1.2 The number and type of demolition

34514.1.3 The principles of land acquisition, demolition and migrate resettlement

34814.1.4 Analysis of the impact on the residents’ quality of life

34914.2 The analysis of impact on social economy

34914.2.1 Is needed for the implementation of regional cooperation in Tumen River

34914.2.2 It is badly needed for strengthening the international cooperation, development and the construction of a Bai'e-Landrace-Changtu international channel

35014.2.3 It is the need for stimulating domestic demand and ensuring the economic growth.

35014.2.4 It is used to meet transportation needs and optimize transportation structure along the line.

35014.2.5 It is the necessary needs for the construction of economic society and sustainable development.

35014.2.6 It is needed to increase the economy along the line, promote national solidarity and enforce the Chang-Tu access.

35114.3 Analysis of the project’s impact on the historical relics of the Mao’er Mt. Graveyard and the Longtanshancheng

35114.3.1 The introduction of the historical relics of the Mao’er Mt. Graveyard and the Longtanshancheng

35314.3.2 Locations of the project, Mao’er Mt. Graveyard and Longtanshancheng relics

35514.3.3 The project passes through the cultural relic’s protection area

35614.3.4 Analysis of the effects of the Project in the Mao’er Mt. Graveyard and Longtanshancheng relics

35714.4 Cumulative environmental impact

35714.5 Conclusions

35915 Environmental economic cost-benefit analyses

35915.1 Benefit analysis

35915.1.1 Direct benefits

35915.1.2 Indirect benefits

36015.2 Loss Analysis

36015.2.1 Direct investment

36115.2.2 Indirect losses

36115.3 The economic cost-benefit analysis of environmental impact:

36115.3.1 Environmental economic cost-benefit analysis:

36115.4 Conclusion

36216 Environmental risk and emergency plan

36216.1 Analysis of the environmental risk of the railway transportation

36216.2 The general principles of emergency planning

36216.2.1 Working principles

36316.2.2 The basis of compilation

36416.2.3 Scope of application

36416.3 Emergency institutional framework, responsibilities and rescue network

36416.3.1 Institutional framework and responsibilities

36516.3.2 Emergency rescue network

36516.4 Prevention and early-warning mechanism

36516.4.1 Prevention and early-warning information

36516.4.2 Prevention and early-warning actions

36616.4.3 Prevention and early-warning supporting system

36616.5 Emergency response

36616.5.1 Classifications of emergency plans

36616.5.2 The content of the accident report

36616.5.3 The accident information submission

36616.5.4 Launch of the emergency pre-arranged plan

36616.5.5 Environmental monitoring

36616.6 Accident investigation

36616.7 News reporting:

36716.8 Emergency guarantee

36716.9 The accident’s aftermath

36817 Environment management and monitoring plan

36817.1 Environment management

36817.1.1 Environment management in pre-construction

36817.1.2 Environment management in construction period

37017.1.3 Environment management in the running period

37217.2 Environment monitoring plan

37217.2.1 Monitoring purpose

37317.2.2 Monitoring work and organization body

37317.2.3 Monitoring plan

37617.2.4 Environment protection staff training

37717.3 Environment supervision in the construction period

37717.3.1 Environment supervision target in the construction period

37717.3.2 Range of environment supervision in the construction period

37817.3.3 Content and method of environment supervision as well as measure effects

37917.3.4 Execution manner and content of environment protection supervision

37917.3.5 Training of environment protection personnel

38118 Environment protection measures and investment estimates

38118.1 Ecological prevention and treatment measures and suggestions

38718.2 Noise prevention and treatment measures and suggestions

38718.3 Vibration treatment measures and suggestions

38818.4 Water pollution treatment measures and suggestions

38818.5 Electromagnetism treatment measures and suggestions

38818.6 Solid waste treatment measures

38918.7 Environment protection investment estimates

38918.7.1 Investment estimate for ecological environment protection engineering

39218.7.2 Investment estimate for protection engineering of sound environment and vibration environment

39218.7.3 Water environment protection work and its investment estimate

39318.7.4 Investment estimate for electromagnetic protective measures

39318.7.5 Environment estimate for environment protection engineering

39419 Assessment conclusion of environmental impact

39419.1 Project overview

39519.2 Assessment conclusion of ecological environment impact

39519. 2. 1 Assessment on the current situation of environment along the line

39619.2.2 Assessment on the predicted environmental impact

39619. 2. 3 Mitigation measures

39819.3 Special assessment conclusion of the environment impact on the Mijiang salmon protection area

39819.3.1 Project overview in sensitive areas

39819.3.2 Assessment of current situation

39819.3.3 Assessment on predicted ecological environment impact

39819.3.4 Protection management of ecological environment

39919.3.5 Mitigation measures


39919.4 Special assessment conclusion of environment impact on the Songhuajiang 3-lake natural protection zone


39919.4.2 Impact Analysis



40019.5 Special assessment conclusion of environment impact on the Antu tricholoma matsutake protection area


40119.5.2 Impact analysis



40219.6 Assessment conclusion of sound environment impact


40319.6.2 Prediction and assessment

40519. 6. 3 Control measures and program of noise pollution

40519.7 Assessment conclusion of environmental vibration impact


40619.7.2 Prediction and assessment

40619.7.3 Assessment on vibration during the construction period

40619.7.4 Control measures and suggestions of vibration pollution

40619.8 Assessment conclusion of water environment impact

40719.9 Assessment conclusion of electromagnetic environment impact

40719.9.1 Assessment conclusion of current situation

40819.9.2 Predicted assessment and conclusion


40819.10 Assessment conclusion on impact of solid waste

40919.11 Assessment conclusion on impact of public participation


40919.11.2 Suggestions

40919.12 General conclusions of assessment

7 Assessments to environmental vibration impact7.1 General

According to the previous research findings, vibration impact caused by train running won't go beyond 60m on both sides of the rail; so in consideration of the Project characteristics and geologic conditions, domain for assessment to this Project is limited within 60m on both sides of the rail.


1. Assessment to present status

Present status of sensitive points on both sides of the existing railway is being affected by vibration of the existing railway. Present status assessment shall conform to the standard that vibration "on both sides of the trunk railway" shall be limited within 80dB by day and at night stipulated in GB10070-88 Standard of Vibration in Urban Area Environment. Present status of sensitive points on both sides of the newly built railway is not affected by railway vibration, and present status assessment of it follows the standard that vibration in "residential areas and educational areas" shall be limited within 70dB by day and 67dB at night stipulated in GB10070-88 Standard of Vibration in Urban Area Environment.

2. Forecast assessment

Forecast assessment shall conform to the standard that vibration “on both sides of the trunk railway” shall be limited within 80dB by day and at night stipulated in GB10070-88 Standard of Vibration in Urban Area Environment.

In conclusion, limitation of assessment criteria for environmental vibration in this Project is shown in Table 7-1.

Table 7-1 Assessment Criteria for Environmental Vibration Impact

Standard name

Classification of standard

Standard limitation

Applicable scope

GB10070-88 Standard of Vibration in Urban Area Environment

Residential and educational areas

70dBA in daytime and 67dBA in night

Present environment unaffected by vibration of the existing railway

Both sides of the trunk railway

80dBA in daytime and 80dBA in night

Present environment affected by vibration of the existing railway; residential areas on both sides of the railway 30m from the center line of the outer rail

7.1.2 Analysis to major vibration sources

Environmental vibration on both sides of the existing railway mainly comes from the vibration effect of the existing railway; Environmental vibration on both sides of the newly built railway mainly comes from random vibrations caused by road traffic and crowd activities.

At the completion of this Project, there will also be vibration caused by running of train. It comes from vibration caused when wheels strike the steel rail during running of the train, and is transmitted to ground buildings through sleeper, road bed, subgrade (or bridge structures), causing building vibration.

7.2 Assessment to present status of Environmental vibration

7.2.1 Introduction to present status of Environmental vibration

There are rural areas and urban suburbs along the line in this Project. Environmental vibration impact on the present status mainly comes from various random vibration caused by road traffic and crowd activities in villages as well as vibration caused by running of trains on the existing railway. According to the engineering design document and field investigation outcomes, Objects for protection of vibration environment along the line are listed in Table 1 of Annex 4.

7.2.2 Measurement of present status of Environmental vibration

1. Measurement methods and instruments

(1) Measurement method

Survey of present Environmental vibration is grade Z in the direction of plumb.

Present status measurement of the existing railway shall conform to the measuring method of "railway vibration" stipulated in GB10071-88 Measurement Method of Environmental Vibration of Urban Area and TB/T3152-2007 Measurement of Railway Environmental Vibration. Measuring points shall be selected on the smooth and solid ground 0.5m outside of buildings, or in the middle on the floor inside buildings when necessary. Read the maximum figures displayed when a train passes. Measure 20 successive times for each measuring point, and finally take the arithmetical mean of these 20 times as the assessment value.

Measurement of newly built railway shall be conducted at 6:00~22:00 by day and 22:00 at night to 6:00 of the following day; measurement shall be done once by day and at night respectively. Measuring methods and assessment value shall conform to the "random vibration" in GB10071-88 Measurement Method of Environmental Vibration of Urban Area, which is to say, "to read the instant display of each measuring point with equal interval. Sampling interval shall not be greater than 5s, and the continuous measurement time shall not be shorter than 1000s; VLZ10 value of the measurement data will be taken as the assessment value."

(2) Measurement instruments

Environmental vibration measurement employs AWA6256B+ type environmental vibration analyzers, which have been subject to electric property verification and calibration in order to guarantee the accuracy of measurement.

2. Executive plan for present status measurement

(1) Measurement stationing

Points of present measurement of environmental vibration are mainly distributed in residences, schools and other sensitive buildings; meanwhile, in consideration of the demands to environmental vibration forecast, the measurement data shall not only reflect the existing environment in the assessment area, but also provide data base for railway vibration forecast and vibration pollution prevention.

(2) Distribution of measurement points of present environmental vibration

Measuring points shall be arranged according to the line conditions and distribution of environmental protection objectives based on field inspection and investigation.76 measuring points are arranged for the environmental vibration assessment in this Project. See Table 2 for the location description of measurement points and measurement results of present environmental vibration; details are shown in Table 2 of Annex 4.

7.2.3 Measurement results and analysis of present environmental vibration

According to the measurement results of present vibration status along the line, the following conclusion can be drawn:

1. Sensitive points on both sides of the newly built railway

There are 68 vibration sensitive points within the assessment domain on both sides of the newly built railway. All of them are inside residential areas. Present environmental vibration impact mainly comes from different random vibration caused by road traffic and crowd activities inside villages. Present value for environmental vibration is 50.0~52.1dB by day and 48.0~50.2dB at night, which all conform to the standard that vibration shall be limited within 70dB by day and 67dB at night in "residential and educational areas" stipulated in GB10070-88 Standard of Vibration in Urban Area Environment.

2. Sensitive points on both sides of the existing railway

There are 8 vibration sensitive points within the assessment domain on both sides of the existing railway. All of them are distributed in residential areas. The present environment is mainly affected by existing railway vibration. Present environmental vibration value is 63.6~79.8dB, which meets the standard that vibration shall be limited within 80dB by day and at night on "both sides of the trunk railway" stipulated in (GB10070-88) Standard of Vibration in Urban Area Environment.

7.3 Assessment to environmental vibration forecast7.3.1 Forecast method

According to the present research findings at home and abroad, railway vibration is mainly generated by wheeltrack incitation during running of trains. It's directly related with rail conditions, train running velocity, train type, gross rail load on axle, geologic conditions etc. Due to the complex mechanism of environmental vibration impact during running of trains, forecast of vibration effect in this Project adopts the following formula:

(

)

å

=

+

=

n

i

i

i

Z

C

VL

n

VL

1

,

0

Z

1

(Formula 7-1)

Wherein, VLZ0,i —— Vibration source intensity, maximum Z weighting vibration level when a train passes; unit: dB;

Ci —— Vibration correction term of class i train, unit: dB;

n —— Number of trains passing by.

Vibration correction term Ci can be calculated according to the following formula.

Ci = CV + CW + CL+ CR + CG + CD +CB (Formula 7-2)

Wherein: CV —— Velocity correction; unit: dB;

CW—— Axle load correction; unit: dB;

CL—— Line type correction; unit: dB;

CR—— Rail type correction; unit: dB;

CG—— Geology correction; unit: dB;

CD—— Distance correction; unit: dB;

CB—— Building type correction; unit: dB.

1. Vibration source intensity VLZ0,i

Vibration source intensity is mainly related with train type, load, velocity, bridge structure, geologic conditions etc. Assessment of vibration source intensity of trains in this Project shall follow the railway vibration source intensity established in the notice on printing and distribution of Guidance for Value Selection of Noise Vibration Source Intensity and Its Abatement Criteria in Environmental Impact Assessment of Railway Construction Project (Revised Version in 2010) (TJ [2010] No. 44); see Table7-2 and Table 7-3 for details.

Table 7-2 Vibration Source Intensity of CRH unit: dB

Train speed

Road embankment lines

Bridge lines

Ballast track

Ballast track

160

76.0

67.5

170

76.5

68.0

180

77.0

69.0

190

77.5

69.5

200

78.0

70.5

210

78.5

71.5

220

79.0

72.5

230

79.5

73.5

240

80.0

74.0

250

80.5

74.5

Line conditions: high-speed railway, seamless, 60kg/m steel rail; rail surface is in good condition; concrete sleeper, flat; road embankment lines; bridge lines are box beam with bridge width being 13.4m.

Geologic condition: alluvial deposit.

Axle load: 16t.

Location of reference point: ground surface 30m away from the rail center.

Table 7-3 Vibration Source Intensity of Passenger Trains at 160km/h or below

Speed

50~70

80~110

120

Source intensity

76.5

77.0

77.5

Line condition: classⅠrailway or high-speed railway, seamless, 60kg/m steel rail; rail surface is in good condition; concrete sleeper, road bed with tiny stones and coal; flat, road embankment lines; source intensity value of bridge lines can be got by deducting 3dB from the value in the above table.

Axle load: 21t.

Geologic condition: alluvial deposit.

Location of reference point: ground surface 30m away from the rail center.

2. Velocity correction CV

Velocity correction of train running vibration has been reflected in the vibration source intensity in Table 7-2 and Table 7-3.

3. Distance attenuation correction CD

Distance attenuation correction CD shall be calculated according to the following formula.

o

R

d

d

k

C

lg

10

D

-

=

(Formula 7-3)

Wherein, do —— Reference distance; unit: m;

d —— Distance from the predicted position to rail center line; unit is m;

kR —— Distance correction factor, related with line structure; when d≤30m, kR =1; when 30m

4. Axle load correction CW

Axle load correction CW shall be calculated according to the following formula.

o

W

W

C

lg

20

W

=

(Formula 7-4)

Wherein, W0—— Referenced axle load; unit is t;

W —— Predicted axle load of trains; unit is t.

5. Geology correction CG

There may be certain attenuation of environmental vibration propagation due to different geologic conditions; usually, only geological conditions 10m underground will be considered in attenuation computation. According to the impact on propagation of vibration, geologic conditions can be classified into three, namely soft layer, alluvial deposit and diluvium.

Geology correction of diluvium against alluvial deposit:

Soft layer correction against alluvial deposit:

The road section where the rail to be built is going to pass is basically alluvial deposit, so geology correction CG = 0dB.

6. Line type correction CL

Within 30 ~ 60m from the rail center line, for the alluvial deposit, road cut vibration of high-speed railways against road embankment lines is CL= 0dB.

7. Rail type correction CR

Rail without tiny stones or coals on high-speed railway is relative to:

CR = -3dB

8. Building type correction CB

The place which is 0.5m outside different buildings responds differently to vibration. Generally, various buildings can be grouped into three kinds for correction:

Class I buildings are fine foundation, frame structures and high-rise buildings, CB＝-10dB;

Class II buildings are moderate foundation, brick wall structures and middle-level buildings, CB＝-5dB;

Class III buildings are ordinary foundation and flats, CB＝0dB.

7.3.2 Forecast specifications

1. Forecast year

Forecast will be conducted in the near future in 2020 and in 2030 in the far future.

Major difference lying between near forecast and far forecast is the increase of traffic density, which is actually not very much related with railway vibration, so assessment in this time will only show the predictive value in the near future in 2020.

2. Running speed of train

According to the design data, target speed of passenger trains on the main line of this Project is 250km/h; Designed speed of passenger trains on Changchun-Tumen and Longtanshan-Shulan line is 120km/h, and designed speed of freight trains is 80km/h. Predicted speed at all sensitive points shall refer to the practical running speed of trains.

3. Axle load of train

According to the design data, axle load of CRH in this assessment is 16t.

4. Rail works

根据设计资料，本工程正线按设计；长图、龙舒联络线按重型轨道设计，采用结构。全线铺设跨区间无缝线路。（译注：原文怀疑有错误）

According to the design data, main line of this Project is designed according to ___; Changchun-Tumen and Longtanshan-Shulan line is designed in the light of heavy rail with ____ structure. Seamless line straddling intervals will be laid on the whole line.

7.3.3 Forecast outcomes and analysis of environmental vibration

1. Forecast outcomes and analysis

According to the traffic density and train running velocity at the section where the vibration sensitive points are located along the line as well as the distance from the predicted position to the railway, the forecast outcomes are shown in Table 3 and details are show in Table 3 of Annex 4.

According to the forecast outcomes, at the sensitive points 30m near the boundary of the railway to be built in the near future (2020) and 30m away from the outer rail center line, outdoor environmental vibration source mainly comes from vibration caused by running of trains, and predictive value of environmental vibration is 60.3~79.5dB, which can all meet the standard that vibration shall be limited within 80dB by day and at night on "both sides of the trunk railway" stipulated in Standard of Vibration in Urban Area Environment (GB10070-88). Predictive value of vibration at the sensitive points on both sides of the newly built railway is 5.1~20.2dB and 15.1~30.2dB greater than the present value by day and at night respectively; Vibration caused by running of freight trains on the existing railway is significant, while after completion of this Project, vibration caused by running of CRH is reduced compared with that, so predictive value of vibration at the sensitive points on both sides of the existing railway is 0.5~4.6dB and 0.5~4.0dB less than the present value by day and at night respectively.

2. Forecast to vibration effect scope

Standard distance for the interval vibration effect of typical lines on ground surface along the lines within the design year is predicted according to the environmental vibration standard and project characteristics in this assessment, as shown in Table 7-4.

Table 7-4 Standard Distance for Vibration Effect on Ground Surface along the Line unit: m

Interval

Type of lines

Standard distance (80dB)

Jilin-Yanji

Road embankment

<30

Bridge

<30

Yanji- Hunchun

Road embankment

<30

Bridge

<30

Note: 1. Environmental condition of forecast is clear site unblocked by any structures.

2. Standard distance for the rail is the horizontal distance from the outer rail center line.

From the results in the above stated Table, at the places which are 30m from the outer rail center line of the railway to be built, predictive value of environmental vibration can meet the standard that vibration shall be limited within 80dB by day and at night on "both sides of the trunk railway" stipulated in Standard of Vibration in Urban Area Environment (GB10070-88).

7.4 Measures and suggestions to prevent vibration pollution

In order to alleviate the disturbance of railway vibration to surrounding ground surface and structures, measures and suggestions to prevent vibration pollution will be proposed from the following several aspects based on the forecast assessment and analysis results with the principle of technical and economic feasibility:

7.4.1 Urban planning and management measures

According to the standard distance for vibration effect listed in Table 7-4, urban planning and administrative departments are suggested to make reasonable planning and use of the regions on both sides of the railway; it's not advisable to build residential areas, schools, hospitals and other structures which are sensitive to vibration in the areas 30m on both sides of the new railway, and existing structures shall not be reconstructed and expanded.

7.4.2 Operation management measures

Lines and wheel track conditions during the operation period are directly related with the size of railway vibration. Favorable wheeltrack conditions with smooth rail surface and rounding wheels can make vibration 5~10dB lower than that under general line conditions. Therefore, it's necessary to regrind rail surface and maintain the rails to prevent them from being deformed after the rails are put into use to guarantee the leveling and smoothness of wheeltrack surface as well as its favorable running status and decrease extra vibration.

7.5 Analysis and measures of vibration environment impact during construction period

7.5.1 Analysis to the vibration effects of construction machineries

1. Vibration pollution sources

Vibration pollution of railway construction mainly comes from vibration caused by operation of construction machineries and equipment, such as large excavators (soil), air compressors, drillers, pile drivers, oscillatory mode compactors and so on.

Emphasis to control vibration during construction period shall be concentrated on the intensive residential areas near the construction site.

2. Vibration source strength of construction machineries

Vibration source strength of major construction machineries during the construction period is shown in Table 7-5.

Table 7-5 Vibration Value of Construction Machineries and Equipment (VLz/dB)

Construction machineries

Distance from the vibration source

5

10

20

30

Diesel pile driver

104~106

98~99

88~92

83~88

Vibration pile hammer

100

93

86

83

Jackhammer

88~92

83~85

78

73~75

Excavator

82~94

78~80

74~76

69~71

Road roller

86

82

77

71

Air compressor

84~86

81

74~78

70~76

Bulldozer

83

79

74

69

Heavy transport vehicle

80~82

74~76

69~71

64~66

3. Analysis to the vibration effects of construction machineries

From the Table it's obvious that among the construction machineries listed above, vibration strength of pile driver is the largest. Vibration generated by construction machineries decreases along with the increase of distance. Except heavy vibrating machines, vibration generated by other mechanical equipment is generally lower than 80dB at the place 30m from the vibration source, which is to say, vibration caused by ordinary construction machineries won't impose such great impact and its impact is temporary which will disappear at the completion of construction.

7.5.2 Analysis to the vibration effects of blast working

1. Standard to execute blast working

Vibration caused by tunnel blast working may result in strain cracking of structures on the top of the tunnel lying shallowly, which will affect the safety of sensitive structures near the construction site. According to the Safety Regulations for Blasting (GB6722-2003), maximum vibration velocity vertical at the surface will be the criteria for destruction. Permissible safety criteria for buildings with different structures are listed in Table 7-6.

Tunnel construction of this Project is mainly concentrated in mountainous area, and structures involved are mainly classⅢ structures with moderate deep foundation, so it's suggested that particles oscillating acceleration of safe blast working shall follow the control standard for "earth cave dwellings, adobes and rubble housings".

Table 7-6 Permissible criteria for blast vibration safety (GB6722-2003)

No.

Type of protected objects

Safe permissible vibration speed

＜10Hz

10Hz～50Hz

50H～100Hz

1

Earth cave dwellings, adobes, rubble housings

0.5～1.0

0.7～1.2

1.1～1.5

2

Ordinary brick houses, non-aseismatic large block structures

2.0～2.5

2.3～2.8

2.7～3.0

3

Housings with reinforced concrete framework

3.0～4.0

3.5～4.5

4.2～5.0

4

Ordinary antique buildings and historic sites

0.1～0.3

0.2～0.4

0.3～0.5

2. Analysis to the vibration effects of blast working

Different structures have different safety criterion for blast vibration, and amount of explosives used in blast working can also affect blast vibration greatly. In order to ensure the safety of structures near the construction yard, during the construction in the tunnels with structures on the top, unit in charge of construction shall make serious investigation to the building structures top on the tunnel and take necessary measures for prevention, measurement or strengthening of buildings and control the consumption of explosives strictly.

As required by the Safety Regulations for Blasting, permissible distance for safe blast vibration is calculated according to the following formula:

3

/

1

/

1

)

/

(

Q

V

K

R

a

=

R—— Distance from the blasting source to the protected object, m;

K，α—— Blasting points and calculation of coefficient and attenuation index related with the topography and geology to the protected objects;

Q—— Amount of explosives, total explosive charge for simultaneous blasting and maximum explosive charge for delay blasting, kg;

V—— Permissible vibration velocity for blast vibration safety, cm/s.

It's suggested that blast designers shall select corresponding permissible safe vibration velocity according to the specific conditions of buildings in the blast areas and sensitive areas (points) based on the control standard suggested above, and determine the explosive charge parameters according to the standard or trial blasting and figure out the explosive charge based on the permissible safe distance.

7.5.3 Vibration control measures during the construction period

1. Vibration control measures for construction machineries

The following measures shall be taken to alleviate the vibration pollution and effect caused by construction on environment:

(1) Proper layout at the construction site: layout of the construction site shall follow the criteria listed below while guaranteeing the construction convenience:

1) Fixed manufacture site (such as manufacture site for girders) shall be located at the places far away from the sensitive points such as residences and schools.

2) Transport lines for construction vehicles (especially heavy vehicles) shall evade from the sensitive points of vibration as far as possible;

3) Construction machineries which can generate strong vibration shall be placed 30m away from the sensitive points of vibration, in case vibration affects the environment of nearby sensitive points.

(2) Arrange the construction time reasonably. Pile drivers, ramming type road rollers and other strongly-vibratory machineries shall not be used during night construction (22:00～06:00) at the sensitive points near residential areas.

(3) Conduct scientific management; do well in propaganda and civilized construction; improve the builders' environmental awareness; advocate civilized construction vigorously and try not to aggravate construction vibration manually.

(4) Strengthen the supervision and management to construction environment. Besides execution of relevant control measures, environmental management shall also be strengthened. According to the relevant laws and regulations of the state and cities along the line, the construction unit shall accept the supervision and management from environmental protection departments actively.

(5) There are 52 vibration sensitive points along the line of this Project which are nearer to the railroad bridge or tunnel portal (shorter than 60m). See Table 7-7 for details. During the construction period, excavation of pier base and tunnel blast working will impose great vibration effect on these sensitive points, so measurement to the vibration environment of these sensitive points shall be strengthened during the construction period.

Table 7-7 Table of Vibration Environment Measurement at Sensitive Points during Construction Period

Administrative division

No.

Name of sensitive points

Mileage

Position relative to the line

Distance

Jilin city

3

Huaxi Yayuan, Xinchang North District

CK001+820~CK002+150

On the right

15

5

Zhushi Juyi District, Liaodong Area 1

CK001+100~CK001+800

On the left

30

7

Yongan Village

CTCK129+450~CTCK130+150

On the left

30

CK002+740~CK003+300

On the right

30

8

Luchang Village

CK003+540~CK003+700

On both sides

30

10

Tiantai Village 1

CK005+900~CK006+700

On both sides

10

14

East Huangshan Juzi

CK008+230~CK009+630

On both sides

10

15

4th Brigade of Gaojia Wazi

CK011+440~CK011+870

On both sides

10

16

2nd Brigade of Xiaochuan

CK012+280~CK013+000

On both sides

10

17

3rd Brigade of Xiaochuan

CK013+150~CK013+650

On both sides

17

19

6th Brigade of Xiaochuan

CK014+760~CK015+830

On both sides

20

20

5th Brigade of Beichuan

CK016+530~CK016+920

On both sides

12

21

3rd Brigade of Zhongsha

CK017+700~CK018+600

On the right

20

25

North Cigou

CK027+500~CK027+600

On the right

30

27

Xinkai Hetun

CK034+700~CK036+075

On both sides

10

31

Taiping Village

CK059+470~CK060+000

On both sides

10

32

Xide Hegou

CK061+520~CK061+900

On both sides

10

33

Tumiaozi

CK069+600~CK069+860

On both sides

10

34

Beigou

CK073+910~CK074+850

On both sides

10

35

Nangou

CK078+810~CK079+150

On both sides

10

36

Fuqiang Village

CK082+950~CK083+130

On the right

10

39

1st Brigade of Houliu

CK093+340~ chain rupture CK091+250

On the right

30

40

6th Brigade of Weiguang (Damalugou) (Erdaokou)

CK105+420~CK105+650

On both sides

10

41

4th Brigade of Weiguang (Erdaokou)

CK106+900~CK107+200

On both sides

10

Yanbian Korean Autonomous Prefecture

42

Liushugou

CK151+850~CK152+750

On the left

11

43

Tiebei

CK152+750~CK153+150

On the left

25

44

Tiexi

CK153+400~CK153+800

On the right

10

45

Aimin Lane, Bohai Street

CK154+030~CK154+160

On the right

12

50

Changjiang Village

CK157+020~CK157+420

On the right

10

52

Yaoweizigou Village 2

CK158+000~CK158+200

On the left

10

62

Agricultural Machinery Station

CK202+280~CK202+400

On the right

30

63

Longshan Village

CK213+355~CK213+550

On both sides

10

66

Hexi Village

CK217+050~CK217+750

On both sides

12

72

Sishui Village

CK248+620~CK248+720

On both sides

12

73

Yongchang Village

CK249+730~CK249+820

On both sides

20

75

Changshoudong Village

CK254+220~CK254+620

On both sides

30

76

Fumindong Village

CK255+830~CK256+230

On both sides

13

80

Taidong 3rd Brigade

CK262+900~CK263+120

On the right

17

83

Jiangcheng Village

CK264+780~CK265+400

On both sides

11

85

Minzhu 5th Brigade

CK267+790~CK267+910

On both sides

11

87

Xiaoying Town

CK268+980~CK269+120

On the left

16

89

Dacheng Village

CK273+250~CK273+950

On both sides

12

92

Xingan Town

CK274+100~CK275+250

On both sides

10

93

Hongqi 4th Brigade, Dongxing 1st Brigade

CK275+400~CK275+600

On both sides

13

94

Dongxing 2nd Brigade

CK276+080~CK276+730

On both sides

13

96

Guangji Village 1st & 2nd Brigade

CK279+670~CK280+040

On both sides

25

97

Mopan Village 6th Brigade

CK282+870~CK283+175

On both sides

14

98

Mopan Village 3rd Brigade

CK283+290~CK283+530

On both sides

13

99

Mopan Village 4th Brigade

CK283+910~CK284+090

On the left

24

101

Bajiazi Village

CK307+170~CK307+680

On the right

15

105

Guanmenzuzi 4th & 5th Brigade

CK353+100~CK353+530

On the left

12

106

Fuxin 1st Brigade

CK357+000~CK357+100

On the right

19

107

Jingbian 2nd Brigade

CK358+750~CK359+000

On both sides

16

2. Vibration control measures for blast working

(1) In order to ensure the safety of ground structures, there shall be a measurement institution set up during the construction to strengthen surveillance and test to the protective equipment and buildings and adjust the explosive charge according to the testing results. Nearby buildings shall be timely transferred if there are potential safety hazards.

(2) Control the maximum explosive charge strictly and arrange the ignition order reasonably to control the vibration velocity strictly within the permissible safety range of ground structures. If the safety of buildings is threatened when the explosive charge needs to be increased according to the technical requirements, the sensitive buildings shall be relocated before explosion to ensure the safety of people.

(3) Presplitting blasting or smooth blasting is preferred. If there are conditions, low explosive (2000～2500m/s) can be used. These measures can reduce the vibration intensity by more than 50%.

(4) Try to create favorable air face for breaking-in shot. It's advisable to use multi-layer wedge cuts or cylinder layered cuts. In order to decrease the vibration effect caused by breaking-in shot, the breaking-in position shall be placed at the bottom. Explosive charge for the cuts, corners, and bottom plates shall be controlled strictly.

(5) The blasting time shall be arranged reasonably to decrease the disturbance to nearby residents. Blasting at night is forbidden in the places with sensitive areas.

(6) The construction unit shall do well in propaganda. Before blasting each time, make pre-arranged planning for safety precautions and promulgate a notice to reassure the public to alleviate or eliminate people's "sense of fear" so that they can make preparations mentally; take necessary safety protection measures.

7.6 Analysis to the vibration effect caused by construction on cultural relics and historic sites

Recommended program of this Project passes through the construction control zone of three cultural relics namely, the ruins of Yongan 3rd Brigade, the ruins of Luchang food patch and Pianlianshan Mount Monuments. Excessive vibration caused by the construction of the railway project can impose certain impacts on the ruins and monuments. There is strong unpredictability underneath these ruins and monuments; the hollow space underneath some pottery caves and grave areas are easily subject to vibration which causes damages or collapses.

Cross-domains in this Project mainly adopt long bridges, which can alleviate the impact of railway construction on underground relics. In addition, effective design is adopted to steer by the protected zone of the ancient city in Dongtuanshan Mount. and Maoershan Mount. Monuments. Besides, there is extra large bridge from CK355 to CK360, which can alleviate the impacts on relics and ruins greatly. Long tunnel is adopted in the section passing the south part of Longtanshan Mount. City, which is deep underground; besides, the tunnel is far away from the protected zone of Longtanshan Mount. City, so it won't impose great impact on the Mount. City.

7.7 Conclusion

There are altogether 76 vibration sensitive points along the whole line in this Project, and all of them are residential areas.

7.7.1 Present status assessment

1. Sensitive points on both sides of the newly built railway

There are altogether 68 vibration sensitive points within the assessment domain on both sides of the newly built railway. Present value of environmental vibration is 50.0～52.1dB by day and 48.0～50.2dB at night, which all conform to the standard limitation in "residential and educational areas" stipulated in GB10070-88 Standard of Vibration in Urban Area Environment.

2. Sensitive points on both sides of the existing railway

There are 8 vibration sensitive points in the assessment domain on both sides of the existing railway, and the present value of environmental vibration is 63.6～79.8dB, which meets the standard limitation on "both sides of the trunk railway" stipulated in GB10070-88 Standard of Vibration in Urban Area Environment.

7.7.2 Forecast assessment

Within the assessment domain of this Project, predictive value of environmental vibration is 60.3～79.5dB, which can meet the standard that vibration shall be limited within 80dB by day and at night on "both sides of the trunk railway" stipulated in GB10070-88 Standard of Vibration in Urban Area Environment.

In the place 30m from the outer rail center line of the railroad to be built in this Project, predictive value of environmental vibration can also meet the standard that vibration shall be limited within 80dB by day and at night on "both sides of the trunk railway" stipulated in GB10070-88 Standard of Vibration in Urban Area Environment.

7.7.3 Assessment to vibration during the construction period

Use of different facilities during the construction period may generate certain vibration, but the impact of vibration on environment can be effectively controlled through proper layout of the construction site, scientific management, appropriate propaganda, civilized construction and reasonable arrangement of construction time. For vibration caused by blast working, safety measurement to the adjacent structures shall be strengthened in order to ensure the safety of nearby residents.

Impact of environmental vibration on the surrounding environment during the construction period is temporary, and it will disappear after the construction.

7.7.4 Measures and suggestions to prevent vibration pollution

Targeted prevention measures and suggestions are proposed in urban planning and operation management in this assessment. Adoption of these measures can reduce the interference effect of railway vibration on nearby ground surface, structures and crowds.

In conclusion, impacts caused by vibration in this Project on environment can be reduced to the lowest through adopting effective management and control measures.

8 Assessment to impact on water environment8.1 General

Nine stations are involved in this Project, of which eight is newly built, including West Jiaohe Station, North Weihuling Sattion, Dunhua Station, South Dashitou Station, West Antu Station, West Yanji Station, North Liangshui station, and North Hunchun station; one (Tumen) is reconstructed from the existing station. The existing station Dunhua Station will be dismantled and rebuilt.

Newly increased water consumption in this Project is 1032.2m3/d; newly increased discharge of sewage is 180.05m3/d; water for passenger trains can be filled at the newly built West Yanji Station, which is the station with the largest water consumption and discharge of sewage, 556m3/d and 124.6m3/d respectively.


During the construction period of this Project, assessment to impact on water environment means the evaluation to the impact on water environment caused by waste water discharged in bridge and tunnel construction and the construction yard as well as domestic sewage discharged in the construction camp; During the operation period, the assessment is mainly targeted at the impact on surrounding water environment caused by domestic sewage discharged by all stations. Assessment contents include:

(1) Investigation and assessment to the present status of water environment quality along the line;

(2) Analyze the environmental impact caused by waste water effluent at the stations along the line according to the newly increased discharge of sewage, nature of pollutants, discharge concentration, and drainage destination in all stations.

(3) Assess the rationality of the designed sewage disposal program and propose relevant abatement measures according to the criteria of "standard discharge, and control of total amount".

(4) Summarize the newly increased waste water discharge amount along the full line.

(5) Assess the impact on sensitive waters such as the drinking-water source protected zone along the line.

8.1.2 Assessment factors

Water discharge along the line is mainly domestic sewage discharged from all stations. According to the railway operation nature and sewage discharge characteristics, pH, CODCr, BOD5, SS, NH3-N can be used as the assessment factors.


(1) Present status assessment method

Standard index method can be used to assess the domestic sewage quality in all stations and sections along the line according to the inventory survey outcomes. The expression of standard index method is:

si

j

i

j

i

C

C

S

,

,

=

Wherein:

Si,j—— Standard index of pollutants;

Ci,j—— Measured concentration of pollutants (mg/L);

Csi—— Effluent standard of pollutions (mg/ L).

(2) Statistics of pollutant discharge amount

The formula is as follows:

Wi= Ci×Qi×365×10-6

Wherein:

Wi—— Pollutant discharge amount (t/a);

Ci—— Pollutant concentration (mg/ L);

Qi—— Discharge of sewage (m3/d).

(3) Forecast assessment method

Discharge of sewage can be determined according to the design data; concentration of pollutants can be drawn through analogy to similar stations and relevant researches. Standard index method will be used for assessment according to the designed treatment process and drainage destination referring to corresponding emission standard.

Existing and newly increased sewage in this Project is mainly domestic sewage, which is discharged from various stations, office houses and so on; key pollutants are pH, CODCr, BOD5, NH3-N and SS. Quality of domestic sewage discharged from various stations along the line shall refer to the mean value in the water quality measurement statistics of small and medium stations stated in the Experimental Investigation of Intensified Primary Treatment to Domestic Sewage from Small and Medium Railway Stations issued by the Science and Technology Department of the Ministry of Railways in 2003. See table 8-1-1 for water quality data.

Table 8-1-1 Information about Quality of Domestic Sewage from Small and Medium Railway Stations unit: mg/L

Item

Pollutants

pH

CODCr

SS

BOD5

NH3-N

Value

7.4

202.8

78

75.3

13

8.2 Inventory survey and assessment to the surface water environment

8.2.1 General conditions of water areas along the line

This Project passes through the water system of the Songhua River and basin of the Tumen River, where there are complex hydrological conditions and plenty of streams, mainly including the Songhua River, Jiaohe River, Mudanjiang River, Gayahe River, Buer Hatong River, Mijianghe River and Hunchun River.

According to Functional Regions of Surface Water in Jilin Province (DB22/ 388-2004) division of functional regions of major water environment along the line is shown in Table 8-2-1.

Table 8-2-1 Division of Functional Regions of the Water Environment of Major Surface Water Body along the Line

Administrative districts

Name of water body

Scope

Type of planned functional regions

Target water quality

Line passing mode and times

Jilin city

Songhuajiang River

Majia Village Songjiang Large Bridge

Drinking-water source, industrial water area

Class II-III

With bridge to pass it; 1 times

Jiaohe city

Jiaohe River

Small Jiaohe River estuary – estuary

Buffer area

Class III


Dunhua city

Songhuajiang River

Source – Dachuan Village

Water conservation area at the source

Class II


Dunhua city

Mudangjiang River

East Huancheng Road Bridge – Huangni River Estuary

Agricultural water are

Class V


Dunhua city

Shahe River

Dashitou Town- Estuary

Agricultural water are

Class III


Antu city

Buerhatong River

Liangbing Town – Chaoyanghe River Estuary

Agricultural water, drinking-water source, industrial water areas

Class II-III


Yanji city

Yanji

River

Source – Estuary

Drinking-water source

Class II-III


Tumen city

Gaya

River

Dongxing Railway Bridge – Buer Hatong Estuary

Transition area

Class IV


Hunchun city

Hunchun River

Hunchun Large Bridge – Sanjiazi Town

Industrial water, agricultural water area

Class IV

No bridge, sewage is discharged to Chedarengou River, and runs into Hunchun River at 13km

Note: According to the endorsement of NBY [2009] No. 34 Decree issued by the General Office of the Ministry of Agriculture on April 28, 2009, the Hunchun River Hunchun Large Bridge～Sanjiazi Town reach belongs to the national aquatic germplasm resource Salmon protected zone of the Hunchun River.

8.2.2 Present status of water quality of master streams along the line

Water quality of major streams along the line is generally in good condition, and can basically meet the division requirements of corresponding functional regions, but water body near cities is severely polluted. Major water bodies along the line include the Songhua River, Jiaohe River, Mudanjiang River, Buer Hatong River, Gayahe River and Hunchun River. There are bridges across all rivers except the Hunchun River. According to the daily measurement data issued by the environmental protection department of cities along the line (2009 Jilin Environment Quality Report, Environment Quality Report of the Korean Nationality Autonomous Prefecture of Yanbian, as well as the Technical Report on Delineating (Adjusting) Surface Water and Drinking Water Protection Areas of Jilin City (July 2010), and Technical Report on Division and Adjustment of Drinking Water Protection Area in Jiaohe City (September 2008)), present water quality of the above stated rivers will respectively adopt the daily measurement data in recent years of the Songhua River (1-4 water works water catchment in Jilin City), section of the 2nd water source of Lafa River, Dunhua upper section of the Mudanjiang River, Baye Bridge section of the Gayahe River and Hunchunhe Large Bridge. Specific water quality status is shown in the Table below; river measurement sections are shown in Figure 8-2-1:

Table 8-2-2 Table of Present Water Quality of Master Streams along the Line unit: mg/L

River sections

Water stage

pH

CODmn

BOD5

Ammonia nitrogen

GB3838-2002 II class

6~9

≤4

≤3

≤0.5

GB3838-2002 III class

6~9

≤6

≤4

≤1.0

The Songhuajiang River (1-4 water works water catchment of Jilin City)

The whole year

7.69

4.03

1.00

0.19

Lafa River 2nd water source section

Dry season

6.98

0.99

0.49

0.30

Level period

7.40

4.86

3.40

0.15

Rainy period

7.72

3.21

1.97

0.47

Dunhua upper section of the Mudanjiang River

Dry season

6.80~7.16

2.45~25.99

*~14.40

0.09~10.75

Level period

6.61~7.02

4.80~6.69

2.10~3.40

0.087~1.12

Rainy period

6.83~7.02

5.05~7.25

2.30~3.70

0.15~1.64

Baye Bridge section of the Gayahe River

Dry season

7.16~7.39

4.78~9.93

4.30~6.00

1.22~1.48

Level period

7.68~8.13

6.15~8.26

3.80~5.20

0.13~0.20

Rainy period

7.54~7.75

5.10~5.85

4.00~6.00

0.19~0.29

Hunchunhe Large Bridge section

The whole year

7.31~7.49

2.40~5.00

*

0.146~0.469

Note: Data from the quarterly report and monthly report of water environment of Jilin Province and routine measurement data provided by Jilin City, and Yanbian Prefecture environmental protection bureau along the line; * means N.D.

According to Table 8-2-2, the Songhua River (1-4 water works water catchment of Jilin), Lafa River 2nd water source section and Hunchunhe Large Bridge section can basically reach class II water standard; Dunhua upper section of the Mudanjiang River can basically meet the requirements of class III water standard; Baye Bridge section of the Gayahe River has not reached class III water standard yet, mainly because CODMn and BOD5 are over proof.

Fig. 8-2-1 Present Water Quality Measurement Sections of Major Water Bodies along the Line

拉法山国家森林公园

Lafa Mount. National Forest Park

水源监测断面

Water Source Measurement Section

蛟西隧道2（491.000m）

Jiaoxi Tunnel 2 (491.000m)

牡丹江敦化上监测断面

Dunhua upper measurement section of the Mudanjiang River

牡丹江特大桥DK157+935

Extra Large Bridge on the Mudanjiang River DK157+935

嘎呀河八页桥监测断面

Baye Bridge section of the Gayahe River

珲春河大桥监测断面

Hunchunhe Large Bridge measurement section

珲春北

North of Hunchun

8.2.3 Relative position of drinking-water source protected areas in counties and cities along the line and the railway

Relative position of drinking-water source distribution in counties and cities along the line and the railway is shown in Table 8-2-3.

Table 8-2-3 Table of General Conditions of Drinking-water Source Protected Area along the Line and Its Relative Position with the Railway Line

Counties and cities it’s subordinated to

Name of water source

General conditions of water source protected area

Relative position with railway

Jilin city

Drinking water protection area of Jilin City

No. 1, 2, 3, 4 and railway water works water sources are divided into different protected areas according to (2010. 7) Technical Report on Division (Adjustment) of Surface Water and Drinking Water Protection Area of Jilin City, namely, class 1 protected area, class 2 protected area and standard protected area; their area is 4.16km2, 28.94km2 and 318.24km2 respectively.

The railway passes through class 2 protected area for 0.89km in the form of a bridge at section CK2+330- CK3+220

Source water protection area of Jiaohe City

According to the Technical Report on Division and Adjustment of Drinking Water Protection Area in Jiaohe City (2008. 9), this water source area is divided into Jiaohe River water source area and Lafa River water source area in class 1 protected area, class 2 protected area and the standard protected area respectively

The railway passes through the standard protected area for 11.67km (with short chain) of Lafa River water source area in the form of bridge, tunnel and subgrade at section CK48+060- CK60+730

Yanbian Prefecture

1st drinking water protection area of Dunhua City

Approved by JZH [2008] No. 52 issued by Jilin People's Government; total area is 1352.17km2

The shortest distance from the railway to its standard protected area is longer than 2.9km, so there is no obvious influence

Water source area in the east of Hunchun City

This water protection area is groundwater reservoir protected area which covers an area of 6.7km2; it's divided into class 1 protected area, class 2 protected area and standard protected area; the radius 40m from the center of the exploitation well belongs to class 1 protected area

The shortest distance from the railway to its standard protected area is longer than 1.5km, so there is no obvious influence

This line passes through class 2 protected area of Jilin drinking water protection area, the standard protected area of Lafa River Water Source Area of Jiaohe source water protection area, and the relationship between other sections to the watering point in urban water source area of Chaoyang River, Yanji River, Fuxing River, and Buer Hatong River is as follows:

(1) Chaoyang River

Chaoyang River Sandaowan Town to Wudao Reservoir dam site is the drinking-water source and fishery water area of Yanji City; its water quality goal is class II-III; Wudao Reservoir dam site to the estuary is the agricultural water area of Yanji City and Longjing City; its water quality goal is class III; Wudao Reservoir is the source water protection area of Yanji City. The downstream boundary of class 1 protected area is the dam site of the Reservoir. The dam water is transported to Baishi Water Treatment Plant in the downtown area through pipes. When the pipes are being repaired, the water plant can draw water from the Buer Hatong River to the temporary reservoir. The railway spans the Chaoyang River through Chaoyang River Extra Large Bridge at about 22.6km downstream of the reservoir dam site, which has no great influence on the water protection area; The station is lying at about 1.5km upstream of the watering point of Buer Hatong River of the temporary reservoir of the downtown water plant.

(2) Yanji River

At present, water can be supplied by the only water treatment plant, Baishi Water Treatment Plant in Yanji City, for daily use. Besides, Yanji Water Treatment Plant is under construction, which is located at about 1.5 kilometers east of Juzi Street and north of the line. Water supply to the water plant is from the upstream of the Yanji River north of the highway, which is more than 5km from the water plant, and the railway is lying at about 6.5km in the downstream of the watering point. Ji-hun Passenger Dedicated Line does not pass through the water supply line from the watering point to the water plant, and it only crosses with the outfall pipe of the water plant.

(3) Fuxing River

The section from the source of Fuxing River to the estuary is the drinking-water source, agricultural water area and fishery water area; its water quality goal is class II-III. There is Antu Reservoir in Fuxing River basin, which is the drinking water protection area of Antu County; the downstream boundary of class 1 protected area is the reservoir dam site. The railway spans Fuxing River through Antu Extra Large Bridge at about 3.6km of the downstream of Antu Reservoir dam site, which imposes no influence on the water protection area.

(4) Buer Hatong River

The river reach of the Buer Hatong River from Liangbing Town to the estuary of Chaoyang River is the agricultural water area, drinking-water source and industrial water area of Antu County and Longjing City. Besides Mingyue Town within the territory of Antu County, there is also Liangbing Town and Shimen Town along the Buer Hatong River, and Laotougou Town and Tongfosi Town of Longjing City along the Buer Hatong River.

1) Liangbing Town lies on the south side of the Buer Hatong River, and the existing Changchun-Tumen Railway passes through the Town. There is no station for Ji-hun Passenger Dedicated Line in Liangbing Town and the railway lies to the north of 302 National Highway on the north side of the Buer Hatong River and it does not span over the Buer Hatong River. The railway spans over the branch of Buer Hatong River and is 1km from the watering point of Liangbing Town at the basin of the Buer Hatong River.

2) Shimen Town is located on the north side of the Buer Hatong River. The existing 302 National Highway passes just through the Town, and the existing Changchun-Tumen Railway is adjacent to the town and passes by its south; There is no station for Ji-hun Passenger Dedicated Line in Shimen Town; the railway passes by the south side of the Buer Hatong River and does not span over the Buer Hatong River; the railway spans over the branch of the Buer Hatong River and is more than 4km from the watering point of Shimen Town at the basin of the Buer Hatong River.

3) Laotougou Town is located on the north side of the Buer Hatong River, and the existing 302 National Highway and Changchun-Tumen Railway pass through the Town; Ji-hun Passenger Dedicated Line passes by the northeast side which is about 7km to the Buer Hatong River in Laotougou Town; it is far away from the downtown area of Laotougou Town, and is more than 7km from the watering point of Laotougou Town at Buer Hatong River basin.

4) Tongfosi Town is located on the south side of the Buer Hatong River, and the existing 302 National Highway and Changchun-Tumen Railway pass through the Town; Ji-hun Passenger Dedicated Line passes by the northeast side which is about 5.5km to the Buer Hatong River in Tongfosi Town; it is far away from the downtown area of Tongfosi Town, and is more than 5.5km from the watering point of Tongfosi Town at Buer Hatong River basin.

Therefore, the railway section along the Buer Hatong River is far from the watering points of all towns, and will not impose influence on the drinking-water source.

8.3 Assessment to impact on water environment during the operation period

8.3.1 Inventory survey to existing pollution sources

Along the line, one existing station, Tumen Station, is reconstructed, and the existing Dunhua Station will be dismantled and built again; existing total water consumption is 175m3/d, and the gross displacement tonnage is 140m3/d.

Table 8-3-1 Table of Sewage Discharge along the Existing Line Unit: m3/d

No.

Name of station

Water consumption

Water discharge

Processing technology adopted

Discharge destination

1

Dunhua Station

75

60

Septic-tank and oil separation tank

Dunhua municipal sewage pipe net

2

Tumen railway station

100

80


Municipal sewage pipe net

Total

/

175

140

/

/

According to the statistics of water quality measurement information in small and medium stations as stated in the Experimental Investigation of Intensified Primary Treatment to Domestic Sewage from Small and Medium Railway Stations issued by the Science and Technology Department of the Ministry of Railways in 2003 as well as the Integrated Wastewater Discharge Standard (GB8978-1996), the discharge concentration of domestic sewage pollutants in the existing station areas satisfies the requirements of class 3 standard; see Table 8-3-2.

Table 8-3-2 Conditions of Existing Sewage Quality at Dunhua Station and Tumen Station

Pollutants

Pollution factors

pH

CODCr

SS

BOD5

Ammonia nitrogen

Sewage pollutant concentration (mg/l)

7.4

202.8

78

75.3

13

Standard (mg/l)

6～9

500

400

300

/

Standard index

/

0.41

0.20

0.25

/

Pollutant discharge amount (t/a)

/

10.36

3.99

3.85

0.664

8.3.2 Conditions of newly increased sewage at all stations along the line

There are two domestic water supply stations (one is existing and the other is newly built) at stations of this Project; seven domestic water supply stations are newly built; newly increased water consumption is 1032.2m3/d and newly increased discharge amount is 180.05m3/d. Among the newly increased water discharge, except the high concentration fecal sewage at West Yanji Station, others are all domestic sewage with the key pollutants being SS, CODCr, BOD5 and NH3-H.Water discharge and sewage disposal conditions at stations along the line are shown in Table 8-3-3.

Table 8-3-3 Newly Increased Sewage Discharge Conditions at Stations along the Line unit: m3/d

No.

Station

Newly increased total water consumption

Fire demand

Newly increased water discharge

Sewage nature

Sewage discharge destination

Processing technology

Voluntary standard for discharge

Management objective of receiving waters

Life

Production

Greening and others

Production

1

West Jiaohe Station

20.2

0

29.5

49.7

216

10.05

Domestic sewage

Municipal pipe network, to sewage treatment plant finally


Class 3 standard of the Integrated Wastewater Discharge Standard

/

2

North Weihuling Sattion

2.3

0

7.0

9.3

36

1.7

Domestic sewage

For greening at station areas

Septic-tank, oil separation tank, and anaerobic filtration container

Not discharged out

/

3

Dunhua Station

28.9

0

135.2

164.1

216

16

Domestic sewage




/

4

South Dashitou Station

2.2

0

5.5

7.7

36

1.9

Domestic sewage



Not discharged out

/

5

West Antu Station

7.7

0

20.6

28.3

216

4.7

Domestic sewage




/

6

West Yanji Station

14.8

0

526.4

541.2

288

124.6

High concentration fecal sewage, domestic sewage

Discharged to nearby ditches, and running into the Buer Hatong River finally

Efficient Anaerobic tank, SBR, septic tank, Oil separation tank


Class III

7

Tumen station

21.9

0

39.7

61.6

216

10.85

Domestic sewage




/

8

North Liangshui station

1.3

0

4.5

5.8

36

1.05

Domestic sewage



Not discharged out

/

9

North Hunchun station

15.4

0

34.4

49.8

216

9.2

Domestic sewage

Discharged to the Chedarengou River and running to the Hunchun River finally

Septic-tank, oil separation tank, and SBR


Class IV

Total

114.7

0

802.8

917.5

1476

180.05

/

/

/

/

/

8.3.3 Predictive analysis to the newly increased pollutants in sewage discharged from stations

(1) West Jiaohe Station, Dunhua Station, West Antu Station and Tumen Station

West Jiaohe Station and West Antu Station are newly built tank stations; waste water is mainly domestic sewage from station areas which will be discharged to the municipal pipe network after pretreatment at the septic tank.

The existing Dunhua Station will be dismantled and built again this time. The newly built station will combine the parking of Ordinary Speed Train and Passenger Dedicated Line together, and the freight operation station will be transferred to the existing Daqiao Station. Combination of the parking of Ordinary Speed Train and Passenger Dedicated Line as well as separation of passenger trains and freight trains will improve the water environment at the station area of the existing Dunhua Station. Newly increased sewage at the station area will be discharged to the municipal pipe network after pretreatment at the septic tank.

Tumen Station is an existing station. Newly increased sewage at the station area will be discharged into the municipal pipe network after pretreatment at the septic tank.

Processing technology:

Domestic sewage → septic tank + oil separation tank → existing sewage pipe network → sewage treatment plant in Jiaohe City → discharged to the Jiaohe River finally

Water quality of newly increased domestic sewage from the above four stations shall refer to the water quality measurement statistics of small and medium stations stated in the research project Experimental Investigation of Intensified Primary Treatment to Domestic Sewage from Small and Medium Railway Stations issued by the Science and Technology Department of the Ministry of Railways in 2003. The discharge concentration of sewage pollutants is shown in Table 8-3-4.

Table 8-3-4 Quality Conditions of Newly Increased Sewage

Pollutants （mg/l）

Pollution factors

pH

CODCr

SS

BOD5

Ammonia nitrogen

Sewage pollutant concentration (mg/l)

7.4

202.8

78

75.3

13

Class 3 standard of Integrated Wastewater Discharge Standard (GB8978-1996) (mg/l)

6~9

500

400

300

/

Standard index

/

0.41

0.2

0.25

/


/

3.08

1.18

1.14

0.197

From Table 8-3-4, it's obvious that quality of newly increased sewage at these four stations can meet class 3 standard of Integrated Wastewater Discharge Standard (GB8978-1996).

(2) North Weihuling Sattion, South Dashitou Station, North Liangshui station

North Weihuling Sattion, South Dashitou Station and North Liangshui station are newly increased domestic water supply stations of this line; designed newly increased sewage is 1.7m3/d, 1.9m3/d, and 1.05m3/d respectively; all are domestic sewage.

According to the engineering design, sewage at these 3 stations will be subject to the pretreatment at the septic tank and oil separation tank and the further treatment with anaerobic filtration container; then it will be used for greening at the station area and will not be discharged out. The treatment process is shown in Figure 8-3-1:

Fig. 8-3-1 Figure of Treatment Process with Anaerobic Filtration Container

建筑物

Structures

污水

Sewage

化粪池

Septic-tank

厌氧滤池设备

Anaerobic filtration container

昭气处理装置

Biogas processing unit

出水井

Discharging well

During the treatment process of anaerobic filtration container, it will generate certain temperature. Because it's frigid in Northeast China in winter, it shall be buried deeper than that in other areas. At present, such process has been used for sewage disposal at part of the stations of Harbin-Dalian Railway and Yimin-Yiershi Railway. This process is adequate for the disposal of sewage with medium and small discharge, and its expected treatment effect is: Removal rate of SS is 55%; removal rate of COD is 65%; removal rate of BOD5 is 70%; removal rate of ammonia nitrogen is 45%.Water quality after treatment is shown in Table 8-3-5.

Table 8-3-5 Quality of Newly Increased Sewage at the Three Stations Including North Weihuling Sattion

Pollutants (mg/l)

Pollution factors

pH

CODCr

SS

BOD5

Ammonia nitrogen

Sewage concentration before treatment (mg/l)

7.4

202.8

78

75.3

13

Sewage concentration after treatment (mg/l)

7.4

71.0

35.1

22.6

7.2

“Dry farming” standard of Water Quality Standard for Farm Irrigation

5.5～8.5

200

100

100

/

From the above Table, it's obvious that there is less domestic sewage discharged from North Weihuling Sattion, South Dashitou Station and North Liangshui station. It's can be used for greening at the station areas after treatment with anaerobic filtration container referring to the “dry farming” standard of Water Quality Standard for Farm Irrigation (GB5084-2005).

(3) West Yanji Station

West Yanji Station is a newly built tank station. There is 1 CRH storage park within the research area, and 6 CRH storage tracks will be set up in the near future; the CRH storage park can hold 12 motor train units (8 motor train units marshalling); CRH storage park adopts mobile pollutant discharge mode, and there are 4 mobile pollutant discharge vehicles. Before discharged to the nearby ditches and the Buer Hatong River finally, fecal sewage from West Yanji Station will be subject to pretreatment at the septic tank, waste water from the boiler room will be subject to pretreatment at the boiler blow-down cooling well, oil-contaminated water will be subject to pretreatment at the oil separation tank, and the high concentration fecal sewage from the storage track will be subject to pretreatment at the efficient anaerobic tank, and then subject to SBR sewage treatment process.

Water quality of high concentration fecal sewage from CRH storage park can be drawn through analogy to the information about water quality of sewage of inter-city trains from Tianjin to Beijing. Expected treatment effect of SBR: Removal rate of SS is 70%～80%; removal rate of CODCr is 80%～95%; removal rate of BOD5 is 80%～90%; removal rate of NH3-N is 60%～70%; data about water quality of sewage is shown in Table 8-3-6.

Table 8-3-6 Water Quality of Domestic Sewage and Fecal Sewage unit: mg/L

Pollutant

Measurement point

pH

CODCr

SS

BOD5

Fecal sewage (quality at the pollutant discharge tank)

7~9

5000

1200

2500

Fecal sewage (water quality after pretreatment at the septic tank)

7~9

2000

500

1000

Pollutant concentration of domestic sewage (mg/l)

7.4

202.8

78

75.3

Sewage concentration after SBR treatment (mg/l)

6~9

56.2

36.5

17.9

Class 1 standard of Integrated Wastewater Discharge Standard

6~9

100

70

20


/

2.56

1.66

0.81

From Table 8-3-6 it's observed that the high concentration fecal sewage of this Project will be subject to pretreatment at the septic tank and efficient anaerobic tank, and then subject to SBR treatment process together with other domestic sewage after pretreatment so that it can reach class 1 standard of Integrated Wastewater Discharge Standard; then it will be discharged to the nearby ditches and finally runs into the Buer Hatong River.

(4) North Hunchun station

Designed water discharge at North Hunchun station in this Project is 9.2m3/d. Fecal sewage after pretreatment at the septic tank, waste water from the boiler room after pretreatment at the boiler blow-down cooling well, and oil-contaminated water after pretreatment at the oil separation tank will be discharged to the sewage pipe network at the station. All the sewage (waste water) will be subject to SBR treatment process and then used for greening at the station areas. The rest part will be discharged to the Chedarengou River and finally it will run into the Hunchun River. Hunchun River section is the industrial water area and agricultural water area of Hunchun City. Water quality control goal is class Ⅳ. But in 2009, this section of the Hunchun River had been approved as the Salmon national aquatic germplasm resource protected area by the Ministry of Agriculture, so its water quality shall be controlled seriously.

Expected treatment effect of SBR: Removal rate of SS is 70%～80%; removal rate of CODCr is 80%～95%; removal rate of BOD5 is 80%～90%; removal rate of NH3-N is 60%～70%; Water quality after treatment is shown in Table 8-3-7.

Table 8-3-7 Quality of Newly Increased Sewage at North Hunchun station

Pollutants (mg/l)

Pollution factors

pH

CODCr

SS

BOD5

Ammonia nitrogen

Sewage concentration before treatment (mg/l)

7.4

202.8

78

75.3

13

Sewage concentration after treatment (mg/l)

7.4

25.4

19.5

11.3

4.6

Class 1 standard of Integrated Wastewater Discharge Standard

6~9

100

70

20

15


/

0.09

0.07

0.04

0.015

From the above table it's obvious that domestic sewage generated at North Hunchun station can meet class 1 standard of Integrated Wastewater Discharge Standard (GB8978-1996) after SBR treatment; according to the assessment, sewage after treatment can be used for greening at the station areas and the rest part can be discharged to the Chedarengou River.

8.3.4 Review and suggestions to the designed sewage disposal program

(1) West Jiaohe Station, Dunhua Station, West Antu Station and Tumen Station

Newly increased sewage from West Jiaohe Station and West Antu Station can meet class 3 standard of Integrated Wastewater Discharge Standard (GB8978-1996) after treatment at the septic tank and oil separation tank, and will be discharged to the municipal pipe network and finally runs into the sewage treatment plant; so the designed measures are feasible.

The existing Dunhua Station will be dismantled and built again in this Project. The newly built station will combine the parking of Ordinary Speed Train and Passenger Dedicated Line together, and the freight operation station will be transferred to the existing Daqiao Station. Combination of the parking of Ordinary Speed Train and Passenger Dedicated Line as well as separation of passenger trains and freight trains will improve the water environment at the station area of the existing Dunhua Station. Newly increased sewage can meet class 3 standard of Integrated Wastewater Discharge Standard (GB8978-1996) after treatment at the septic tank and oil separation tank, and will be discharged to the municipal pipe network and finally runs into the sewage treatment plant; so the designed measures are feasible.

Existing sewage discharged from Tumen Station is about 80m3/d, which is mainly domestic sewage from station areas. After pretreatment at the septic tank, the water quality can reach class 3 emission standard of Integrated Wastewater Discharge Standard (GB8978-1996); then it will be discharged to the municipal pipe network together with the newly increased domestic sewage and finally runs into the sewage treatment plant.

(2) North Weihuling Sattion, South Dashitou Station, North Liangshui station

Newly increased domestic sewage discharged from North Weihuling Sattion, South Dashitou Station and North Liangshui station can meet the dry farming standard of Water Quality Standard for Farm Irrigation (GB5084-2005) and be used for greening at the station areas after pretreatment at the septic tank and oil separation tank as well as further treatment by anaerobic filtration container. It will not be discharged out, so it will impose no impact on the water environment along the line.

(3) West Yanji Station

West Yanji Station is a newly built tank station. There is on CRH Storage Park in the researc

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