1. Introduction
E2646
V1
1.1. Project Background
The proposed Harbin-Jiamusi (HaJia Line hereafter) Railway Project is a new 342 km double track
railway line starting from the city of Harbin, running through Bing County, Fangzheng County, Yilan
County, and ending at the city of Jiasmusi. The Project is located in Heilongjiang Province, and the
south of the Songhua River, in the northeast China (See Figure 1-1). The total investment of the
Project is RMB 38.66 Billion Yuan, including a World Bank loan of USD 300 million. The
construction period is expected to last 4 years, commencing in July 2010. Commissioning of the line
is proposed by June 2014.
HaJia Line, as a Dedicated Passenger Line (DPL) for inter-city communications and an important part
of the fast passenger transportation network in northeast of China will extend the Harbin-Dalian
dedicated passenger Line to the the northeastern area of Heilongjiang Province, and will be the key
line for the transportation system in Heilongjiang Province to go beyond. The project will bring
together more closely than before Harbin , Jiamusi and Tongjiang, Shuangyashan, Hegang, Yinchun
among which there exists a busy mobility of people potentially demanding high on passenger
transportation. The completion of the project will make it possible for the passenger line and cargo
train line between Harbin and Jiamusi to be separated, and will extend the the line Harbin-Dalian
passenger line to the northeast of Heilongjiang Province,It willl also strengthen the skeleton of the
railway network of the northeastern part of China and optimize the express passenger transportation
network of the northeast. As another express railway to divert the passenger train and cago train, the
pjoject will relieve the pressure of the transportation between Harbin and Jiamusi and will play an
important role in the smooth execution of the snational strategy of “revitalize the old industrial bas of
Northeastern Provinces” . In addition, the execution of the project will also play an important role in
ensuring the good transportation as a rear-area for the trading ports between China an Russia , in
accelerating the development of the relevant trading ports, in developing the economic division and
cooperation between China and Russia and the economic win-win and promoting the regional
economic development and flourishing the frontiers of the northeast of China.
1.2. Environmental Asessment (EA) Preparation
According to World Bank OP4.01 Environmental Assessment, the proposed project is classified as
Category A, dur to the scale of potential environmental and social impacts. As a result, the Bank
required a full environmental impact assessment report. Chinese environmental impact assessment
laws and regulations also required preparation of a full enviornmental impact assessment report.
MOR retained China Railway Third Survey and Desing Institute (TSDI) Co., Ltd. for EIA preparation.
The TSDI has Class A environmental impact assessment accreditation from Ministry of Environmental
Protection (MEP). The EIA report was prepared in accordance with relevant provisions specified in
China EIA laws / regulations and technical guidelines, as well as consideration of World Bank
Figure 1-1 Harbin-Jiamusi Dedicated Passenger Line (HaJia Line)
safeguard policies.
The final English EA documents submitted to the World Bank inlcude:


Enviornmental Impact Assessment Report (EIA)
Environmental Management Plan (EMP)

EA Executive Summary
This report is the English version of the Environmental Impact Assessment, which includes a sumary
of the main text and the following Annexes:

Annex 1 List of Main Applicable Laws and Regulations


Annex 2 Screening of Environmental Objects
Annex 3 Ecological Baseline Survey

Annex 4 Baseline Noise Monitoring


Annex 5 Noise Impact Prediction Table
Annex 6 Mitigation Measure for Noise Control


Annex 7 Baseline Vibration Monitoring
Annex 8 Vibration Impact Predication Table

Annex 9 Mitigation Measures for Vibration Control
The Chinse EIA report was approved by the Ministry of Environmental Protection on Nov XX, 2010.
2. Legal and Regulatory Framewok
2.1
Environmental Assessment Purpose and Principles
The purpose of the environmental impact assessment is as follows.
1. Through the survey and supervision of the existing conditions of the environment sensitive
items and environment, it is expected to have an understanding of the existing environmental
conditions of the region. And with strategy of sustainable development as the guide line to
carry out the policy “Prevention as a major concern and protection as the priority” ,
“Development and protection as equally important aspect” and with environmental evaluation
as a guide in designing , construction and environmental protection and to forecast the impact
of the project on the environment during its construction and operation. And based on the
forecast results, the controlling measures presented in the design document can be proved,
which is imperative. n the light of the principle characterized by “letting the new measures to
substitute the old, it aimed to forward corresponding measures and proposals in order to
reduce and control the emission of pollutants and to reach the target of keeping total amount
of emission of pollutants within the controlled limit of the region and to proved a scientific
ground for the local environment protection department to control and plan the environment.
2. To carry out the principle of “people oriented” by involving the public in the project and
residents in the proving of the project, so that the decision of the project will be more
democratic , scientific, to avoid the potential dangers created by the impact of the project on
the environment in the future. To guide the public to the management and supervision of the
environment protection during the construction and operation of the project. And at the same
time to publicize the national laws, statutes and policies on environmental protection.
3. To provide a ground for environmental protection and engineering design and environmental
management of the project from the perspective of environmental protection, together with
the analysis of the economic benefits and too prove the feasibility of the project.
The principle of the environmental assessment - The assessment is based on the national laws, statutes,
and relevant documents and with the environmental evaluation guiding principle and the technological
criteria for railway environment as the guiding principle. The assessment is done in the light of the
characteristics of the planned railway and with sensitive problems involved in ecological damage,
noise ,and vibration as the evaluating principle. During the assessment full use is made of the existing
data with the necessary supplementary elements such as survey, monitoring, and analogical
monitoring of the existing conditions.The assessment is done in the light of the engineering design
and with full consideration of different assessment elements for different section of the planned line.
And finally based on the assessment results a control measures and suggestions not only feasible in
technology but also rational in economy are put forward.
2.2
National Laws and Regulations
The preparation of the EIA for the proposed project fully complies wit hthe provision of relevant
Chinese natonal laws and regulations for construction projects. A list of relevent laws, regulations,
technical guidelines and relvant document is presented in Annex 1.
Table 2-1 summarizes some key provisions of applicable laws and regulations and project compliance
relative to the preparation of environmental impact assessment and project design.
Table 2-1 Key Environmental Laws and Regulations and Project Compliance
Laws and Regulations
Environmental Protection Law
Environmental
Assessment Law
Impact
Key Applicable Provisions
“Construction projects that would cause environmental pollution must follow the provisions of
relevant environmental protection rules and regulations. The environmental impact assessment
document must assess the pollution the project is likely to produce and its impact on the
environment, and stipulate the preventive and mitigation measures. The EA documents shall,
after initial examination by the authorities in charge of the construction project, be submitted to
the environmental protection administration authorities for approval following specified
procedure.”
“Pollution mitigation measures of a construction project must be designed, built and
commissioned at the same time with the main part of the project. No permission shall be given
for a construction project to be commissioned or used, until its installations for the prevention
and control of pollution are examined and considered up to the standard by the relevant
environmental protection authority which had originally reviewed and approved the
environmental impact assessment documents.
“The State adopts a categorized management approach for environmental impact assessment of
construction projects according to the extent of environmental impact of construction
projects ……The Project proponent shall prepare Environmental Impact Assessment Report, or
Environmental Impact Assessment Form, or Environmental Impact Registration Form
according to the follow criteria:
1) An Environmental Impact Assessment Report is required for a construction project
that may cause major impact on the environment, giving comprehensive and detailed
evaluation of the pollution generated and environmental impact caused by the
construction project;
Project Compliance





EIA is prepared according to relevant
laws/regulations and technical
guidelines.
Mitigation measures are developed in
an EMP, incorporated into project
design, and are to be implemented
and supervised during construction.
Final acceptance inspection will be
carried out before commissioning.
A full EIA report is prepared, and
approved by Ministry of
Environmental Protection.
A dedicated Water and Soil
Conservation Plan is developed and
approved by water resources
authorities.
“Catalog for the Categorized Environmental Impact Assessment Management for Construction
Projects shall be compiled and published by the environmental protection administration under
the State Council.”
“For construction projects that involve water conservation and soil erosion control, a Water and
Soil Conservation Plan must be prepared and approved by relevant water resource authorities.”
Notice on Strengthening EIA
Management for Construction
Projects Funded by Loans from
International
Financial
Institutions
Environmental
Protection
Management Regulations for
Transport Projects
“The construction project must abide by environmental protection laws, regulations and
standards of China, and subject to EIA policies. With precondition of compliance with China
EIA provisions, consideration should be given to technical requirements of the IFI.”

EIA and EMP are prepared in
compliance with World Bank OP4.01
and in consideration of World Bank
Safeguards.
“All environmental protection facilities in transport projects must be simultaneously designed,
constructed and put into operation with the main body project…After project completion, the
project proponent shall submit application for acceptance inspection to the environmental
protection authority which had originally reviewed and approved the environmental impact
assessment documents.”

Mitigation measures are developed in
the EMP and incorporated into
project design, and are to be
implemented and supervised during
construction.
Laws and Regulations
Key Applicable Provisions
Project Compliance

Solid
Waste
Pollution
Prevention and Control Law
Water Pollution Prevention and
Control Law
“It is forbidden for any units or individuals to dump or pile solid waste into rivers, lakes,
canals, channels, reservoirs and flood lands and bank slope below the highest water level and
other places where laws and regulations stipulate to be forbidden to dump or pile solid waste.”

“The construction units shall timely remove the solid waste produced during the construction of
the project and shall utilize or dispose of the solid waste in accordance with the requirement
stipulated by the relevant administrative department in charge of environmental sanitation.”

“It is forbidden to discharge or dump industry waste residues, urban refuse or other wastes into
any water body…. It is forbidden to pile or deposit solid wastes and other pollutants on flood
land and bank slopes below the highest water level of rivers, lakes, canals, irrigation channels
and reservoirs”


“Domestic and drinking surface water sources protection zones shall be divided into Class 1
protection zone and Class 2 protection zone…. It is forbidden to construct or expand any
projects that have noting to do with water supply facilities and protection of water sources
within the Class 1 zone. It is forbidden to construct or expand projects that would discharge
sewage into water bodies within the Class 2 zone.”
Forestry Law
Wildlife Protection Law
“Construction project, survey and mining operations shall not occupy forest land or occupy as
little forest land as possible. If forest land is to be occupied or acquired, project proponent shall
submit a land use application to the forestry authority of the people's government of or above
the county level, and, after examination and approval, pay forest restoration fees according to
the standard stipulated by the state.”

“The State protects wildlife and its habitats. It is forbidden for any one to illegally hunt or
destruct wildlife habitats.”

“If a construction project produces adverse effects on the environment for the survival of
wildlife under special state or local protection, the construction unit shall submit a report on the
environmental impact. The department of environmental protection shall, in examining and
approving the report, seek the opinion of the department of wildlife administration at the same
level.”
Wild
Plants
Regulations
Protection
“The State protects wild plants and their habitats. All units and individuals shall be forbidden to
illegally collect wild plants or damage the environment for their survival.”
“If a construction project may produce adverse effects on the environment for the survival of
the wild plants under special state or local protection, the construction unit shall make an
assessment on the effects in its submitted report on the environmental impact; ……”





Final acceptance inspection will be
carried out by MEP before
commissioning.
A Water and Soil Conservation Plan
is developed, and incorporated into
EMP and contracts for
implementation
Waste will be recycled or properly
disposed of in preselected and
approved disposal sites with a revegetation plan.
Mitigation measures regarding waste
management are built into the EMP.
The alignment is carefully chosen to
avoid drinking water resource
protection areas.
The alignment is designed with
tunnel-bridge-tunnel scheme to
minimize occupation of forestry land.
Legal procedures will be followed
for land acquisition and
compensation for restoration.
Alignment is carefully chosen to
avoid protected natural habitats
Tunnel-bridge-tunnel scheme is
adopted to minimize fragmentation
impacts.
Potential impact is thoroughly
addressed in the EIA, and necessary
mitigation measures are developed in
the EMP.
Alignment is carefully chosen to
avoid protected natural reserves.
Protected wild plants are identified
and protection measures developed
Laws and Regulations
Nature
Reserve
Regulations
Protection
Key Applicable Provisions
“Nature reserves are classified into three zones, known as the Core Zone, Buffer Zone and
Experimental Zone ….No unit or individual are allowed to enter the Core Zone, except those
who have been approved.….”
“A certain amount of area at the periphery of the Core Zone can be designated as Buffer Zone
where only scientific research and observation activities are allowed. The area at the periphery
of the Buffer Zone is designated as Experimental Zone where scientific experiments, teaching
training, visit and observation, tourism and taming and breeding rare and endangered wild
animals and plants and other activities are allowed.”
Project Compliance



Alignment is carefully chosen to
avoid protected natural reserves
For un-avoidable reserves, alignment
is arranged in Experimental Zone
using tunnel scheme to minimize
impact
Other necessary measures are
developed in EMP
“Production facilities shall not be constructed in the Core Zone and Buffer Zone of nature
reserves….For projects to be constructed in Experimental Zone, the discharge of pollutants of
projects shall not exceed the pollutant discharge standards stipulated by the state or the local
government.”
Scenic
Area
Regulations
Management
“All the scenic spots and natural environment in the scenic area shall be protected strictly and
shall not be damaged or changed at will. …All the construction inside the scenic area or its
peripheral protection area shall be harmonious with the landscape…. Trees inside the scenic
area and its peripheral protection area shall be cultivated and managed according to the
planning regardless of its tenure rights and shall not be felled. ……It is forbidden to fell ancient
and famous trees. ……”



Alignment is carefully chosen to
avoid scenic areas as much as
possible
For un-avoidable scenic areas,
alignment is arranged to avoid main
scenic spots
Greening plan and special design of
stations are developed to be
harmonious with the landscape
Water and Soil Conservation
Law
“In the construction of a rai1way, highway or waterway project, the disturbance of vegetation
shall be minimized; waste sand, rocks and earth thus created must be disposed of in an area
specially designated for the purpose, and shall not be dumped out into any river, lake, reservoir
or any ditch or canal other than the specially designated area; slope protection must be built or
other land management measures adopted on hill-slopes within the frontage of the railway and
highway; after the project is completed, trees must be planted and grass grown on the earth-fetching area, excavated land surface and the exposed land surface for the disposition of waste
sand, rock and earth, in order to prevent soil erosion. ”

A Water and Soil Conservation Plan
is developed, and incorporated into
EMP and contracts for
implementation
Urban Old and Famous Trees
Management Method
“No units or individuals shall, for any reason or by any means, fell old and famous trees or
transplant old and famous trees without approval….If for special need that the Class 2 old and
famous trees should be transplanted, it should, after being examined and approved by the urban
greening authorities, be submitted to the provincial construction authorities for approval; the
transplanting of Class 1 ancient and famous trees should be examined by the provincial
construction authorities and be submitted to the provincial government for approval….”

Alternative alignment is studied to
avoid old and famous trees to the
extent possible
Un-avoidable trees will be relocated
following applicable legal procedures
“Green Corridor Construction is a major part of national greening campaign, and its main
objective is to build green belt along roads, railways, rivers/canals and embankment….”

Notice
National
on
Strengthening
Green
Corridor

Extensive greening plan is designed
along the railway line following
Laws and Regulations
Key Applicable Provisions
Project Compliance
Construction by State Council
relevant technical guidelines
“Green Corridor must be planned together with overall planning of roads, railways and water
resources facilities, and be designed, implemented and finally accepted prior to commission at
same time with main projects”
“By 2005, all expressways, 60% of existing railway lines….shall be greened. By 2010, all
roads, railway lines, rivers/canals and embankment that have the possibility of greening shall
be greened”
Cultural Property Law
“For large scale infrastructure projects, project proponent shall submit application to provincial
and municipal cultural property management authorities which will organize specialized
institutes to conduct archeological survey and investigation within the project scope.”
“During project construction or agricultural activities, if cultural relic is found, one should
immediately stop to protect the site, and report to local cultural property authorities. When a
cultural authority receives such reporting, it shall, under normal situation, visit the site within
24 hours and provide decision within 7 days. The cultural property authority can report to local
government to mobilize police department to protect the site. Chance find of important cultural
relics shall be immediately reported to national cultural property administration which shall
issue decision within 15 days since receipt of such reporting.”
Notice on Strengthening Noise
Pollution Control of Railway
“New railway project must be subject to EIA procedure. …In urban areas, interchange shall be
adopted and the railway tracks shall be fully-fenced to eliminate horning noise impact during
operation. …Mitigation measures shall be adopted to ensure compliance with Railway Border
Noise Limit Standard.”
“Urban planning department shall, in accordance with Urban Regional Noise Standard, avoid
planning of noise sensitive buildings such as schools, hospitals, residential areas, governmental
or research institutes near the railway.”





Cultural property survey along the
whole line has been conducted by
licensed archeological institutes.
Alignment is fine-tuned to avoid
existing cultural relics sites
Chance-find procedure will be
strictly followed.
Noise impact is thoroughly assessed
following EIA technical guidelines
Noise mitigation measures (noise
barriers, sound-insulation windows,
seamless rail, noise damping system
etc.) are designed to mitigate noise
impact
2.3
World Bank Safeguard Polices
The preparation of environmental impact assessment documents also follows the requirements of the
World Bank’s safeguard policies. Ten World Bank safeguard policies were screened for the project. Of
the ten policies, five are triggered: (1) OP4.01 Environmental Assessment; and (2) OP4.12 Involuntary
Resettlement. The EIA documents have been prepared according to the requirements of these
safeguard policies, which are summarized in Table 3-2.
Table 2-2: Applicable World Bank Safeguard Policies and Project Compliance
Safeguard Policies
Environmental Assessment
(OP/BP 4.01)
Involuntary Resettlement
(OP/BP 4.12)
2.4
Actions

Category A project. Full EIA and EMP are prepared.

RAP is prepared.
Assessment Scope and Applicable Standards
The overall project scope considers the following:



2.4.1
The entire Harbin-Jiamusi Railway main line, 342 km in length, including new Jiamusi east
terminal, 8 intermediate stations and renovation of existing Jiamusi station, and liaison lines
affiliated to Harbin and Jiamusi terminal (Figure 3-4-1). Harbin Terminal is not included in the
project.
Construction period: construction is expected to commence in July 2010 and complete in June
2014, with a total construction time of 4 years.
Operation period: from commencement of operation until 2020 for the near future, and 2030 for
the far future.
Assessment Scope and Grade
The assessment scope of this EIA covers the main railway alignment, stations, auxiliary lines, traction
sub-stations (which is for power supply purpose), borrow pits and disposal sites, access roads,
construction/camp sites etc. The impacts addressed in the EIA include environmental impacts (e.g.
ecology, water, air, noise, etc.) and social impact (e.g. traffic disturbance, restriction of access due to
fencing, impact on local drainage/irrigation system, impact on local community life, induced impacts
etc.)
The assessment scope and grade of each environmental factor is determined as shown below in Table
3-3, according to the relevant stipulations of Technical Guidelines for Environmental Impact
Assessment of Railway Construction Projects (TB10502—93) and regional environmental features.
Table 2-3: Environmental Factors and Assessment Scope and Grade
Environmental
factors
Assessment
Grade
Assessment Scope
Area within 300m at the both sides of the center lines along the
outer rails of the railway line.
Ecological
environment
Area within 30m at the both sides of the center line of the
construction access road.
I
Area within 100m out of boundaries of temporary sites.
The boundary of Mayi Rive Wetland Nature Reserve is 9 km
away from the alignment.
The alignment will cross Class II protection Zone of Yilan
County Drinking Water Protection Area
Acoustic
environment
Vibration
Electromagnetic
frequency
I
Sensitive objects within 200m at the both sides of the railway
line.
I
Area within 60m from the center lines along the outer rails at the
both sides of the railway line.
Assessment scope for impact on televisions shall be within 80m
from the center lines along the outer rails of the railway line
N/A
Assessment scope for impact on traction substations shall be
within 50m from the boundary walls of the traction substations,
and focus area for analysis of impact on GSMR base station shall
be the area of 50m in radius from the antennas.
Wastewater discharge outlets at stations along the railway line
Water environment
III
Discharge of waste water produced in construction of key works
during the construction period
Assessment scope for source water production areas along the
railway line shall be from bridge locations to downstream
intakes
Atmospheric
environmental
Solid waste
Chimney emission outlet of new boiler in railway stations.
III
N/A
Area with 50m from the construction site.
Solid waste generated during construction stage.
Solid waste generated from railway operation.
2.4.2
Assessment Standards
Standards for the project environmental assessment are presented below in Table 3-4. The standards
were established in response to the official reply from the environmental protection bureaus of
Heilongjiang Province, the city of Harbin and Jiamusi to the Letter of Request for Verification of the
Environmental Standards Proposed for the New Harbin-Jiamusi Railway Line. These standards are
based on general national standards as well as local regulations and planning.
Table 3-4 Applicable Standards for Environmental Assessment
Standard Name
Function Zone and Criteria Applicable Area/Subject
60m and beyond from the
center lines of the outer
Zone 2-daytime 60dBA，
rails.
Acoustic
night time 50dBA
School
and
hospital
GB3096-2008 Environment Quality
within
assessment
scope
Standard
Zone 4-daytime 70dBA ， 30~60m from the center
night time 55dBA
lines of the outer rails
GB10070-88
Water
Acoustic
Standard No.
Vibration
Env.
Factor
Wastewater
Discharge Standard
Noise
Ambient
Air
Environmental Quality Standard
Type
Environmental
Daytime: 80dB;
Vibration Standards
Night time: 80dB
for Urban Area
Residential area, schools
and hospitals etc. along
the railway line.
Surface Water
Ashi River, Feiketu River,
Class III~V water body
GB3838-2002 Environment Quality
Mayi
River
and
standards
Standard
Mudanjiang River, etc.
GB3095-1996
Ambient Air Quality
Standard and its Class II
amendment
Entire alignment
Emission Standard
and Measurement
Place at 30m away from
Methods of Railway Daytime: Leq70 dBA
GB12525-90
the center line along the
Nighttime: Leq70 dBA
Noise on the
outer rails
Boundary Alongside
Railway Line
Noise Limits for
Construction Site and
Measurement
GB12523-2008
Depending on the type of
Methodology of
Construction sites
GB12524-90
construction activities
Noise on the
Boundary of
Construction Site
Binxi Station, Fangzheng
Station, Yilan Station,
Class III
Jiamusi
Station
：
discharge into urban
sewer system
Binzhou
Station,
《 Comprehensive
Gaolimao
Station,
Wastewater
Geoleng Station, Dalianhe
GB8978-1996
Discharge
Class I
Station, Hongkeli Station,
Standards》
East Jiamusi Station:
discharge into nearby
waterbody
Discharge from
construction site will
comply with receiving
Env.
Factor
Standard No.
Standard Name
Function Zone and Criteria Applicable Area/Subject
water body function.
Regulations
for
Electromagnetic
Radiation Protection
CCIR Recommended
/
Methodology
Pollutants Emission
Ambient
GB13271-2001
Standard for Boiler
air
Electromag
netic
Type
GB8702-88
4kV/m
0.1mT
Be healthy to human body
Signal-to-noise ratio not
less than 35dB
Radio television reception
for inhabitants
Zone 2, Time II
Railway station
3. Project Description and Engineering Analysis
3.1
Project description
The HaJia Line is designed to be a Dedicated Passenger Line (DPL) incorporated with inter-city
function. It is an important portion of the Northeast China fast-speed railway network, an
extension of the HaDa DPL to northeast Heilongjiang Province, and a backbone passenger line of
of the province.
The total length is 342 km, with 5 km existing BinJiang line in Harbin city and 337 km new. The
total investment of the entire project is RMB 38.66 Billion Yuan, including a World Bank loan of
USD 300 million. The construction period is expected to last 4 years, commencing in July 2010.
Commissioning of the line is proposed by June 2014.
Key project technical parameters are presented in Table 3-1 below.
Table 3-1: Key technical parameters of the Gui-Guang Line
Parameter
Unit
Type
Track
Design speed
Length
Minimum curve radius
Railway dedicated passenger line (DPL)
Double
250 km/h
342 km
4000m, in difficult locations sharper curves shall be
tolerated
20 in 1000
4.6 m
Electric
Electric Multiple Units
650m for freight and 650m for passenger trains
Automatic
Maximum grade
Distance in center line of two tracks
Traction
Train type
Effective length of departure track
Train operation control
3.1.1 Project Contents and Scale
A description of key project works and land occupation is summarized in table 3-2
Station
Table 3-2 Project Content and Scale
Works
Unit
Quantity
Length of line
Kilometer of trunk line
342.057
Permanent land occupation
hm2
1416.27
Temporary land occupation
hm2
534.78
Renovation
station
1
New
station
8
Relocation
station
1
104m3
1437.24
Excavation
104m3
2674.54
Mortar rubble
104m3
246626
Civil grill
m2
5028924
Extra-long Bridge
Linear meter/bridge
157506.23 /88
Long bridge
Linear meter /bridge
15084.71/53
Medium bridge
Linear meter /bridge
271.66/3
Box bridge
M2/bridge
2391.84/4
Culvert
Horizontal linear meter/bridge
10547.68/294
Highway overpass
Square meter/bridge
38615.76/62
Double-line tunnel
Linear meter /bridge
14093/9
Traction substation
/
8
House demolition and resettlment
m2
906750
Newly built production houese
m2
99969
Total investment estimate
RMB100 million Yuan
386.64
Subgrade
Backfill
Bridge and viaduct
Ancillary
facilities
Tunnel
3.1.2
Railway Alignment
The proposed Harbin-Jiamusi (HaJia hereafter) Railway Project is a new 342 km double track
railway line (including 5 km of existing Binjiang Line and newly built line 337 km)starting from
the city of Harbin, running through Bing County, Fangzheng County, Yilang County, and ending at
the city of Jiasmusi.
The land form of the project area is mainly alluvain plain, low mountains and rolling hills.
Between Harbin and Bin County the land form is mainly the alluvian plain of the Songhua River.
Between Bin County and Jiamus the land form is mainly rolling hills.
3.1.3
Subgrade Embankment
The length of embankment subgrade is 150 km, amounting to 44% of the total main line.
3.1.4
Stations
The HaJia Line will have 10 stations, including Harbin terminal (which is not included in the
project) in the west end, 8 intermediate stations and Jiamusi terminal in the east end. Between two
adjacent stations the average distance is 37.97km, the maximum is 58.507 km (between Shengli
and Fangzheng), and the minimum is 18.02km between Dalianhe and Yilan.
In Jiamusi, the existing Jiamusi terminal will be upgraded to a dedicated passenger station; the
existing east Jiamusi station will be relocated, and functioned as an freight station.
3.1.5
Bridge Works
A total of 144 bridges/viaducts will be constructed along the whole railway main line, for a total
length of 172862 m, accounting for 51% of the total line length.
A total of 294 culverts/underpasses will be built, which means, not considering bridges/viaducts
there will be 1.9 culverts per kilometer of the the rail line.
3.1.6
Tunnel Works
A total of 9 tunnels will be construced along the whole railway line, for a total length of 14km,
accounting for 4.2% of the total line length. The longest tunnel will be Houshishan Tunnel, with a
length of 4,902 meters.
3.1.7 Electrification Works
A new AT power supply system will be providd to the main line between Taiping Bridge (where
the newly HaJia line connects existing BinJiang line) and Jiamusi. A total of 8 AT traction stations
will be constructed.
Power will be sourced from the local grid under an electricity purchase agreement between HaJia
DPL Company and local electrical grid companies. Each company will be responsible for
constructing a transmission line to each railway traction substations prior to operations. They will
also prepare environmental assessments of their transmission line in accorance with national EIA
regulations and technical guilelines, and submitted to local environmental authorities for review
and approval.
3.1.8 Aggregate, Spoil and Borrow Materials
The project will need to borrow 4.9 million m3earth and stone materials, which will be obtained
under commercial agreements with local land resouce bureaus of Bin County, Fangzheng County,
Yilan County and Jiamusi City. At preliminary design stage, 12 exisisting borrow pits have been
identified.
The project will generate 17.2 million m3 of spoil materials, of which 1.2 million m3 of tops soils
will be reused for revegeation. The remain 16 million m3 of spoils will be disposed of at 45 spoil
sites that have been identified during design stage.
3.1.9 Temporary Construction Works
Temprorary works include material storage and processing plant, beam fabricating yard, mixing
plants, access road, camp etc. Temporary works long the whole alignment are summarized in
Table Table 3-3.
Table 3-3 Temporary Construction Works
Name of Tempoary Work
Unit
Quantity
Material storage and processing plant
Nr.
4
Beam fabricating (storage) yard
Nr.
10
Long rail storage base
Nr.
2
Ballastless track slab prefabricating yard
Nr.
3
Concrete mixing plant
Nr.
31
Temporary transmission line
km
163
Construction sites and camp
Nr.
143
Temporary soil storage yard
Hm2
71
Construction access road
km
202
3.2
Engineering Analysis
The purpose of engineering analysis is to analyze the project environmental settings, and the type,
nature, and scale of project activities. Based on the engineering analysis, scoping and screening of
project environmental issues are conducted.
3.2.1 Scoping and screening of environmental issues
The project will result in environmental impacts during construction stage and operation stage as
well. During construction, the main environmental issues include disturbance to ecological
environment along the alignment, noise, vibration, wastewater, dust, solid wastes; during
operation stage, the negative impacts include noise, vibration, and wastes. Social disturbance such
as land take and resettlement and community severance are also potentially significant.
Based on the nature of the environental and social issues, environmental settings and the sensitity,
an screening matirx of environmental issues is developed, see Table 3-4
Table 3-4 Environmental Screening
Physic-Chemical
Environment
Construction Stage
Sewer
Surface
water
Acoustic
Vibration
Ⅰ
Ⅱ
Ⅱ
Ⅱ
Ⅰ
Ⅰ
Ⅱ
-S
-S
-S
Ⅱ
-L
-L
-L
-M -M
-M
Ⅱ
Ⅰ
-L
-L
-L
-M -M
-M
Ⅱ -M
-M
-M -M -M
-M
Ⅰ
+M
+L
+M
+S
+S
Ⅲ +S
Ⅰ +L
+L
+L
+S
+S
Ⅰ
Ⅲ
-M
-S
-M
-M
-S
-M
-M -M
-M
+M
-S
-S
+S
+M
Agricultur
Forestry
Local
economy
Ground
traffic
Waterway
traffic
Tourism
landscape
irrigation
Ⅰ
Livelihood
Soil
conservati
Ⅰ
Social Economic Environment
Electroma
gnetic
Ambient
air
Vegetation
Significance
Land take
and resettle
Build
access road
/ temp
works
Material
storage and
hauling
Subgrage
earth stone
works
Bridge /
viaduct
Subgrade
protection
House
building
Greening
and
landform
Activities
Significance
Stage
Ecological Environment
Ⅰ
Ⅰ
Ⅰ
-M
-M
-M
-M
-M
-M
+M
+M
+M
Ⅱ
Ⅱ
-M
-S
-S
-M
-M
-S
Ⅱ
Operation Stage
reclaimation
Spoils
disposal
Camp
Train
running
Station
Train
preparation
Domestic
waste
Ⅱ -M
-M
-M
-S
-S
Ⅲ
-S
-S
-S
-S
-S
-S
Ⅰ
-L
Ⅰ
-M
-M
Ⅲ
-S
-S
Ⅲ
-S
-S
-S
-L
-L
-S
-M
-S
+S
+M
+L
+L
+L
-S
-S
-S
Note: Two types of impacts are indicated in the matrix
1. Incremental impact: + positive impact, - negative impact, L High Impact, M Moderate
Impact, S Low Impact, Blank No Impact
2. Combined/Cumulative impact: I Significant Impact, II Moderate Impact, III Low
Impact
3.2.2 Ecological environmental impacts
Land Occupation
Permanent land occupation of the project is caused by construction of subgrade, station/terminal,
bridge/viaduct, culvert, tunnel portal. The total permanent land occupation of the project amounts
to 1,416.27hm2. Permanent land occupation of the project will change functions of the original
land, of which arable land is 903.20 hm2(63.8% of the total), woodland is 419.85 hm2(29.65% of
the total). On the condition of satisfying technical criteria, bridge and viaduct scheme is
maximized to reduce permanent land occupation as much as possible.
Temporary Land occupation of the project is caused by borrow pit, disposal site, access road, and
other temporary works. The total temporary land occupation of the project amounts to 534.78hm2.
The porject construction activities, such as excavation and filling will cuase land occpation,
vegetation clearance, damages to soils of irrigation facilities, and has the potential to result in
degradation of soil conservation function and negative impacts to agricultural production in the
regions along the line.
Earth and Stone Works
Total earth and stone works of the project amount to
4,111×104m3 ， of which filling is
1437×104m3，and excavation is 2,675×104m3. Material balance will be achieved to the extent
possible. The quantity for reuse is 951×104m3. Total total spoils is 1,723×104m3，of which
119×104m3 of top soils will be reused for revegetation. Eventually, 1,605×104m3 will be disposed
of at spoil sites.
Environmental impacts cuased by earth and stone works include

Land clearance and preparation will result in damages to original natural landscapes and
the biological environment, short-time exposure of earth’s surface and soil erosion.

Embankment filling will result in excavation and filling of a large area of surface layer of
the earth, soil erosion. In addition, construction and material hauling for embankment will
cause dust and pollution to ambient air quality.

Construction of embankment protection works, including drainage system, will cause
flushing, damages to irrigation system and soil erosion.


Material borrowing practices will cause loosening of land surface and soil erosion
Spoil disposal practices will potentially cause soil erosion if not well managed.
Bridge Works
Bridge may change the natural hydrological conditions in river, valley, and channels, which will in
turn cause flushing to river bed and bank and impede flood discharge. Bridge pier construction
will generate spoils and wastes that may pollute river, farmland and accelerate soil erosion.
Tunnel works
There will be 9 double-line tunnels, with total linear meters of tunnels of 14,093m, accounting to
4.12% of the total length of the line.
The burial depth of the tunnels of the line is rather shallow. The maximum burial depth of
Houshishan Tunnel is about 130m and that of the other tunnels is less than 100m. Underground
water in most of the tunnels are not developed, and no springs are found during the geological
survey. Limited crevice water in the base rock is prevalent, which is mainly supplemented
thorough natural precipitation.
The potential impact of tunnel works is cut-off of ground water channel/layer, causing leakage and
affecting water supply to people and plants on top of the tunnel. Tunnel wastewater, spoils and
wastes, if not well managed, will pollute receiving water bodies. Soil erosion is another concern
resulting from poor siting or protection of spoil sites.
3.2.3
Acoustic environmental impacts
Noise sensitive sites such as residential areas and schools are distributed on both sides of the
railway of the project. Train noise and construction noise will have impact on those objects.
During construction, filling, compaction, pier building, material hauling, demolition and
excavation, and vehicle are the major sources of noises.
3.2.4
Vibration impacts
Vibration comes from bumping and abrasion of wheels against rails while the train is running, and
the vibration is transmitted to buildings via sleepers, roadbeds, subgrades (or bridge structures)
and the ground, causing the vibration of the buildings and impacts on residential houses.
Apart from these, the project construction activities will have vibration impact on the neighboring
buildings and residents passing through in the construction period.
3.2.5
Electromagnetic impacts
When electric locomotive is running, pulse electromagnetic radiation with wide frequency band
will be generated from instantaneous off-line in the course of sliding of the pantograph against the
overhead line system, and this kind of radiation will have affect TV signal quality nearby.
Meanwhile, high speed railway passing through overhead viaducts or high subgrade sections will
have shielding and reflective effects TV signal nearby.
Moreover, newly built traction substations will generate a power frequency magnetic field, and the
newly built GSMR base station may have impact of electromagnetic radiation.
3.2.6
Water environmental impacts
Domestic wastewater discharged from stations during operation has the potential to pollute
receiving water body. As discussed earlier, bridge pier and tunnel construction and oils from
machinery will potentially cause water pollution if not well managed.
3.2.7
Ambient air impacts
Electric locomotive is adopted for traction in this line. There’s no emission of air pollutants from
locomotives along the line. Fixed air pollution sources are new boilers at all the stations. Boilers
use coal as fuel. Main pollutants are smoke dust and SO2. By design, desulphurization and dustremoval system will be installed to boiler to ensure emissions meet the national standards.
Alternatively, old boilers will be replaced with environmental friendly ones.
During construction, machinery, transportation vehicles, cooking and heating at construction
camps will generate waste gas. Material hauling will cause dust.
3.2.8
Solid waste impacts
The project is a passenger dedicated line. After it is put into operation, solid waste will come
mainly from domestic garbage from working personnel, passengers waiting for trains and garbage
from passenger trains.
Fuel coal boilers will generate some slag. The slag can be used as building materials for road
projects in a planned manner, which will not have great impact on the surrounding environment.
Solid waste during the construction is mainly building solid waste and solid waste generated on
the construction site, which, if not disposed of properly, may have an unfavorable impact on the
surrounding environment.
3.2.9 Screening of Environmental Protection Objects
Based on screening and scoping of environmental factors and impacts, ecological environment,
acoustic environment, vibration and electromagnetic environmental are considered main
environmental receptor or impacts of this project.
Several types of environmental protection objects were identified during the environmental
assessment process. These include:

Ecological objects: land, basic farmland, vegetation, water resource conservation facilities,
and biodiversity resources
 Noise protection objects: residential buildings, schools, hospitals, etc. , totaling 139;
 Vibration protection objects: residential buildings, schools, hospitals, etc. , totaling 88;
 Electromagnetic protection objects: residential buildings, etc., totally 85;
 Surface water protection objects: 10 rivers and the Yilan water source protection area;
 Social environmental protection objects: 4 cultural relics, land take and resettlement, etc.
A complete list of these environmental protection objects is presented in Annex 2 and further
analyzed later in the report.
4 Alternative Analysis
4.1
No project Scenario
At present, there is no direct railway line between Harbin and Jiamusi. Railway transportation
between the two cities uses existing Harbin-Bei’an line (BinBei Line, 325 km long) and SuihuaJiamusi line (SuiJia Line, 382 km long). The time required for travel is about 12 hours. Highway
network plays a crucial role in the project regional transportation, including HaJia Expressway, YiHa
Expressway (Harbin to Suihua), national highway G221 and G222. The continuous improvement of
the above-mentioned major highways during the past years has increased the traffic capacity, running
speed and service quality to different extents. The road transport is playing a more and more important
role in the HaJia transportation function.
The existing railway lines were originally developed 1920-1940’s. Though the two lines have been
renovated, the service level and conditions is rather poor. On the other hand, the road traffic is heavily
affected by weather conditions, notably in winter. The proposed project will be a major passage in the
regional railway network. It connects the Harbin hub with Jiamusi hub, and links to Harbin-Dalian,
Harbin-Qiqihar and Harbin-Mudanjiang DPLs. Hence, it will serve not only regional (northeast China)
but also short-distance passenger travelling purposes. The targeted passengers mainly consist of the
people with the purpose of tourism, business and visit of families.
Without the proposed HaJia project, the increasing passenger and fright transportation demand would
have to be met through widening of the existing highway network and construction of new high-grade
highway, which will have large environmental footprint and social impact given its wider right-of-way.
Furthermore, vehicles will have higher emission of air pollutants and green house gases, compared the
railway for equivalent transportation capacity of passenger and freight, and poses higher risks of
traffic safety in Chinese context.
The proposed HaJia railway will substantially shorten the travel distance between Harbin and Jiamusi
from 506 km to 342 km, and reduce the travel time from 12 to 2 hours. It is expected that once the
HaJia line is open to traffic, the traffic system in this region will be greatly optimized, the restricted
traffic demand will be released, and the passenger traffic volume will be increased in a faster manner.
The faster and better traffic links will provide convenient conditions for the social and economic
exchanges and the industrial cooperation. Through existing railway lines and planned railway lines,
this HaJia Line will connect several ports in the eastern and western borders of the Northeast. In return,
the development of foreign trade will increase the number of commercial and trade passengers. With
the cooperation and exchange between port cities, the number of passengers between port cities and
passing borders will be increased accordingly. The HaJia railway will significantly improve mobility
and accessibility in the project area. During the construction and operation period, the supporting
industries along the railway lines such as, building materials and the power industry will be
stimulated, the quality of employment will increased, development of local economy will be
accelerated, social resource allocation will be optimized, and sustainable development of regional
social economy will be promoted.
The proposed HaJia railway project will have adverse environmental and social impacts, while these
impacts can be avoided, minimized, mitigated or otherwise adequately compensated through careful
alignment selection to avoid environmentally and social sensitive sites and development of a strong
environmental management plan.
4.2
General Alignment Selection
During the project proposal and feasibility study, 4 general alignment schemes were studied, namely
Songhua River South Scheme, Songhua River North Scheme, Songhua River North Existing Passage
Scheme and Songhua River North Sraightening Scheme (Figure 4-1). Comparative analyses of these
three corridors were carried out considering the main cities along the corridor, and other major aspects.
As HaJia line is an inter-city line of relatively short length. The general alignment selection is the
main alternative analysis step.
The four general alignment schemes include:




Songhua River South Scheme: 342 km, including 5 km existing line; 20 stations to be built.
Songhua River North Scheme: 354 km, 8 stations to be built
Songhua River North Existing Passage Scheme: 377 km, 10 stations to be built
Songhua River North Sraightening Scheme: 326 km, including 6.7 km existing line, 7
stations to be built.
Table XXX summarizes the advantages and disadvantages of the four general alternatives considering
environment, social, economic, technical, implementation readiness, and comatibility with pronvincial
planning. Based on the comparison, the following conclsions are reached.




The Songhua River North Straightening Scheme is shorter and straightest scheme.
However, there are few economic hubs along the alignment, and many major construction
works which are complicated and costly to build
The Songhua River North Existing Passage Scheme will pass many economic hubs. The
passenger lines and freight lines can be separated in this passage to improve the service
quality, but in this passage there is already BinBei Line and SuiJia Line which can meet the
basic passenger transport need along the lines. Meanwhile, this scheme can’t meet the
passenger transport need of both sides of Songhua River, and its line is about 40 km longer
than other schemes, which is disadvantageous in terms of travelling time and cost. In addition,
the scheme will pass through Heilongjiang Jiajiao Wetland Nature Reserve, an
environmentally sensitive area, and will cross Songhua River, so it’s not favorable from the
point of view of environment protection.
Songhua River South Scheme and Songhua River North Scheme will open a new transport
passage. It is reasonable in terms of the railway network planning. Both schemes have the
advantages of shorter length, simpler topography, less major works, more economic hubs
along the line, better coordination with the local urban planning.
Songhua River South Scheme has the advantages such as not crossing Songhua River, not
crossing environment sensitive area, higher economic development level and passenger
transport need along the line, compliance with the local government’s requirement for the
alignment of the line, lower investment on project, less difficulty in project implementation.
Therefore, the Songhua River South Scheme is the recommended general alignment scheme.
Figure 4-1 General Alignment Comparison of the HaJia Line
Table 4-1 Comparison of Four General Alignments
Scheme
1.
2.
3.
Songhua
River
South
Scheme
4.
5.
6.
1.
Songhua
River
North
Scheme
2.
3.
4.
Advantage
It has the shortest length and journey time besides the straightening scheme.
The line is in parallel with Tongsan Highway, in accordance with the requirement of
local government for location of lines.
The line is located in the coal chemistry industry planning zone which is one of the four
industrial planning zones of Heilongjiang Province, in accordance with the industrial
planning requirement of Heilongjiang Province.
The line is in coordination with the planning of cities at the south bank of Songhua
River, which helps the development of the cities along the railway line.
The line will neither cross Songhua River nor pass by important environment sensitive
regions, so it has no impact on the river traffic and flood control of Songhua River,
satisfying the environment protection requirement.
Few major projects along the line, which is easier for construction.
There are two more major economic zones along this line than in Songhua River South
Scheme.
The line takes HaQi passenger line to connect Harbin Hub, avoiding the separation of
the city. The demolition project scale is smaller and the construction is easier. The
existing railway infrastructure can be well used.
The line will pass by the north of Songhua River, which is helpful for the development
of Hulan District of Harbin.
The line is in coordination with the planning of cities at the north bank of Songhua
River, which helps the development of the cities along the railway line.
Disadvantage
1.
2.
The line will cross Tongsan Highway for four times.
The introduction of Harbin Hub will cause large scale house
demolition project.
1.
The new line is 7.24 km longer than that in Songhua River South
Scheme requiring an extra investment of 4.42 billion RMB.
The line passes by an environment sensible area which is
Heilongjiang Jiajiao Wetland Nature Reserve.
The line crosses Songhua River.
2.
3.
1.
2.
Songhua
River
North
Existing
Passage
Scheme
1.
2.
3.
The line passes by some important economic areas such as Hulan District and Suihua
City, which will help to attract passengers.
The line takes Haqi passenger dedicated line to connect Harbin Hub, avoiding the
separation of the city. The demolition project scale is smaller and the construction is
easier. The existing railway infrastructure can be well used.
The line is in coordination with the planning of cities along the line, which helps the
development of these cities.
3.
4.
5.
6.
1.
Songhua
River
North
Straightening
Scheme
2.
1.
The line provides the shortest length and journey time.
3.
4.
This line is the longest, 39.2 km longer than that in Songhua
River South Scheme. The journey time is the longest.
The orientation of the line is not in accordance with the industrial
planning of Heilongjiang Province.
The main economic development areas in the service scope of the
line are overlapped with those along HaJia Line, which doesn’t
help the development of other cities.
The line passes by an environment sensitive area which is
Heilongjiang Jiajiao Wetland Nature Reserve.
The line will cross the forest areas in some sections. There are
many major projects such as bridges and tunnels.
The line will cross Songhua River, not in accordance with the
current environment requirement for construction.
The line passes by few economic development areas, which is not
helpful for attracting passengers and developing local economy.
The line passes by an environment sensitive area which is
Heilongjiang Jiajiao Wetland Nature Reserve.
The line will cross Songhua River twice and most of the line will
cross forests and mountains. There are many major projects such
as bridges and tunnels.
The line will cross Songhua River twice, not in accordance with
the current environment requirement for construction.
5.
6.
The introduction of Harbin Hub will cause large scale house
demolition project.
The route of the line is not in accordance with the industrial
planning of Heilongjiang Province.
4.3
Alternatives for sections and stations
Field surveys were conducted along the Songhua River South scheme to identify environmental
sensitive areas that could be potentially affected, including nature reserve, scenic area, forest park,
geological park, source water protection area and cultural relics, as well as urban planning. There are 6
environmentally and social sensitive areas identified, including Qinghua Relics, Chang’an Ancient
Town, Sino-Japan Friendship Forest, Qiaonan Relics, Mayi River Wetland Nature Reserve and Yilan
County Drinking Water Source Protection Area. Various alternatives were studied and the final
proposed alignment successfully avoided most of them. However, due to constraint on topography,
alignment curve and the necessity to access Yilan county, the Class II zone of Yilan Drinking Water
Source Protection Area will be impacted.
Alternative alignments for various sections and terminal/stations have been extensively studied,
during which a comprehensive comparison was conducted to choose the optimal scheme in terms of
environmental and social impacts, technical feasibility, and financial and economic benefits.
Consultation with local governments and relevant authorities of environmentally sensitive areas were
conducted and fully incorporated into the alternative selection process. Several key sections
alternative comparison processes were summarized below.
4.3.1
Comparisons of access lines to and locations of Jiamusi Terminal
The HaJia Line ends at the city of Jiamusi. Two level of comparison was conducted during the
feasibility study stage. Level I studies the access approach to Jiamusi, while Level II aims to study the
optimal location of new east Jiamusi station based on the result of Level I comparison.
Level 1 Study


Access to existing Jiamusi station scheme: the HaJia Line will be connected to existing
Jiamusi station.
Newly built Jiamusi passenger station scheme: a new Jiamusi Station will be built at the
boundary of city planning area.
The access to existing Jiamusi station scheme was selected because due to the economics reason, as
the newly built station will require development of a new green area, building a major bridge across
the Songhua River (see Figure 4-2).
Level 2 Study (CK325+000 [HaJia Line] ~ AK166 + 200[JiaTong Line])
The introduction of HaJia Railway into Jiamusi Station will cause the outward movement of local
freight technical operation. A northern outer loop line for freight train will be constructed as per the
general planning. Considering Jiamusi local passenger and freight transport system arrangement,
existing equipment of East Jiamusi Station, renovation of JiaTong Line, discharging location of the
long-term northern loop line for freight wagon, project of Jiamusi to JiaTong passenger link line, we
compared the station location schemes including renovation of East Jiamusi Station, building East
Jiamusi Station in new site and building new South Jiamusi technical operation station. The scheme
comparison scope is shown in the schematic drawing of location of Jiamusi Local Technical Operation
Station. (see Figure 4-3)

Scheme I: Scheme of East Jiamusi Technical Operation Station
New East Jiamusi Station is located in the west of the existing station, the TuJia Line will be
renovated with parking yard and planned freight yard at one side of the existing line to
facilitate the fetch/load operation on the dedicated line. The planned Jiamusi to JiaTong
Passenger Line passes between the planned freight yard and tatinium sponge dedicated line
through overhead track. The north loop line for freight wagons will cross the existing TuJia
Line in the south of passenger car refitting site and at the throat section of the new EMU
parking yard, and will get into East Jiamusi Station after discharging. JiaTong Line begins
from the south end of East Jiamusi Station, not crossing Tongsan Highway, turns east at the
north side of Tongsan Highway. See the schematic drawing of the location of East Jiamusi
Technical Operation Station.

Scheme II: Scheme of building East Jiamusi Technical Operation Station in a new site
The new East Jiamusi Station will move southward compared with Scheme I. The south end
throat area of the station is adjacent to the highway. The station is close to the existing line.
The planned freight yard can use the free yard from Tatinium sponge factory to highway.
Jiamusi to Jiatong passenger line passes between the parking yard and the planned freight
yard through overhead track. The hump shunting track is located at the south side of the
highway. JiaTong Line and TuJia uplink and downlink all use the existing archways in the
bridge to cross the highway. Tujia uplink will cross JiaTong Line after discharging to reach
East Jiamusi Station. The discharging of Tujia Line and JiaTong Line is located at the south
side of the highway.

Scheme III: Scheme of new South Jiamusi Technical Operation Station
The new South Jiamusi Technical Operation Station will be built on the TuJia Line to the
south of East Jiamusi. As the vertical section conditions of existing TuJia Line are bad
between East Jiamusi Station and Changfatun Station, TuJia Line will be renovated, removing
existing Changfutun Station and build a new South Jiamusi Station at the east side of
Changfatun Station. The line between Jiamusi Station and South Jiamusi Station will be
transformed to double-track. In the station, JiaTong Line will be connected with the JiaTong
Main Line in the direction of Jiamusi.
Comparison of the schemes
Comparison of the 3 schemes is summarized in Table 4-2. The scheme of building new East Jiamusi
Station in a new site is in accordance with the overall planning of the city and can meet the need of
short-term and long-term operations. The railway infrastructure is concentrated, so it will occupy
minimum of land. The titanium sponge factory is far away, so there is less noise and pollution
interfering the station. The north loop line for freight wagons is in coordination with the planning of
the city and easy to realize. There is no interference with the new parking yard. Scheme I requires the
minimum of investment, but the long-term north loop line has big difficulties in realization. The
discharging of JiaTong Line and TuJia Line will seriously separate the regions to the north of the
highway and have big difficulty in realizing the longterm road planning of the city. Considering the
water and soil conservation, the scheme of building new East Jiamusi Station will occupy the
minimum of land, use the minimum of earthworks and have the minimum impact on the environment
and water and soil conservation.
Table 4-2 Comparison of East Jiamusi Station
Scheme
Scheme of building East Jiamusi Technical
Operation Station in a new site
Scheme of East Jiamusi Technical Operation Station
Scheme of new South Jiamusi Technical
Operation Station
Length of line
53.917
55.064
65.671
Length of bridge
26995
38277
37874
Length of tunnel
0
0
3240
Occupied area
214.33hm2
211.79hm2
234.79hm2
Earthwork
5331550 m3
4722790 m3
6682460 m3
Farmland vegetation
Farmland vegetation
Type of occupied
Farmland vegetation
land and vegetation
Compliance
planning
Evaluation
impact
environment
1.The line is in accordance with the overall
planning of the city and meets the local
1.The north loop line is in accordance with the overall
1. The line is in accordance with the overall
requirement of operation in short term and long
planning of the city and meets the local requirement of
planning of the city and meets the local
term.
operation in short term and long term.
requirement of operation in short term and long
2.The station is close to the existing line and so
2.The station is close to the city. The fetch/load
term.
can well use the existing railway land. The
operation on dedicated line is in short distance.
2. The north loop line for freight wagons is in
planned freight yard can use the free space
3.The north loop line for freight wagons crosses the city
coordination with the planning of city, reduce the
with
between tatinium sponge factory and the
and causes a large scale house demolition project and
scale of house demolition project and avoid the
highway. MuJia New Passage crosses the
have big impact on the existing enterprises and residents
interference with the new parking yard.
planned yard. Here the concentration of the
along the line.
3.The existing tracks and equipment of East
railway infrastructure helps to reduce the area of
4.The discharging of JiaTong Line and TuJia Line will
Jiamusi Station can be kept and used for the local
occupied land to minimum. The north loop line
seriously separate the regions to the north of the
industrial station.
for freight wagons is in coordination with the
highway and have big difficulty in realizing the
4. The station is far from city, so the planned
planning of city, reduce the scale of house
longterm road planning of the city.
freight transport will be in long distance.
demolition project and avoid the interference
with the new parking yard.
of This scheme requires more occupied land and This scheme requires minimum occupied land This scheme requires maximum occupied land and
on earthworks, which has bigger impact on environment and earthworks, which has minimum impact on earthworks, which has maximum impact on
and water and soil conservation.
environment and water and soil conservation.
environment and water and soil conservation.
Figure 4-2 Access to existing Jiamusi Station Scheme (Recommended)
Figure 4-3 Location of East Jiamusi Station
4.4
Analysis of the project’s compatibility with related planning
4.4.1
Analysis of coordination with railway network planning
As per the Medium-term and long-term railway network planning of China (adjusted in 2008),
Heilongjiang Province will build a railway passage between Harbin and Jiamusi to improve the railway
network in East and Central regions. It will be an important part of North-East railway rapid passenger
transport network and the extension of HaDa passenger dedicated line toward the North-East region of
Heilongjiang Province. The project will reduce the time and space distance from Harbin to Jiamusi, even to
Tongjiang, Shuangyashan and Hegang. It will become the most convenient passenger transport passage
from the North-East region of Heilongjiang to Harbin and Inside Shanhaiguan Pass.
Currently, the construction of HaDa and HaQi passenger dedicated lines has started. HaMu passenger
dedicated line and MuJia new passage are under planning. After this project is built up, a rapid passenger
transport network will be formed in Heilongjiang region and connect, through HaDa passenger dedicated
line, with all the railway passenger dedicated networks. It permits the rapid passenger transport network to
reach all the regions in Heilongjiang and extend the coverage radius of the rapid passenger network. This
network will make full use of the impacts of passenger dedicated lines and meet the need for rapid intercity
passenger transport along the railway lines. The realization of this project will greatly reduce the time and
space distance between North-East to Harbin and Inside Shanhaiguan Pass, help to improve the
development of Harbin city circle and accelerate the urbanization along the lines. The project is significant
for pushing the win-win cooperation of North-East regions and accelerating the regional economic
integration.
See Figure 4-4 “Schematic Drawing of Medium-term and long-term railway network planning (adjusted in
2008)”.
Figure 4-4 Schematic Drawing of Medium-term and long-term railway network planning (adjusted in 2008)
4.4.2
Analysis of coordination with local traffic and economic development planning
At present, HaJia passage is attracting the passengers from the prefecture-level cities of Heilongjiang
Province such as Harbin, Jiamusi, Shuangyashan, Hegang and Yichun. There is a frequent people flow
and a great potential need for passenger transport. In 2007, the existing HaJia railway line transported
7.29 million people (in single direction), only after HaDa, ShenShan(QinShen) and HaQi lines in
North-East regions.
Table 4-3 Passenger flow density (in single direction) of existing HaJia line in different
years (Unit: 10,000 people)
Section
1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007
Harbin-Suihua 506
537
532
511
505
525
558
512
769
628
693
729
Suihua-Nancha 325
361
330
309
298
287
341
298
362
388
427
453
Nancha-Jiamusi 235
265
235
232
228
214
257
215
407
295
331
347
The existing railway transport system are already not able to meet the need of the rapid development
of regional economy. It is in urgent need to improve the railway transport capacity and quality.
The realization of HaJia passenger dedicated line will bring breaking progress of the regional traffic
infrastructure and it is significant for establishing and improving a modern comprehensive transport
system which is unblocked and convenient and effectively combined with various modes of transport
in the passage. The realization of this project will strengthen the economic links among the cities
along the railways and help the mutual complementation and harmonious development of all the cities
in capital, resources, technology and talents. It will have very deep impact on the realization of
industry cluster, resources assignment and profound integration within the passage and become an
important traffic passage with remarkable connecting impact within the region.
In addition, this line passes by some regions with beautiful natural scenary in northern China style.
But when the tourist economy is growing faster and faster, the tourism along the line is waiting for
development due to the lack of the important engine of “convenient traffic”. The realization of this
project will open a rapid transport passage in HaJia region for the tourists and reach the whole country
by connecting with adjacent passenger dedicated networks. It will greatly help to develop the tourist
resources along the railway to attract the tourists and make the regional tourism greater and stronger.
The forecast annual passenger flow density on HaJia passenger dedicated line is given in Table 4-4.
Table 4-4 Forecast of passenger flow on HaJia passenger dedicated line(in single
direction) Unit: 10,000 people
Passenger flow density (10,000 people)
Sections
Year 2020
Year 2030
Total
Intercity
Long distance Total
Intercity
Long distance
Harbin-Binxian
1717
837
880
2328
1039
1289
Binxian-Fangzheng
1635
755
880
2237
948
1289
Fangzheng-Yilan
1584
704
880
2172
883
1289
Yilan-Jiamusi
1528
648
880
2097
808
1289
Consequently, this project will greatly push the development of local traffic and economy and is in
coordination with the traffic and economic planning of the cities along the line.
4.4.3
Analysis of coordination with the planning of the cities along the line
Coordination with overall planning of Harbin
Harbin is the capital of Heilongjiang Province, a famous historical and cultural city, a modern center
city in the north of North-East China in economy, politics, trade, science and technology, information,
culture and tourism. The population in city center is 3.47 million and the overall city planning
forecasts 4.60 million till 2020 (1.1 million in the north of Songhua River). The spatial layout is an
open city spatial structure with multiple centers described as “One river, two cities (south of river and
north of river), nine groups, eighteen clusters”. The future city spatial development strategy is “to
develop North(north of Songhua River, both banks of Hulan River), to expand West(Qunli and Haxi
New Area), to extend South(develop bungalows), to optimize East(maily industry), to improve
Center(commerce, trade, finance, information, conferences and exhibitions) and to communicate with
outside”.
In the project, the line begins from Harbin Station. The existing Binjiang Line and Jiangnan Line are
rebuilt till Taiping Bridge. The new line passes a corner of the planned Thermal Power Plant of Harbin,
goes northward and then turns to east. The project uses the existing Binjiang Line to connect Harbin
Station so as to reduce the cutting of the urban area. The project is in accordance with the overall
planning of Harbin city, harmonious and compatible. The Urban and Rural Planning Bureau of Harbin
agreed on the itinerary of this line in Harbin with Haguicheng[2010]No.53 document – Report of
opinions about the selection of location of the Harbin urban section of HaJia passenger dedicated line.
Figure 4-5 Sketch map of the planned HaJia railway project and overall planning of Harbin
Analysis of coordination with overall planning of Bin County
It is planned to build Bin Countyinto a major industrial function area of Harbin. Production and
manufacturing, recreational tourism, special agricultural trade and transport are the main town
functions of Binxian District.
The planned HaJia railway project passes by the north of urban area of Bin County(not introduced into
the existing areas). According to the overall planning of Binzhou Town of Bin County(2006-2020) –
Land Development Planning, this area is classified as Level-4 and Level-5 control area and planned
for the purpose of Level-3 housing land as well as commercial, financial and warehouse purpose. So
the existing areas of the city will not be separated, the pollution sources for ecological system and
noise will not be expanded. The boilers in the station are in accordance with the emission regulation
and the sewage of station is treated by the Sewage Treatment Plant. So the planned project doesn’t
have big interference with the overall planning of Binxian District. In addition, the planned project
passes by the Level-3 housing land. We propose that the noise and vibration reduction measures shall
be taken when this housing land is put into construction in the future.
Figure 4-6 Sketch map of the planned HaJia railway project and overall city planning of Binxian District
Analysis of coordination with overall planning of Fangzheng
As per the Overall city planning of Fangzheng (2004-2020), the nature of Fangzheng Town is the
political, economic and cultural center of the district, an ecological garden city specialized in green
food, deep manufacturing of forest products and tourism.
The planned HaJia railway project passes by the north of Fangzheng but does not reach the planned
urban area, about 2.5 km away from the District. Fangzheng city overall planned area is located in the
south of the planned railway project. So the planned project has not big interference with the overall
city planning of Fangzheng District. See Figure 4-7.
Figure 4-7 Sketch map of the planned HaJia railway project and Fangzheng city overall planning
Analysis of coordination with overall city planning of Yilan County
According to the overall planning of Yilan County, the urban area of Yilan is concentrated in the north
of Songhua River, between Woken River and Mudan River near Songhua River. The south and southwest of Yilan County is planned for industrial and warehouse purpose.
The planned HaJia railway project passes by the south-west corner of Yilan County. According to the
overall planning of Yilan, this area is part of the warehouse land. The project will not cause new split
of the urban area and will not expand the pollution sources for econology and noise pollution. The
boilers in the station are in accordance with the emission regulation and the sewage of station is
treated by the Sewage Treatment Plant. Consequently the planned project is in accordance with the
overall planning of Yilan County. See Figure 4-8.
Figure 4-8 Sketch map of the planned HaJia railway project and overall planning of Yilan
Analysis on coordination with overall planning of Jiamusi
The planned project will cross Tongsan Highway atill the reserved New Jiamusi Station. Then the line
will go along the reserved passage in Jiamusi city till the destination of the existing Jiamusi Station.
The planned HaJia railway project will pass by the south of the planned urban area of Jiamusi by
means of Jiamusi Great Bridge, and turn northeastward at Wanfatun and go along the existing railway
line. This project will not cause new split of the urban area. The areas along the line is the passage
reserved to railway, so it will not cause new split of the urban area and will not expand the pollution
sources for econology and noise pollution. The boilers in the station are in accordance with the
emission regulation and the sewage of station is treated by the Sewage Treatment Plant. Consequently
the planned project is not in conflit with the overall planning of Jiamusi.
In the Jiaguicheng[2010]No.12 document – Demand for opinion on the preliminary selection of
location for Harbin-Jiamusi railway passenger dedicated line project, Jiamusi Planning Bureau
indicates that the HaJia passenger dedicated line project is located within the scope defined by the
overall planning of Jiamusi. The nature of project, location of stations, itinerary of the line are in
accordance with the related requirements of the overall urban planning.
Figure 4-9 Sketch map of the planned HaJia railway project and overall planning of Jiamusi
4.5
Summary of the alternative analysis
In this design stage, the concept of environment protection is always in our mind during the whole
design procedure of the project. When we select the route schemes, we tried to avoid and reduce the
impact on the environment sensible areas along the line in order to ensure the environment feasibility
of the route. After investigating the environment sensible areas within the route selection scope, the
line avoids the important econological and social environment sensible areas along the line such as
Mayi River Wetland Nature Reserve (9km away from the border of experimental zone of the Reserve),
Qinghua Ancient Ruines, Changan Old City, Sino-Japanese Friendship Garden, Qiaonan Ancient
Ruines. But limited by the conditions such as topography, radius of curve and the need of introducing
Yilan County into the scope, the project will still cross the Level-2 Reserve for the source of drinking
water of Yilan County.
According to the function of this railway passenger dedicated line, the spatial layout of Jiamusi and
the distribution of the economic development areas of Binxian, Fangzheng and Yilan, the itinerary of
this line is reasonable from the point of view of economic development areas. The line is in
coordination with the planning of the cities along the south bank of Songhua River and helps the
development of the cities along the line. The line is in parallel with Tongsan Highway, which is in
accordance with the requirement of local government for the location of the line. The line will not
cross Songhua River, so it has small impact on the traffic and flood protection of Songhua River. The
line will not passes by important econology sensible areas and cultural relic protection units.
In brief, the route is reasonable.
5 Environmental Baseline
5.1
Natural Environment
5.1.1
Landform
HaJia Railway is located in the northeast of Heilongjiang Province. The topography along the railway
line is mainly alluvial plain, low mountains and hills. From Harbin to Binxian is mainly the alluvial
plain of Songhua River, from Binxian to Jiamusi mainly hills. Jiamusi is located in the northern edge
of Sanjiang Plain at the altitude of 100m ~500m.
Alluvial plain
Low mountains and hills
5.1.2 Hydrology and river system
Groundwater
Because of different types of topography and sedimentation along the railway line, there are various
types of groundwater. In the river valley flat area near Songhua River, Mayi River, Feiketu River and
Mudan River accumulate stratums of Pleistocene series, upper Pleistocene series and Holocene series.
As there isn’t stable aquiclude between stratums, a unified quarternary system of water-content rock
formation was formed to conserve the pore water. The flood plain of the river has thicker watercontent layer with loose granules, good water permeability and strong watery. The water inflow per
well is 1000~5000 m3/d and the buried depth of the groundwater level is not deep. The supply and
drainage both depend on the river. The groundwater level is normally 2.0~50.3 m underground.
In the hills area are distributed a large area of granite, Metamorphite series and sedimentary rocks
where the bedrock fissure water is mainly conserved. The supply is from atmospheric precipitation.
The groundwater level is buried very deep at about 11.0~38.5 m underground. The water level in some
concave section is buried more superficial at 2.3~3.6m underground.
Surface water
The water system along HaJia railway line belongs to Songhua River water system. In Songhua River
South Scheme, there are several larger rivers such as Mudan River, Woken River, Mayi River, Big
Luomi River, Small Luomi River, Demoli River and Feiketu River. In Songhua River North Scheme,
there are several larger rivers such as Hulan River, Piao River, Shaoling River, Mulanda River,
Baiyangmu River, Chalin River, Wulahun River, Xibei River, Dagudong River, Xiaogudong River,
Balan River and Tangwang River, and many medium and small rivers and irrigation canals criss cross.
Now we describe the main rivers passed by the project as follows:
Ashi River
Ashi River basin is located at the south bank of Songhua River. Ashi River is the first-level tributary
of Songhua River, originating from Jianshan Rock of Maoershan Town of Shangzhi, flowing through
Shangzhi, Wuchang, Acheng, Harbin, and flowing into Songhua River near Harbin Cement Plant.
Main stream of Ashi River is totally 213 km long with a river basin area of 3581 km2. Ashi River
develops a good river system and have many tributaries. Its main tributaries include Liushu River,
Liangjia Channel, Fanjia Channel, Huaijia Channel, Small Yellow River, Dongfeng Channel, Dashitou
River and Haigou River. Ashi River is a mountain river with rich water yield in summer but frozen
and almost cutoff in winter. The ice period is from mid-November to the first third of April of the next
year.
This project is located at the tidal mouth of downstream of Ashi River. This section of river becomes
zigzag from Xiaosanjiazi and is naturally divided into two branches eastward and westward at
Huangjiaweizi below the entrance of Dongfeng Channel. They cross four bridges at Hatong Road and
Cement Plant Road and flow into Songhua River respectively. The levee of both banks of the tidal
mouth section is the backwater dyke. The distance between the dykes of both banks is 2.5~3.0 km.
The discharge rate of this river section when the water rise to the same level as the banks is 551m3/s.
For the sections above the backwater dyke of Songhua River, the flood stage at 20-year frequency of
the section with dyke is close to the top of dyke, while the flood will be overbank at the section
without dyke. The flood stage at 50-year frequency is at the same level as the roads along the banks
and the main irrigation canals. The flood protection standard of the banks of backwater dyke section
of Songhua River is higher: the Huagong Dyke of left bank can resist a flood of Songhua River at 50year frequency, while the Dongfeng Dyke of right bank can resist a flood of Songhua River at 20-year
frequency.
There are many industrial and mining enterprises along Ashi River, so a lot of industrial waste water
flows into the river, which causes serious water pollution. The downstream tributaries of Ashi River,
where the vegetation is in bad condition, are mostly intermittent rivers. The sources of some rivers are
even the drainage of the factories.
Within the bridge section, the centenary flow rate of the catchment area of Ashi River is 2037 m3/s.
Feiketu River
Feiketu River is the first-level tributary at the right bank of Songhua River, originating from northeast
of Diaoshui Lake Ridge, its river basin at the north end of Zhangguangcai Mountain Range, its
upstream splitting with Ashi River in north-south direction. From the source, it flows northward to
Linglong Mountain and turns to northwest, then flows westward slowly at Erlongshan Reservoir, then
turns to northwest again after Binxi and flows into Songhua River at Tangfang Laoshantou.
The area of river basin is 1057 km2, of which 887.15 km2 in Binxian. The center line of the river is
78.6 km long, and the straight line is 67.6 km long.
The larger tributaries of Feiketu River include: Dasheli River, Xiaosheli River at left bank,
Deyuanheng Channel, Dijuzi Channel, Tangfang Channel, Shuiquan Channel at right bank. In dry
season, this river has little runoff, but there are many runoff in spring and summer flood periods.
Figure 5-1 Position of Erlongshan Reservoir, Tongsan Highway and railway bridge
Erlongshan Reservoir is located at upstream of Feiketu River, in south of HaTong Road, 6 km from
Binxian. The basin area controlled by the Reservoir is 275.5 km2, reservoir capacity is 94 million m3.
The standard of the Reservoir is designed for resisting flood of 50-year frequency, corrected as per the
resistance to flood of 500-year frequency. It is a comprehensive and adjustable reservoir mainly for
irrigation and flood control and combined with fish-farming and electricity generation.
Binzhou River
Binzhou River is a tributary of Hailihun River, originating from north of Beishan Mountain Rocks.
The controlled river basin area at the railway bridge is 37.61 km2. It is 13.8 km long. Its centenary
flow rate is 133.77m3/s. The tributary of Binzhou River at CK161+300: upstream basin area at the
bridge location is 9.2 km2, and flow rate is 52.07m3/s
Hailihun River
It originates from Hailihun Mountain of Datong Village of Xinli Town. It flows through four counties
which are Xinli, Binzhou, Niaohe and Minhe and flows into Songhua River at Bin Village of Minhe
Town. Hailihun River is totally 43.3km long and the river basin area is 326 km2. Its main tributaries
include Binzhou River and Jiangshuidian Channel. The controlled basin area within the bridge section
is 83.4 km2 and 18.9 km long. Its centenary flow rate is 228.07m3/s.
Mashe River
Mashe River originates from Gaotai Village of Sanbao Town. It flows through four towns which are
Sanbao, Binan, Jingjian and Xindian and flows into Datong River at Xinmin Village of Binan Town
and then into Songhua River. Mashe River is totally 33.3km long and its river basin area is 344 km2.
Its main tributaries include Erdao Channel, Toudao Channel, Kongxin Channel, Yuanbao Channel,
Caishen Channel and Xiaosanxing Channel. The controlled river basin area within bridge section is
119.08 km2 and 14.3km long. Its centenary flow rate is 289.54 m3/s.
Jiaban River
Jiaban River is totally 53.5 km and its river basin area is 950 km2. Its main tributaries include
Hengdao River, Tangshi River, Chaoyang River and Shidong River. The controlled river basin area
within bridge section is 511.73 km2 and 39.5 km long. Its centenary flow rate is 769.03 m3/s.
Taoqi River
Taoqi River originates from Taiping Mountain of Shengli Town of Binxian. It flows through two
towns Shengli and Xindian and flows into Songhua River at Yuquan Village of Xindian. Taoqi River is
totally 47.7 km long and its river basin area is 311.3km2. Its main tributaries include Heimalu Channel,
Chengqianglazi Channel, Luoquan Channel, Hama Channel. The controlled river basin area within
bridge section is 169.94 km2 and 24.6 km long. Its centenary flow rate is 367.44 m3/s.
Mayi River
Mayi River originates from the southeast side of Hufeng Ridge of Laoye Mountain in Shangzhi
District at the north end of Wandashan Mountains. Its trunk stream gathers several steams from the
mountains and flows through Shangzhi District and Yanshou District. It gathers Daliushu River at 49.3
km from the river mouth and goes into Fangzheng District with Yanshou District at right bank. It
flows northeastward along the border of Yanfang District and gathers Dongliangzhu River from right
hand at 32 km from the river mouth. The two rivers flow into Fangzheng District. Its trunk stream
flows toward northeast and gathers Tongzi River from left and Shitou River from right at 25 km from
the river mouth, then it gathers Huangni River from right at 20km from the river mouth, cross HaTong
Road, finally flows into Songhua River in the east of Xinsheng Village of Tianmen Town and in the
west of Laolonggang of Songnan Town. The river is totally 341 km long, in which 49.3km is in
Fangzheng District. The total river basin area is 10727 km2. The tributaries include at left bank Shitou
River, Huangni River, Weisha River, Niannu River, Liangzi River, Xiliushu River, Dongliushu River,
Taipingchuan River, Daliushu River, Tongzi River, and at right bank Dahuangni River, Shitouhezi
River, Wujimi River, Dongliangzhu River, Shitou River and Huangni River.
Lianhua Hydrologic Station of Mayi River is located at 20km upstream from the river mouth. The
controlled river basin area is 10425km2. At medium and high water level, the maximum width of
water surface is 260~1900m, maximum depth of water is 2.6~6.0m, maximum flow speed is
1.3~2.2m/s. At low water level, the maximum width is 145m, maximum depth is 1.3m, maximum
flow speed is 1.1m/s. According to the documents collected from Harbin Hydrologic Station, the
centenary flow rate at Lianhua Hydrologic Station is 6520m3/s. The historic maximum flood flow rate
is 4060m3/s and the corresponding flood level is 100.18m. The frequency of flood is every 30 years.
Daluomi River
Daluomi River originates from north side of Zhangguangcai Mountain and flows from south to north.
It flows into Songhua River at 1km from west of Daluomi. Its total length is 42km and the river basin
area is 491km2. Its main tributaries include Xiangshui River, Dazhujuan River, Yaochuan River
(Xiaohuangni River).
Xiaohuangni River, called Yaochuan River too, is a tributary of Daluomi River. Its total length is
19km and its river basin area is 81km2. It flows into Daluomi River at 2km upstream from the river
mouth of Songhua River where it gathers Daluomi River.
Xiaoluomi River
Xiaoluomi River originates from north of Zhangguangcai Mountain. The altitude of river source is
560m and the altitude of river mouth is 121m. It flows from south to north and flows into Songhua
River at 1km south to Dagaoleng and 3km downstream from the railway bridge. Its total length is
52km and its river basin area is 419km2. Xiaoluomi River crosses mountains and its tributaries are
small. Its main tributary is Wugu River. The river basin area upstream from the bridge is 412km2,
49km long and the centenary flow rate is 682.44 m3/s.
Figure 5-2 Layout of Songhua River, Daluomi River, Xiaohuangni River, Xiaoluomi River
Mudan River
Mudan River is a larger tributary at right bank of downstream of Songhua River. It originates from
Mudan Ridge of Changbai Mountain and flows from south to north through Dunhua, Ningan, Hailin,
Mudanjiang, Linkou, Yilan, and flows into Songhua River at Yilan County of Heilongjiang Province.
The total length of Mudan River is 725km and the area of river basin is 37600km2. The shape of river
basin is like a band in south to north direction and crossing Jilin Province and Heilongjiang Province.
The river is located at 127°32′-130°45′E and 43°00′N. There are many high mountains but few flat in
the river basin. The mountains represent 89% of the total area and the flat 7.7%. The land is higher in
the south and lower in the north, distributed between 300 and 1100m altitude. The average altitude of
the river basin is 528m. The river basin is near Muling River in the east, Tumen River in the south,
Zhangguangcai Mountain, Lalin River and Mayi River in the west, main stream of Songhua River in
the north.
Mudan River is a mountain river flowing through the band of valley between Zhangguangcai
Mountain and Laoye Mountain. The topography changes greatly: narrow valley upstream and U valley
downstream, width between 400-500m. There are 7 larger tributaries: Sha River, Zhuerduo River,
Mayi River, Hailang Rier upper than Mudanjiang city, Wuhulin River, Sandao River and Wusihun
River lower than Mudanjiang city. The tributaries are distributed evenly at both sides of the main
stream.
This project is located at 1km from where Tongsan Highway crosses Mudanjiang Great Bridge. The
span of the river at the location of bridge is about 500m. The section of the river is in U form and there
is cobble river bed and scouring phenomenon. The main channel bends at the location of bridge. There
is running water but no plant in the main channel. Cobble river bed with a coefficient of roughness of
0.026. The flood plain is about 150~300m wide, normally no water, maximum average depth of water
about 4m. There are arable land, sand quarrying pit and flood control forest. The soil is sandy soil with
a coefficient of roughness of 0.06. At right bank of the river is a flood dam in soil texture. The top of
dam is about 6.5m wide where can pass large-scale sand truck. The centenary flow rate is 14670 m3/s.
The flood control project of Mudan River mainly consist of a reservoir project and a levee project.
There are now in Mudan River basin 28 large, medium and small reservoirs, in which 3 large
reservoirs, 6 medium ones and 19 small ones. The existing medium and small reservoirs are mostly
reservoirs with problems or risks which are useless for the flood control of the main stream. Among
the large reservoirs, Huashuchuan Reservoir is in risk and its control area is only 505km2, so it’s
useless for controlling the flood of downstream. Jingbohu Reservoir plays certain adjusting role to the
medium and small flood, but has little adjusting impact on big flood. Lianhua Reservoir has no flood
control capacity, so it discharges all the flood of below 50-year frequency, but has little adjusting
impact on the flood of 50-year frequency and above.
The levee of the main river channel crossed by Mudan River Great Bridge is the backwater levee of
Mudan River.
Woken River
The area of river basin of Woken River is 11630km2 in which the area of main stream is 6242km2.
Woken River is first-level tributary at right bank in the middle of Songhua River. It is located in the
east of Heilongjiang Province and originates from northwest of Wanda Mountains, composed by many
small mountain streams and springs. It flows into Songhua River at 1km east to Yilan County. The
river is 305km long, the average gradient is 0.59% and the river channel bending coefficient is 1.5.
The tributaries of Woken River are densely distributed. The tributaries at right bank are larger,
including Wajinbie River, Qibahuli River, Songmu River, etc. The tributaries at left bank are smaller,
including Qiezi River, Qitai River, Xiaowuzhan River, Nianzi River, Lianzhu River, Jixing River, etc.
There are about 16 tributaries with an area of river basin above 100km2. The river bed of the main
stream and the tributary are dissected superficially. The river channels are mostly in groove profile and
are wide and superficial.
The main river channel is in obvious ladder shape wide of 80m, deep of 0.5m with scouring
phenomenon. There is running water but no plant in the main channel at the location of bridge. The
river bed consists of stones and mud. The coefficient of roughness is 0.026. At the side of shorter
milage, the flood plain is 100m wide, normally no water, maximum depth of water is 3m, there are
arable land and sand quarrying pit. The soil is sandy soil with a coefficient of roughness of 0.06. At
the side of longer milage, there is dense vegetation which are grassland and forest. At the location of
bridge, the river channel bends and the bridge is located at the turning of river channel. The centenary
flow rate of the river at the position of bridge is 3660m3/s.
The main stream and the tributary of Woken River Basin will be frozen in winter and become frostbound before and after January.
The documents collected from Woken Station (1961-2006) show that in drift ice period, maximum
water level is 130.02m and minimum water level is 128.19m.
Songhua River
Songhua River is one of the seven large rivers of China. It has two sources in south and north. Its
northern source is Nenjiang River originating from Yilehuli Mountain of Daxinganling. Its southern
source is the second Songhua River originating from Tianchi of Changbai Mountain of Jilin Province.
The two rivers flow together at Sancha River and are called Songhua River. Songhua River flows
eastward till the border between China and Russia and into Heilongjiang Province. Nenjiang River is
1370km long while the second Songhua River is 958km long. Songhua River is 939km long.
Songhua River flows through Inner Mongolia, Heilongjiang Province and Jilin Province. It is 920km
long from east to west, 1070 km wide from south to north. The area of river basin is 542000km2
representing 44.8% of the total area of North-East region.
Songhua River is wide and superficial river in plain. There are many distributaries, sandbanks and
flood plains in the center of river. The river network at both banks of the main stream is very
developed with a lot of tributaries. From the mouth of convergence, from above down, the tributaries
at right bank include Lalin River, Mayi River, Mudan River and Woken River, and at left bank include
Hulan River and Tangwang River.
This railway line is in the territory of Fangzheng, at south bank of Songhua River. Their distance is the
shortest at this position. In the territory of Fangzhen, the main stream of Songhua River flows from
west to east till 2km north-west to Liuhe Village, Xinan Township of Fangzheng District. It flows
through the northern borders of the five townships which are Xinan, Tianmen, Songnan, Yihantong
and Daluomi and enters into Yilan County at Shahezi Coal Mine of Daluomi Township. The length of
Songhua River within Fangzheng District is 114km. There are Wangjianglou Pier, Fangzheng Port,
Gaoleng Pier and Shahezi Port Office at the river banks in Fangzheng. The land at upper end and
lower section of the river bank is higher. The middle section is the alluvial plain delta of Mayi River.
The bank is convex. It forms a concave bank at Daxingtun at the upstream and Demoli of Yihantong
River at downstream. Songhua River is open every year in the middle to the late April and closed late
of November. It is open to navigation in unimpeded period. The upstream connects Tonghe, Mulan,
Bayan and Harbin. The downstream connects Yilan, Jiamusi, Fujin and Tongjiang. There are
frequently passenger and merchandise vessels coming and going to transport passengers and woods,
coal, etc. It is an important water passage to connect Fangzheng with outside.
Tonghe Hydrologic Station is located at left bank in the middle section of Songhua River within
Fangzheng District. According to the record of Songhua River’s hydrology between 1935 and 1985,
when the Songhua River is at middle and high level at this station, the maximum width of water
surface varies between 1500 and 5500 m, the maximum depth of water 7.3~10.4 m, the maximum
flow speed at 1.2~1.7m/s. During dry season, the maximum width of water surface is 500mm and the
maximum depth of water is 2.4m.
The characteristics of the main rivers along the railway line are given in Table 5-1.
Table 5-1 Characteristics of main rivers along railway line
Mileage of railway
line
River
Centenary flow
rate
Centenary water
level
Designed flow
rate
m3/s
m
m/s
CK3+600-CK5+600
Ashi River
2037.0
116.57
2.57
CK36+520.00
Feiketu River
1400.19
145.007
2.95
CK66+736.50
Hailihun River 228.07
151.725
2.63
CK81+580.00
Mayi River
289.54
136.738
3.10
CK90+743.60
Jiaban River
769.03
140.298
2.86
CK163+770.00
Mayi River
6520
112.710
2.07
CK201+250.00
Daluomi River 526.9
10.381
1.23
CK206+450.00
Xiaoluomi
River
682.44
104.981
2.26
CK249+550.00
Mudan River
14670
101.802
4.13
CK254+230.00
Woken River
3660
99.992
2.97
Note: The rivers above-mentioned in the table are mainly those whose centenary flow rate is above
200m3. The centenary flow rate of other rivers are all very small, so not described here.
The photos of the main rivers along the railway line are shown below:
Ashi river
Halihun River
Mayi River
Jiaban River
Taoqi River
Xiaohuangni River
Mudan River
Demoli River
Xiaoluomi River
5.1.3
Daluomi River
Feiketu River
Woken River
Meteorological Characteristics
This region belongs to temperate zone with humid continental climate. The area that the railway line
passes by is controlled by artic continental air mass in winter, so it is freezing and dry. In summer it is
affected by subtropical maritime air mass, so the climate is hot and rainy. In spring and autumn, due to
the alternative winter monsoon and summer monsoon, the climate is variable. In spring, there are a lot
of gales, little precipitation evaporating fast and frequent drought. In autumn, cold wave often attacks
this area with sudden drop of temperature and frequent frost injury. It is classified as severe cold area
according to the classification of climate zone affecting railway projects. As the temperature drops fast
in winter, the moisture content forms the zone of accumulation. In spring, the temperature increases
slowly, so the infiltration of moisture content is not easy, which is unfavorable to the strength and
stability of the roadbed. So the depth of fill of the roadbed shall be ensured to avoid ice accumulation
and expanding of the ground water in winter and the roadbed shall meet the frost resisting requirement
to avoid the disasters such as ice expanding and water seepage.
The principal meteorological factors of the main cities along HaJia Line such as Harbin, Binxian,
Fangzheng, Yilan and Jiamusi(1979~2008) are given in Table 5-2.
Table 5-2 Principal meteorological factors of weather station
City
Harbin
Binxian
Fangzheng
Yilan
Jiamusi
39.2
36.6
36.8
37.8
38.1
Mensal extreme low temperature
-37.7
for years(℃)
-35.7
-38.6
-36.1
-39.5
Mensal average temperature for
4.7
years(℃)
5.3
4.2
4.3
4.3
Average relative humidity for
years(%)
64
62
71
68
65
Average precipitation for
years(mm)
537.5
504
532
488.2
469.3
Average evaporation capacity for
1454
years(mm)
1524
1117.9
1272.3
1106.1
Maximum depth of snow(cm)
24
30
50
42
45
Average wind velocity for
years(m/s)
3.1
3
2.9
3.5
2.7
24.7
21.7
23
33
25.5
SW
WNW
SW
WSW
SW
Item
Mensal extreme high
temperature for years (℃)
Maximum wind velocity(m/s)
and wind direction for years
Most frequent wind direction for SW、S、 WNW、
years
SSW
SSW
SW、WSW SW、WSW
SW、WSW
According to the meteorological documents(1979~2008) and investigation documents, the maximum
frozen depths of the soil along the railway line are classified in Table 5-3.
Table 5-3 Table of classification of the maximum frozen depths of the soil along the
railway line
Section
Maximum frozen depth (m)
BJCK0+000～CK256+000
2.05
CK256+000～CK338+600
2.20
5.1.4 Formation lithology and geologic structure
Formation lithology
The exposed stratums along the railway line include Quaternary Holocene series artificial
accumulative formation(Q4ml), Quaternary Holocene series alluvium(Q4al), Quaternary Holocene
series alluvium(Q4al+pl), Quaternary upper Pleistocene alluvial proluvial stratum(Q3al＋pl),
Quaternary upper Pleistocene talus-pluvial stratum(Q3dl+pl), Quaternary mid Pleistocene alluvial
proluvial stratum(Q2al+pl), Quaternary mid Pleistocene talus-pluvial stratum(Q2dl+pl), late Tertiary
(E) mudstone, sandstone, Cretaceous upper series(K2) tuff, lower series(K1)mudstone, sandstone,
conglomerate, Jurassic mid series(J2) basalt, Proterozoic(Pt) gneiss, griotte and intrusive rock of
Yanshannian Period(γ5) and Variscan Period(γ4).
The stratums are described as follows:
Quaternary system(Q)
①Holocene series artificial accumulative formation(Q4ml) is mainly composed by miscellaneous fill
and plain fill.
②Quaternary Holocene series alluvium(Q4al) is mainly composed by silty clay, rough angle gravelly
soil and rough round gravelly soil. It is distributed in the riverbed, flood plain and first-level terrace at
both sides of Songhua River and its tributaries. It is the alluvial deposit of the river.
③Holocene series alluvium(Q4al+pl) is mainly composed by silty clay, clay, silt, fine sand, medium
sand, grit and gravel sand.
④Upper Pleistocene talus-pluvial stratum(Q3dl+pl) is mainly composed by silty clay, clay, silt, fine
sand, medium sand, grit, gravel sand, fine round gravelly soil, rough round gravelly soil, fine angle
gravelly soil, rough angle gravelly soil, cobbly soil. It is distributed in the second level terrace at both
sides of Songhua River and its tributaries.
⑤Quaternary upper Pleistocene talus-pluvial stratum(Q3dl+pl) is mainly composed by silty clay and
clay.
⑥Mid Pleistocene alluvial proluvial stratum(Q2al+pl) is mainly composed by silty clay, clay, silt, fine
sand, medium sand, grit and gravel sand. It is distributed in the third level terrace at both sides of
Songhua River and its tributaries.
⑦Quaternary mid Pleistocene talus-pluvial stratum(Q2dl+pl) is mainly composed by silty clay and clay.
Late tertiary system(E)
①Dingshancun Fm (Eds) is mainly composed by mudstone, sandstone, conglomerate. It is distributed
in Binxian.
②Tertiary Dalianhe Fm (Edl) is mainly composed by mudstone. It is distributed in Dalianhe Township.
Cretaceous system (K)
①Upper series (K2) is mainly composed by tuff. It is distributed between Yilan and Jiamusi.
②Lower series (K1) is mainly composed by mudstone, sandstone and conglomerate. It is distributed
in Binxian at right bank of Songhua River and in the eastern mountains area of Binxian.
Jurrasic mid series (J2)
Basalt: tawny, weakly weathered, cryptocrystalline texture and blocky structure, 0～>3m thick.
Scattered distribution.
Proterozoic(Pt)
Gneiss >10.0m thick and mainly distributed in the east of Woken river.
Yanshannian Period(γ5)
Granite: tawny, fleshred, completely weathered ~ highly weathered, granular structure, blocky
structure, core in form of sand, fragment, short column, normally 10~20cm long, thickness of
layer >10m. It is mainly distributed in the rolling terrain along the railway line from Binxian to
Fangzheng. Scattered distribution of diabase.
Variscan Period(γ4)
Granite: tawny, brown yellow, taupe, fleshred, completely weathered ~ weakly weathered, 0~46.7m
thick, mainly distributed in the mountains along the railway line from Fangzheng to Yilan.
Geologic structure
The geologic structure movement along the railway line is intense, frequent and complex, affected by
multiperiodic structure movement. It is preliminarily divided into eastward and westward structure
systems, Cathaysian structure system, Neocathaysian structure system, Cathaysoid structure system,
southward and northward structure systems and northward and westward structure systems.
The geologic structure in this area is mainly rift structure. The larger fracture zone are as follows:
Songhua River Fault (F1): It is distributed along the valley of Songhua River and divided into two
parts. The first part is mainly the normal fault dipping steeply to the north. The geologic structure
characteristics of two sides of the faultage are different. The north side accept a large area of
Quaternary coverage, while the south side forms a banding concave in parallel with the river body or
abrupt bank. The basement is widely exposed, mainly in Harbin ~ Fangzheng. The second part is
mainly the reverse faultage of subtwisted nature constituting rift of the trunk of the east branch of
Yishu graben. It is covered by very thick illuvial horizon and has no relationship with and no impact
on the railway line.
Beilidong-Zhendong Fault (F3): It begins from Beilidong and extends to north west by 300°. Total
length is about 60km. This faultage is a normal fault formed by tension impact and steeply invading
north east. It has no relationship with and no impact on the railway line.
Shengli-Huifa Fault (F4): It is distributed in east-west direction through Shengli and Huifa. The strong
invasion forms a large area of granite. Triangular section and steep rock of the northern rift appears
from time to time. There are normal faults along the rift line such as vein rock, well, etc. It passes by
CK146+000 and is coverd by Quaternary stratums. It has little impact on the construction of the
railway.
Dongliangzhu River Fault (F5): It passes by Jiaxinzi, Zhonghetun, nearly south-north direction, length
＞76km, and triangular sections of rift appear along both banks of Dongliangzhu River. It passes by
CK161+000 and CSK158+000, covered by very thick illuvial horizon, so has little impact on the
construction of the railway.
Demoli Thrust Fault (F6): It is an insidious fault of 17km long. It moves over a long period. The
Variscan gabbro body invades along the fault. In late geological time, due to the continuous movement
of this fault, the north part descended relatively and accumulated the silty clay and silt of Quaternary
upper Pleistocene. It passes by CK194+000, covered by the Quaternary stratums, and has little impact
on the construction of the railway.
Daluomi Fault (F7): It is distributed in Daluomi and extends to north east by 20°, 24km long. Daluomi
River generates along the fault. It passes by CK198+000, covered by the Quaternary stratums, and has
little impact on the construction of the railway.
Chenjialiangzi Oblique Thrust Fault (F8): It is distributed from Gaoleng to Suliantun and extends to
north west about 75km. It passes by CK205+000, covered by the Quaternary stratums, and has little
impact on the construction of the railway.
Sifengshan Reservoir Fault (F9): It is distributed in Sifengshan Reservoir, 17km long, extends to north
west and inclines to north east. No visible relief characteristic. It is a reverse fault. It has no
relationship with and no impact on the railway line.
Zhaoyang Village Fault (F10): It is distributed in Paoziyan to Jiangongcun, 40km long in east-west
direction. It is a series of discontinuous piedmont faults causing the visible border between mountain
and plain. It passes by CK335+000, covered by the Quaternary stratums, and has little impact on the
construction of the railway.
Jusheng Fault (F11), Upland Fault (F12): They are distributed in Jusheng and 372 Upland. Jusheng
Fault is 11km long, while Upland Fault is 4.5km long. They both incline to north east and are normal
fault. They pass by CK320+000 and CK323+000 and cross each other in a big angle. They have little
impact on the construction of the railway.
Electrician Bureau Farm Fault(F13): It is distributed in Fruit Tree Farm to Electrician Bureau Farm in
north-east direction and inclines to north west, 10km long. It is in relief a modern river valley and a
shift fault. It has no relationship with and no impact on the railway line.
5.1.5
Seismic parameters
As per Annex A of Regionalization Map Chinese Earthquake Dynamic Parameters (GB18306~2001)
and combined with the field investigation and engineering setup, the acceleration of the dynamic peak
value of earthquake along the railway line is classified as follows:
Harbin to Jiamusi: the acceleration of the dynamic peak value of earthquake is 0.05g (basic
earthquake intensity is Grade VI).
5.1.6 Unfavorable Geology and special rock and soil
Loose and soft soil
In the project scheme, there exist loose and soft soil including silty clay and clay. Silty clay and clay:
grey black, tawny, charcoal grey, grayish yellow, light grey, molliplast~fluidal plastic, containing rusty
spot. It is mainly distributed in the surface layer of the earth’s surface, 2.0~23.0m thick. See Table 5-4
for detailed sections.
Table 5-4 Loose and soft soil section table
Scheme
Mileage distributing section
CK11+000～CK12+305.96
CK16+392.54～CK18+396.06
Route
scheme
CK23+137.7～CK23+681
CK24+191.06～CK27+502.7
CK28+528.5～CK31+167.7
CK39+906～CK48+500
CK166+674～CK168+654
Filling soil
There is generally fill along the line, mainly including plain fill, miscellaneous fill, filled soil, etc. As
the different filling years, various filling methods and different material sources, the variation of
thickness, content and compactness is important. The filled soil is distributed in the existing roadbed
and composed by silty clay with more homogeneous soil texture and better engineering geological
conditions. Plain fill, tawny, molliplat~stiff-plastic, mainly composed by silty clay filled with a few of
plant roots. It scatters around the towns and villages. Miscellaneous fill, light grey, black grey, mixed
color, moist, mainly composed by silty clay and life waste. It is mainly distributed around the towns
and villages.
Swelling rock (soil)
The mudstone of lower Neogene series and lower Cretaceous series between Harbin and Dalianhe as
well as the completely weathered tuff of upper Cretaceous series between Gaolimao and Jiamusi have
weak to medium expansibility. The side slope shall be moderated during excavation section and the
fill in cutting foundation bed shall be exchanged. In the new station scheme, existing Jiamusi to East
Jiamusi scheme and other scheme, the local silty clay has medium~strong expansibility. The side slope
shall be moderated during excavation section and the fill in cutting foundation bed shall be exchanged.
The depth of excavation shall be controlled.
Seasonal frozen earth
Along the railway line are severe cold regions. There is a layer of seasonal frozen earth on the surface
layer of the ground, thick of 2.2m. It begins freezing every year from the last third of October and
reaches the maximum freezing depth in mid-March.
5.2
Social-economic Environment
5.2.1
Regional economic characteristics
This project is located in Heilongjiang Province, connecting Harbin hub in the west and through
Harbin hub linked to HaDa and HaQi passenger dedicated lines under construction and planned HaMu
passenger dedicated line and related existing lines. It is connected to Jiamusi in the east. It is an
important part of Heilongjiang High Speed Railway Network. It passes by Harbin and Jiamusi of
Heilongjiang Province.
Harbin
Harbin is the capital of Heilongjiang Province, a modern center city in the north of North-East of
China in terms of economy, politics, trade, science and technology, culture and tourism. Its whole area
is 5.3×104km2. Its total population is 9.874 million by the end of 2007. In 2007, it realized a regional
GDP of 243.68 billion RMB, an increase of 16.4% compared with the precedent year. The ratio of the
three industries is 14.3:37.0:48.7. GDP per capita is 24768 RMB.
Harbin is rich in mineral resources. 63 minerals have been discovered, in which 25 types have been
verified for industrial purpose. In which 20 minerals take important position in Heilongjiang Province,
including coal, natural gas, copper, zinc, wolfram, molybdenum, iron pyrite, smelting crystal,
serpentinite, arsenic, stones for construction, mineral water, etc.
Harbin has particular tourist resources, reputed as “Oriental Paris” and “Oriental Moscow”. There are
many historic landmarks and sites such as Dragon Tower, Flood Protection Monument, Confucious
Temple, Jile Temple, Saint-Sophia Church, Central Avenue of Russian culture, Former Residence of
Xiaohong, Shangjing Huining Mansion of Jin Dynasty and more than 500 human and natural
landscapes. They, together with Jingbo Lake, Five Volcano Pools and Zhalong Nature Reserve,
constitute a distinct and particular tourist place in the North of China.
The industrial production of Harbin keeps growing fast. In 2007, the total industrial output is 214.88
billion RMB, an increase of 16.7% compared with the precedent year.
The agricultural production grows steadily. In 2007, Harbin realized a total agricultural output of
50.69 billion RMB, an increase of 6.3% compared with the precedent year. Its total grain output is
975×104t, oil output of 1.2×104t, beet output of 2.3×104t, vegetable output of 194.2×104t.
By 2020, after realizing the objective of building a well-off society in all aspects, Harbin will realize
the modernization, with a GDP of 850 billion RMB and a GDP per capita of 8300 USD.
Bin County
The total area is 3845km2. The total population by the end of 2008 is 620000 and the natural rate of
growth of population is 4.41‰. It has jurisdiction over 17 towns including 10 nations: Han, Manchu,
Mongolian, Hui, Miao, Zhuang, Korean, Dong, Yao and Xibe. In 2008, Binxian realized a GDP of
11.12 billion RMB, an increase of 16.9% compared with the precedent year. In which, the primary
industry realized an added value of 2.61 billion RMB, an increase of 7.0%. The secondary industry
realized an added value of 4.95 billion RMB, an increase of 20.1%. The tertiary industry realized an
added value of 3.56 billion RMB, an increase of 20.7%. The ratio of the three industries is
23.5:44.5:32. The GDP per capita is 17821 RMB, an increase of 16.1% compared with the precedent
year. It realized the general budget revenue of local public finance of 260 million RMB, an increase of
21.1% compared with the precedent year. The total industrial output is 16.60 billion RMB, an increase
of 17.9%. The total fixed investments are 4.49 billion RMB, an increase of 31.7%. The total social
retail goods is 2.85 billion RMB, an increase of 22.3%. The disposable income per capita of urban
residents is 8938 RMB, an increase of 14.0% compared with the precedent year. The net income per
capita of farmers is 5501 RMB, an increase of 19.8%.
Fangzheng
The total area is 2969km2. By the end of 2008, the total population is 220000. It has jurisdiction over
8 towns. There are 17 national minorities living here, representing 2.5% of the total population. In
2008, it realized a GDP of 2.38 billion RMB, an increase of 20.2% compared with the precedent year.
In which, the primary industry realized an added value of 840 million RMB, an increase of 16.7%.
The secondary industry realized an added value of 590 million RMB, an increase of 34.0%. The
tertiary industry realized an added value of 950 million RMB, an increase of 15.9%. The ratio of the
three industries is 35.3:25.0:39.7. It realized the general budget revenue of local public finance of 130
million RMB, the total industrial output of industrial enterprises of 610 million RMB, an increase of
54.2%. The total fixed investments are 1.17 billion RMB, an increase of 50%. The total social retail
goods is 1.16 billion RMB, an increase of 23.3%. The disposable income per capita of urban residents
is 7573 RMB, an increase of 20.6%. The net income per capita of farmers is 5782 RMB, an increase
of 20.0%.
Yilan County
The total area is 4616km2. By the end of 2008, the total population is 400000. It has jurisdiction over
9 towns. There are 17 national minorities living here, representing 5.9% of the total population, most
of whom are Manchu, Hui and Korean. In 2008, it realized a GDP of 5.21 billion RMB, an increase of
15.6% compared with the precedent year. In which, the primary industry realized an added value of
1.63 billion RMB, an increase of 9.7%. The secondary industry realized an added value of 11.89
billion RMB, an increase of 18.5%. The tertiary industry realized an added value of 2.00 billion RMB,
an increase of 17.8%. The ratio of the three industries is 31.5:30.3:38.2. It realized the general budget
revenue of local public finance of 230 million RMB, an increase of 30.9%. The total industrial output
of industrial enterprises above designated size is 11.89 billion RMB, an increase of 14.2%. The total
fixed investments are 2.87 billion RMB, an increase of 45.2%. The total social retail goods is 1.50
billion RMB, an increase of 24.4%. The disposable income per capita of urban residents is 10031
RMB, an increase of 25.6%. The net income per capita of farmers is 5949 RMB, an increase of 19.8%.
Jiamusi
Jiamusi is located in the heart of Sanjiang Plain where Songhua River, Heilong River and Wusuli
River join gather together. It is the center of economy, culture, traffic, science and technology of north
east of Heilongjiang Province and the largest comprehensive center city. Its total area is 32700 km2.
There are 5 open ports of national first level, two international passenger and merchandise transport
passage from Tongjiang and Fuyuan to Russia and a golden water channel joined by river and sea
connecting the countries in Asia-Pacific. It’s very convenient for the trade with Russia. Its total
population is 2.505 million. There are 7 districts in its jurisdiction. In 2007, it realized a GDP of
50.754 billion RMB. The ratio of the three industries is 39.4:18.2:42.4.
Jiamusi is rich in mineral resources. There are 50 minerals explored and verified such as iron,
manganese, titanium, copper, aluminum, zinc, etc. It has distinct tourist resources including Russian
frontier travel, “First sentry in Orient”in Wusu Township of Fuyuan, folk custom of Nanai nationality,
Tangyuan Daliangzi River Forest Garden, etc. With the ownership of Heixiazi Island and its future
development, Jiamusi will become an important breach for the development of tourism.
The industrial economy of Jiamusi operates at high speed and efficiency. As the old industrial basis of
China, its industrial system is complete with solid industrial foundation. There are over 20 sectors
such as mechanical and electrical, paper making, medicine and chemical, foods, textile, etc. There are
a lot of large and medium size key enterprises known in the whole countries in paper making and
motor production field. Its equipment manufacturing industry such as large-size agricultural machines,
large-size coal mining equipment and large-size electrical equipment is in a leading position in
Chinese and international market. In 2007, the enterprises above designated size have realized a total
industrial output of 126.48 billion RMB.
Jiamusi possesses rich resources and products. It is located in the heart of Sanjiang Plain, one of the
world’s three largest black soil plains. With 22 million mu of arable land, it’s the main development
zone of Sanjiang Plain and an important marketale grain basis of the country, abound in grain crops
such as soy bean, rice, corn, wheat, etc. In 2007, its total grain output is 722.3×104t and its total
agricultural output is 11.59 billion RMB.
According to the planning of Jiamusi, by 2020, its total GDP is expected to be more than 120 to 140
billion RMB with an average annual increase of more than 11%. The GDP per capita is expected to
reach 6000 USD and the people will enjoy higher and more comprehensive well-off life level. The
ratio of the three industries will be adjusted to 15:40:45.
The main economic indices of the cities along the railway line are given in Table 5-5.
Table 5-5 Main economic indices of cities along railway line in 2007
Indices
Unit
Harbin
Jiamusi
Total
Area of land
10000 km2
5.3
3.27
8.57
Total population
10000 people
987.4
250.5
1237.9
GDP
100 million RMB 2436.8
507.5
2944.3
100 million RMB 347.7
200.1
547.8
92.5
995.1
100 million RMB 1186.5
215
1401.5
RMB
20259
Primary industry
In which Secondary industry 100 million RMB 902.6
Tertiary industry
GDP per capita
24768
Total agricultural output
100 million RMB 506.9
115.9
622.8
Total industrial output
100 million RMB 2141.8
1264.8
3406.6
Total grain output
104t
722
1697
Social retail goods
100 million RMB 1035.9
120.4
1156.3
5.2.2
975
Traffic and transport situation and reality of passenger carrying capacit
HaJia passenger dedicated line is surrounded by convenient traffic system which has formed a solid
transport network involving water, road and air as well as a large international sea and river combined
transport passage.
Railways
In HaJia passage, the existing railways related to Hajia Railway include BinBei Railway, SuiJia
Railway, TuJia Railway, JiaFu Railway, etc. In 2007, on the section of Harbin to Suihua in this
passage were running 24 pairs of passenger trains, 16 pairs from Suihua to Nancha, 15 pairs from
Nancha to Jiamusi. This railway line, together with Hada passenger line, HaQi intercity line, HaMu
passenger line, will constitute a rapid passenger traffic network in north east region to improve the
passenger and merchandise transport system capacity of 3-longitudinal-4-horizontal railway network
of north east region.
Road
The main modes of transport in HaJia passage include highways like HaJia Highway, YiHa
Highway(Harbin to Suihua) and national highways G221 and G222, etc.
Civil aviation
Along HaJia line there are Harbin Airport and Jiamusi Airport. During the last years, with the rapid
development of economy and growth of life level, the passenger traffic volume by civil aviation
increases fast.
In 2008, Heilongjiang Airport Group Corporation realized a passenger throughput of 5.41million
person-time, a merchandise throughput of 60000t. In which, Harbin Airport realized 4.98 million
person-time and 58000t of merchandises; Jiamusi Airport realized 110000 person-time and 226t of
merchandises. The passenger and merchandise throughput represents 94.09% and 97.04% respectively
of the total throughput of Heilongjiang Province.
Water transport
Harbin Port is one of the eight biggest river ports of China and also the largest river port in north east.
Its river lines cover Songhua River, Heilong River, Wusuli River and Nenjiang River and connect
some ports in Russia and Far-East. Through the river sea combined line, the ships can go out of Dada
Strait and go up to Japan, North Korea, South Korea and South East Asia. Now there are one
passenger port (Beiqidao Street, Daowai District) and one merchandise port (Sankeshu, Taiping
District).
Every summer, there are passenger liners running from Harbin to Jiamusi by Songhua River.
5.2.3
Cultural property
Cultural property survey was conducted for roject alignment by entrusting local archeological
institutes, combined with consultation with local cultural property management authorities/general
public and field survey during EA preparation.
In total 4 cultural property were identified, and the alignment was shifted to avoid all of them. The
location of thse cultural properties is shown in Table 5-6.
Table 5-6 Cultural property along the alignment
Name
Location
Qinghua relics
Bin County of Harbin
Chang’an ancient
twown
Sino-Japan Friendship
Forest
Qiaonan Relics
Bin County of Harbin
Fangcheng County of
Harbin
Yilan County of Harbin
Level
Provincial
Level
Provincial
Level
Provincial
Level
Provincial
Level
Relation with the
railway alignment
2km out of control
boundary
3km out of control
boundary
3km out of control
boundary
200m out of control
boundary
6 Impact Assessment of Ecological Environment
6.1
Forecast and Evaluation of impact on ecological environment
6.1.1
Impact analysis of land occupation on land use and mitigation measures
Impact analysis of permanent land occupation on land use
The permanent occupation of lands by the project includes subgrades, station yards, bridges and culverts，
tunnel inlets and outlets. The permanently expropriated lands by this project line totals an area of 1416.27
hm2, including cultivated lands of 903.20 hm2 (paddy fields of 45.92 hm2 and dry lands of 857.28 hm2),
accounting for 63.77%, orchards of 7.59 hm2, accounting for 0.54%, forest lands of 419.85 hm2,
accounting for 29.65%, ponds of 8.24 hm2, accounting for 0.58%, lands for construction of 42.63 hm2
(including house site), accounting for 3.01% and other lands of 34.75hm2, accounting for 2.45%. Including
stations and relevant facilities, the permanently expropriated lands averagely cover an area of 4.21 hm2 per
kilometer.
The classification and quantity of permanent occupation of lands in the project refers to Table 5-3-1.
Table 6-1 Classification and quantity of permanent land occupation Unit: hm2
Cultivated Areas
City
County
and
District
Total
Daowai
Gar
den
Plot
s
Subt
otal
Pad
dy
Fiel
ds
Dry
Lan
ds
66.7
9
56.4
9
0.2
7
56.2
2
2.49
A’chen
g
116.
94
105.
70
105.
70
0.30
Bin
413.
64
281.
11
1.7
8
Fangzh
eng
268.
18
109.
05
Yilan
293.
45
Veget
able
Plots
For
est
Lan
ds
Past
ure
Lan
ds
Pon
ds
Oth
er
Lan
ds
1.7
4
Lands
for
Constru
ction
6.07
1.78
4.0
4
279.
33
128.
16
0
4.37
43.
76
65.2
9
157.
72
0.9
2
0.49
174.
68
0.1
1
174.
57
113.
18
0.1
4
5.44
1159
.0
727.
03
45.
92
681.
10
2.79
400.
85
6.8
4
2.4
1
19.07
257.
27
176.
17
176.
17
4.80
19.0
0
1.4
32.
33
23.56
Total
257.
27
176.
17
176.
17
4.80
19.0
0
1.4
32.
33
23.56
Total of the
Whole line
1416
.27
903.
20
45.
92
857.
28
7.59
419.
85
8.2
4
34.
75
42.63
Percentage %
100
63.7
7
3.2
4
60.5
3
0.54
29.6
5
0.5
8
2.4
5
3.01
Har
bin
Total
Jiam
usi
Subur
bs
Unu
sed
Lan
ds
2.4
1
2.71
The permanent land occupation will change the original use function of land, wherein the cultivated lands
cover an area of 903.20 hm2, accounting for 63.77%; and the permanently occupation of lands averagely
cover an area of 2.64 hm2 per kilometer. The forest lands cover an area of 419.85 hm2, accounting for
29.65%.
The occupied basic farmlands along the whole line cover an area of about 767.72 hm2, accounting for
85.0%. It is estimated by the yield per unit area of the cultivated lands from each city along the line (By
5000 kg/hm2) that the local grain yield caused by railway construction is reduced by about 3836.5t/a. The
permanently occupation of lands in the project will slightly impact the land utilization pattern of regions
along the line; and the expropriated lands will reduce the quantity of agricultural lands per capita and the
agricultural output aiming at related towns and villages, thereby having an adverse impact on agricultural
production.
Impact analysis of temporary land occupation on land use
The temporary land occupation include borrow pit, Spoil ground, construction roads, large-scale temporary
facility sites, Construction buildings and the like which totally cover an area of 534.78 hm2. The respective
floor areas are shown as follows: Spoil ground of 217.78 hm2, construction roads of 85.38 hm2, beam
construction and storage yards of 123.40 hm2, Prefabrication site of ballastless track slab of 25.20 hm2,
concrete mixing plant of 29.00 hm2, temporary power lines of 7.34 hm2, construction sites of 22.68 hm2,
Temporary residue piling yards in tunnel of 3.20 hm2 and Construction buildings of 20.80 hm2. Refer to
Table 5-3-2.
Table 6-2 Classification and Quantity of temporary land occupation Unit: hm2
Cultivated
Lands
Forest
Lands
Pond Uncultivated
s
Lands
Total
Spoil ground
0.00
0.00
0.00 0.00
0.00
Construction roads
5.91
2.22
0.00 1.11
9.23
Beam construction yards
12.34
0.00
0.00 0.00
12.34
0.00
0.00 0.00
0.00
3.00
0.00
0.00 0.00
3.00
0.32
0.12
0.00 0.06
0.50
0.00
0.00
0.00 1.60
1.60
Temporary residue piling yards in
0.00
tunnel
0.00
0.00 0.00
0.00
Construction buildings
0.00
0.00
0.00 0.80
0.80
Subtotal
21.57
2.34
0.00 3.57
27.47
Spoil ground
65.70
2.40
0.00 9.78
77.88
Construction roads
16.27
6.10
0.00 3.05
25.43
Beam construction yards
37.02
0.00
0.00 0.00
37.02
Prefabrication site of ballastless track
8.40
slab
0.00
0.00 0.00
8.40
Concrete mixing plants
7.00
0.00
0.00 0.00
7.00
Temporary power lines
1.30
0.49
0.00 0.24
2.03
Construction sites
0.00
0.00
0.00 5.32
5.32
Temporary residue piling yards in
0.00
tunnel
0.00
0.00 0.40
0.40
Construction buildings
0.00
0.00 4.80
4.80
City and County
Prefabrication site of ballastless track
0.00
slab
Harbi Concrete mixing plants
n
Temporary power lines
Construction sites
Bin
0.00
Subtotal
135.69
8.99
0.00 23.59
168.27
Spoil ground
5.48
9.61
0.00 59.21
74.30
Construction roads
15.28
5.73
0.00 2.87
23.88
Beam construction yards
12.34
12.34
0.00 0.00
24.68
Prefabrication site of ballastless track
8.40
slab
0.00
0.00 0.00
8.40
Concrete mixing plants
6.00
3.00
0.00 0.00
9.00
zheng Temporary power lines
1.44
0.54
0.00 0.27
2.25
0.00
0.00
0.00 7.60
7.60
Temporary residue piling yards in
0.00
tunnel
0.00
0.00 1.60
1.60
Construction buildings
0.00
0.00
0.00 8.00
8.00
Subtotal
48.94
31.22
0.00 79.55
159.71
Spoil ground
0.00
0.00
0.00 51.47
51.47
Construction road
12.24
4.59
0.00 2.29
19.12
Beam construction yard
12.34
24.68
0.00 0.00
37.02
Ballastless track slab recasting yard
8.40
0.00
0.00 0.00
8.40
Concrete mixing plant
4.00
2.00
0.00 1.00
7.00
Temporary power line
1.00
0.38
0.00 0.19
1.57
Construction site
0.00
0.00
0.00 5.84
5.84
Temporary tunnel slag piling yard
0.00
0.00
0.00 0.80
0.80
Construction building
0.00
0.00
0.00 5.60
5.60
Subtotal
37.98
31.65
0.00 67.19
136.82
Spoil ground
0.00
7.18
0.00 6.95
14.13
Construction road
4.95
1.86
0.00 0.93
7.73
Beam construction yard
12.34
0.00
0.00 0.00
12.34
Ballastless track slab recasting yard
0.00
0.00
0.00 0.00
0.00
3.00
0.00
0.00 0.00
3.00
0.63
0.24
0.00 0.12
0.99
Construction site
0.00
0.00
0.00 2.32
2.32
Temporary tunnel slag piling yard
0.00
0.00
0.00 0.40
0.40
Construction building
0.00
0.00
0.00 1.60
1.60
Subtotal
20.92
9.27
0.00 12.32
42.51
71.18
19.19
0.00 127.41
217.78
Fang
Construction sites
Yilan
Jiamu Concrete mixing plant
si
Temporary power line
Total Spoil ground
Construction road
54.65
20.49
0.00 10.25
85.38
Beam construction yard
86.38
37.02
0.00 0.00
123.40
Ballastless track slab recasting yard
25.20
0.00
0.00 0.00
25.20
Concrete mixing plant
23.00
5.00
0.00 1.00
29.00
Temporary power line
4.70
1.76
0.00 0.88
7.34
Construction site
0.00
0.00
0.00 22.68
22.68
Temporary tunnel slag piling yard
0.00
0.00
0.00 3.20
3.20
Construction building
0.00
0.00
0.00 20.80
20.80
Total
265.11
83.46
0.00 186.21
534.78
Percentage
49.57%
15.61%
0.00
34.82%
%
100.00
%
(1) According to engineering design, the temporary land occupation cover an area of 534.78 hm2,
mainly dry land (265.11 hm2). As a matter of railway construction experience, the foundation of beam
storage yards are generally larger in dimension, with serious hardened earth and difficult to recover after
construction.
(2) The track laying bases and the material plants which are shallower in operation and are easy to
manage may impact local vegetations in case of mishandle, thereby reducing the cultivated lands and
reducing the vegetation coverage rate.
(3) Consider arranging the access roads for major projects, borrow earth pits and spoil pits, material storage
yards and other construction sites during the construction of the temporary roads in the project design.
Totally arrange construction access roads with a length of 202 km in the whole line, including newly-built
double lanes with a length of 28.20 km, newly-built single lanes with a length of 149.01 km, rebuilt double
lanes with a length of 11.30 km and rebuilt single lanes with a length of 13.49 km, which all cover a total
floor area of 85.38 hm2.
(4) The project, which is mainly excavated, is required to respectively excavate and borrow the earth of
485.8×104 m3 and 1604.57×104 m3 except for the use of partial excavations, and the borrow earth pits and
spoil pits cover an area of 217.78 hm2. As the water and soil loss are easily produced on borrow earth pits,
spoil pits and construction roads, the occupied lands will be largely damaged in absence of protection.
Mitigation measures
(1) Increase the proportion of the bridges during the scheme selection providing that technical
conditions are satisfied; and ensure that the bridges along the main line have a full length of 172,862.60 m,
which accounts for 50.54％ so as to reduce the quantity of the permanent land occupation as much as
possible.
Earth and rock engineering should be implemented on principle of reasonable allocation by means of cut to
fill as well as full use; and make the best of earthwork from cutting excavation, temporary project and
bridge & culvert so as to reduce the earth from borrow pit and spoil pit.
These measures can remit the contradiction between railway construction and land resource protection.
(2) After field investigation and negotiation with county governments along project line and according to
railway construction requirements and local actual situation, design company decided that all earth required
by this project will be purchased . 12 borrow pits selected for this project are all existing stone pits.
Recover low vegetation coverage rate by adopting the measures of reinforcing the protection during the
construction and the vegetation recovery after earth excavation and the like after earth excavation to a
certain degree as the vegetation is slightly impactd during the earth excavation; and recover or improve the
ecological environment within a certain time.
(3) Arrange the borrow pits on the low lands with sparse vegetation so as not to impact the agricultural
production and the vegetation in the local. Meanwhile, protect the project and the plants well; and give
priority to farmland building and re-cultivation on the earth discarding fields under adequate conditions.
(4) Give priority to permanent and temporary combination in the temporary project and utilize the
expropriated permanent lands and the used urban lands within the existing sites or the areas as much as
possible so as to reduce the newly occupied lands. Ensure that all the arranged temporary material plants
use the existing stations along the Binzhou line; and arrange 2 track-laying bases at the Xinxiangfang
station in Harbin and the Jiamusi station along the line; and utilize the freight yards in Xinxiangfang and
the rebuilt parking lots in Jiamusi so as not to newly increase the temporarily occupation of lands.
(5) Continuously use a small amount of construction access roads taken as the rural roads as the rural
road network nearby the project is relatively prefect, and plant trees on two sides so as to green and
beautify the environment; recover other construction access roads to be the cultivated lands after the whole
lands are tilled and turned or recover the vegetations; recover the original land utilization type and plant
undershrubs.
(6) Peel 30-cm-thick surface earth before use in the temporary project for the occupied lands and recover
the vegetations after use.
(7) According to the laws and the statutes, etc. regulated in the “Land Administration Law of the Peoples
Republic of China”, the “Regulations on the Implementation of the Land Administration Law of the
Peoples Republic of China”, the “Measures for the <Land Administration Law of the Peoples Republic of
China> implemented by Heilongjiang Province” and the like, let the Employer be responsible for
supplementing the cultivated lands in case that the lands are occupied by the project; pay the cultivated land
reclamation fee in case that the cultivated lands can not be reclaimed under some conditions and let the unit
capable of supplementing the cultivated lands implement the cultivated land supplementing obligation; and
let the Provincial Land Administrative Department inspect and accept the supplemented cultivated lands.
Pay the land compensation fee, the relocation subsidy, the young crop compensation fee and the like for
land requisition for recovering and improving the expropriated farmers’ living standard.
Table 6-3 Regulations on Compensation of expropriated lands
Regulations
Land compensation fee
Relocation subsidy
Attachment
and
young
crop
compensation fee
Calculate by 4-5 times of Calculate by 3-5 times of
average output per mu in the average output per mu in the
former five years as for the former five years as for the
Compensate by the
“Measures for the requisition
of
the
basic standard on relocation subsidy
value
and
the
<Land
farmland; and calculate by 3-4 of farmers required to be
practical loss of
Administration Law times of average output per mu relocated and ensure that the
attachments; and
of
the
Peoples in the former five years as for relocation subsidy does not
compensate by the
Republic of China> the requisition of the general exceed 10 times. Ensure the
output per mu in
implemented
by farmland. Additionally regulate relocation subsidy of animal
the current year as
Heilongjiang
by the Autonomous Regional husbandry people required to be
for the young crop
Province”
People's Government as for the relocated during the grassland
compensation fee
requisition
and
the requisition to be higher than the
appropriation of grassland and standard on the relocation
forestland compensation fees
subsidy of farmers.
(8) Basic farmland protection scheme
Modify the overall land utilization planning according to the document approved by the State in case of
changing the overall land utilization planning of the lands for the construction of large-scale energy sources,
traffic, water resource facilities and other infrastructures approved by the State Council according to the
regulations in Article 26 of the “Land Administrative Law”.
Through estimate, the project will cover a basic farmland area of 767.72 hm2 along the line. Because the
Employer has no condition to reclaim new cultivated lands, the compensation for the occupied basic
farmlands and the occupied cultivated lands will be implemented according to the regulations in the
relevant laws and policies from the State and Heilongjiang Province so as to ensure unchanged quantity of
the local basic farmlands. Implement the following processes according to the relevant regulations in the
“Regulations on the Protection of Basic Farmland” as for the expropriated permanent farmlands:
Transacting the approval process on agricultural land transfer
Implement the basic farmland protection system. According to the regulations in Article 44 of the “Land
Administration Law of the Peoples Republic of China” and Article 15 of the “Regulations on the Protection
of Basic Farmland”, transact the approval process on agricultural land transfer with the approval of the
State Council if the project can not avoid the basic farmland protection area from the view of site selection
and must occupy the basic farmlands as well as the agricultural lands are required to be transferred to be the
lands for construction.

Paying the cultivated land reclamation fee
According to the regulations in Article 16 of the “Regulations on the Protection of Basic
Farmland” that the land occupying unit is responsible for reclaiming the cultivated lands which
are equivalent to the occupied farmlands in quantity and quality according to the principle of
"Reclaiming the same amount of occupied lands” in case of occupying the basic farmlands
approved by the State Council; and if the land occupying unit has no condition to reclaim or the
to-be-reclaimed cultivated lands does not comfort to the requirements, he should pay the
cultivated land reclamation fee according to the regulations from provinces, autonomous regions
and municipalities to reclaim the new cultivated lands, it is preferred that the cultivated land
reclamation fee is paid as the Employer is difficult to reclaim the equivalent cultivated lands in
quantity and quality due to deficient standby land resources along the line; the quantity of the
basic farmlands occupied by the subgrade should be subjected to that affirmed by the local at the
next stage; and an equivalent number of cultivated land reclamation fees should be paid.

Disposal for basic farmland cultivated horizon
According to the requirements in Item II, Article 16 of the “Regulations on the Protection of
Basic Farmland” that the basic farmland occupying unit should ensure that the earth from the
occupied basic farmland cultivated horizon is used for the earth improvement of newly-reclaimed
cultivated lands, poor lands or other cultivated lands according to the requirements of the local
people's governments at or above the county level, move and transport the 30-cm-thick cultivated
horizons on the surfaces of the basic farmlands to the right place during the construction in
coordination with the local government; transport the earth from the cultivated horizons to the
borrow pits for piling if necessary; and let the Local People's Government use the earth for the
earth improvement of newly-reclaimed cultivated lands, poor lands or other cultivated lands.

Basic farmland protection plan
Seriously control and protect the cultivated lands, in particular to the basic farmlands as the land
is non-renewable and is taken as the primary resource of national economy and social
development and the elementary condition of social and economical development. Seriously
implement the cultivated land protection policy, in particular to the basic farmland protection
policy and carry out the cultivated land and basic farmland compensation system.
According to the regulations in Article 31 of the “Land Administration Law of the Peoples
Republic of China” that the State should carry out the cultivated land compensation system, the
Employer should fulfill the occupying-supplementing balance for the occupied basic farmland
during the evaluation so as to balance the quantity and the quality of the occupied and the
supplemented cultivated lands. Implement the measure that the basic farmlands are evenly
occupied and supplemented. Insist on the guideline of increasing income and reducing
expenditure and greatly excavate the potential of standby cultivated land resources. Formulate the
following basic farmland compensation plan during the evaluation through field investigation:
① Agricultural land consolidation: The land consolidation includes both agricultural land
consolidation and non-agricultural land consolidation. The agricultural land consolidation is
carried out in combination with low-and medium-yield farmland upgrade and farmland capital
construction; and a great deal of low-and medium-yield farmlands are distributed in hilly areas
where the project passes through. For example, a great deal of low-and medium-yield farmlands
in the hilly areas in Fangzheng and Yilan Counties can be developed and reclaimed.
② Non-agricultural land consolidation: The non-agricultural land consolidation refers to the
development and the consolidation of villages in the agricultural land, barren hills, barren ditches,
barren hillocks, barren wastes and other odd and waste lands so as to increase the effective
utilization area of the cultivated land and other agricultural lands, improve the land output and
improve the important measures of ecological environment. The agricultural land consolidation
can be combined with the comprehensive agricultural development so as to consolidate the lands
belonging to one production unit but enclosed in that of another in the agricultural lands, the bad
lands, the land barrier factors and other bad conditions according to the sequence of easy first and
difficult then step by step, area by area and plot and plot.
③ Land development and reclaim: It can be realized through developing the easy-to-cultivate
wild grassland and other lands during the planning according to the practical situations of standby
land resources from each city and county along the line. The land reclaim mainly refers to the
rectification and the reclamation of waste brick and tile kilns damaged by mining and pressing,
industrial and mining wastes and damaged lands.
The balance of occupied and supplemented basic farmlands can be realized in quantity and
quality through the above-mentioned plan.
(9) The compensation fee for land requisition is 664,790,770 RMB during the design so as to minimize the
impact of the project on the cultivated lands and the basic farmlands.
6.1.2
Impact analysis of project construction on plants and mitigation measures
Impact of fugitive dust during the construction on crops and vegetations and mitigation
measures
Impact analysis
The earthwork and the stonework will be excavated and filled during the railway construction; and a great
deal of fugitive dust are easily caused in dry season during the construction and covered on neighboring
crops, branches and leaves, thereby influencing the photosynthesis and reducing the yield of the crops and
the fruit trees. The fugitive dust also will impact the fruit setting during the flowering phase, thereby
reducing the yield. The fugitive dust caused during the construction can cause the TSP content in the
atmosphere to increase by 0.3-0.8 mg/m3 within 20-50 m away from the construction site due to exposed
soil through rough estimate during the construction.
In addition, the fugitive dust caused by transport vehicles, which also can easily impact the crops and the
trees on two sides of each construction access road, can be covered on the branches and the leaves, thereby
influencing the growth. It is researched and tested that the fugitive dust caused by vehicle bumping can
reach 8-10 mg/m3 in short-term concentration on two sides of a traffic lane when the weather is
continuously dry and the road conditions are worse. However, the concentration of the fugitive dust can
quickly drop along with the increasing distance and can not be impactd beyond down wind of 200 m.
Mitigation measures
1) Adopt relevant measures such as watering or capping for transport vehicles in case of transporting sand,
soil, dust and other fugitive dust easy-to-produce building materials so as to prevent the fugitive dust.
2) Manage and maintain the construction roads to keep level road surface; and frequently water the gravels
and unsurfaced roads so as to prevent the adverse impact on the vegetations and the crops during the
transportation of the fugitive dust.
3) Harden the main roads on the construction site with clay-bound macadam.
4) Cover or harden in case of storing the earth on the construction site in a concentrated manner.
5) Ensure that the construction site is cleaned by specially-assigned persons and provided with
corresponding watering devices as well as watered and cleaned so as to reduce the pollution produced by
the fugitive dust.
Impact analysis on biomass and mission measures
Impact analysis of project construction on regional biomass
The biomass is used for measuring the function stability of a community, in particular to the function
stability of an ecological system and indicating the living organic matter deposited in the unit area of the
ecological system during the investigation at a particular moment.
The biomass is lost and reduced due to land occupying and ground vegetation destroying during the project
construction, which mainly manifested in two aspects: the project permanently occupies the lands, so that
the land use nature is changed and the permanent biomass loss is caused, and the project is constructed on
the occupied temporary land, so that the ground vegetations are destroyed and the biomass is lost. But, the
biomass on the temporarily occupation of lands will be gradually recovered through agriculture reclamation
and vegetation recovery after the construction. Refer to Table 5-3-4 for fell trees in the project.
Table 6-4 Summary Table for Fell Trees along Hajia Railway
Fell trees (Diameter: cm)
Project/unit
Fell young trees
Mleage
100m2
6-20
21-40
41-60
61-80
pc.
pc.
pc.
pc.
Main tree species
CK0+000
CK7+000
90
100
CK7+000
CK51+000
290
1390
CK51+000
CK70+400
1500
1100
CK70+400
CK178+500
430
640
CK178+500
CK219+500
780
150
Poplar
CK219+500
CK259+000
500
260
Poplar
CK259+000
CK325+000
3030
1840
CK325+000
CK338+670
5.5
14.45
Poplar
260
30
Poplar
200
Poplar
100
Poplar
92.20
Poplar
12410 5290
Total
112.15
Poplar
240
19030 10770 800
Poplar
30
Totally fall 30,630 trees in the project, including 19,030 trees with the diameter of 6-20 cm, 10,770 trees
with the diameter of 21-4 cm, 800 trees with the diameter of 41-60 cm and 30 trees with the diameter of 6180 cm. In addition, fall 11,215-m2 nurseries with the diameter of below 6 cm. The fell tree species is
mainly subjected to poplar and a small quantity of fruit trees. The fell trees are mainly distributed in
Fangzheng County, Yilan County and Jiamusi suburbs.
Investigate the community biomass by adopting the biocoenology method and calculate it according to the
sample community type. Calculate the community biomass on the arborous layer by adopting the average
sample tree method. The biomass of each community during the evaluation is changed along with different
site conditions.
Calculation formula: W=S ( W ' / S ' )
Where: S-basal area of total sample trees;
W', S'-weight and basal area of samples
Calculate the weight and the total quantity of trunks, branches and leaves according to the above formula.
Determine the biomass on the shrub layers and the herbaceous layers by adopting the full harvest method
through weighing the gross dry weight. Refer to Table 5-3-21 (indicated by dry weight) for biomass sample
investigation results of main community type in the project. Calculate the lost biomass on the basis of
occupied permanent floor area and occupied temporary floor area of vegetations and calculated as well as
the unit area of different vegetations.
Refer to Table 5-3-5 for biomass loss of each community caused by permanently occupation of lands and
temporarily occupation of lands in the project.
Table 6-5 Computation Table for Biomass Loss of each Community
Community
Type
Site
conditions
Plant species
Biomass (t/hm2) Total biomass (t)
Secondary forest 502.2
Good
Poplar, etc.
12.5
6277.5
Wild grassland
74.48
Common
Guinea
weeds
1.5
111.72
Orchard
8.37
Good
Apple, etc.
16
133.92
Crops
1167.82
Good
Corn,
rice
sorghum, etc.
19.6
22889.27
Total
1752.87
/
/
/
29412.41
Area (hm2)
grass
and
and
The project will occupy a permanent and temporary vegetation area of 1,752.87 hm2 during the
construction and cause 29,412.41-t total biomass loss.
Mitigation measures
1) Tree transplant and compensation
Further determine the species and the quantity of the fell trees at the next stage and transplant if the trees
are protected by the State and the Local during the design and construction process. Transplant the young
trees which are suitable for being transplanted or the trees which have larger economic value. Carry out
mutual compensation (including mutual complementary planting or monetary compensation) to the trees
which have small transplanting value or are not suitable for being transplanted on the principle of
equivalent compensation under local forest department’s direction in accordance with national and local
compensation standard. Contact the Local Forestry Department at the next stage to further detail the mutual
complementary planting or monetary compensation scheme. Locally select the unused land and the suitable
land for forest to replant on the principle of balanced occupation and compensation. Ensure that the area of
newly-planted forests is larger than that of forests occupied by the project as the forest compensation is on
the principle of biomass equivalence compensation. Select the suitable land for forest in other places for
forestation in case that the unused land and the suitable land for forest are not enough so as to ensure
unchanged total forestry land.
2)
Subgrade side-slope greening
Protect by planting the Amorpha when the embankment side-slope has a height of below 2 m. Protect by
adopting 3×3-m cement mortar coffer stone arch type framework with a water intercepting trench, wherein
the framework, in which the Amorpha is planted, has a thickness of 0.6 m.
3)
Station and living quarter greening
Protect the newly-built embankment side-slope through planting; plant trees in open places on two sides of
the newly-built subgrade for greening and combine the greening trees with local weather and natural
environment; and arrange flower beds at the newly-built stations so as to beautify the environment.
In addition, compensate the lost biomass by greening the soil excavating and discarding fields in the project;
and let the Land Department to reclaim in other places after the Employer pays the cultivated land
reclamation fee in case that the reduced crop biomass is caused by engineering construction so as to ensure
unchanged biomass after the completion of the project.
Newly plant 375,510 arbors and 43,729,360 shrubs along the whole line in the project by adopting the
measures of planting on the subgrade side-slope, planting the arbors and the shrubs and greening the
temporary fields and the soil (slag) discarding fields; and ensure that the seeding, planting and greening
area reaches 237.52 hm2.
Through implementing these measures, the ecological environment along the line also can be improved.
4)
Selection principle of greening trees
Adopt a series of slope protecting and greening works for existing railways and highways according to
geographic and geomorphic conditions, weather, soil, water and soil loss causes and other environmental
conditions of the project so as to obtain good impact.
Bring forward the selection principle of tree and grass species at this section in combination with local
natural conditions and many years of relevant experience:
① Arbor: Poplar, willows, pinus sylvestris and larch, etc.; and the greening seedling can select cedars and
spruces, etc.
② Shrub: Shrub willows, Amorpha, Lespedeza, caragana, sallow thorn, poplar willows and Salix
sungkianica, etc.; and the greening seedling can select cloves, privets, green fence and purple leaf
barberries, etc.
③ Grass seed: Ryegrass, annual meadowgrass, alfalfa, chinese wildrye, Astragalus adsurgens and
daghestan sweetclover.
Observe the growth rhythm of natural vegetations during the greening, adjust measures according to local
conditions and match species with the site. Give priority to local plants and then select the plants
introduced successfully; give priority to deciduous and broad trees, simultaneously and properly combine
evergreen conifer trees and then prepare arbors, shrubs and ground cover plants, etc. for viewing leaves,
flowers, fruits, stems, branches and barks so as to form rich seasonal aspect.
Impact analysis on rare plants and old and famous trees
Impact analysis
Three Class-II State protected key wild plants, namely linden, manchurian China ash and amur corktree,
are discovered in the process of preliminarily investigating the rare plants and the old and famous trees. In
addition, numbered old and famous trees are not discovered within the evaluation area. Refer to the
diagram for distribution position relation between newly-built Hajia railway and protected key wild plants
in Heilongjiang Province.
Mitigation measures
1) Avoid the State protected wild plants and the old and famous trees, etc. on two sides of the railway
within the impact range during the next design phase as much as possible; employ professional personnel to
identify the protected plants before surface cleaning; and move, transplant and adopt other relevant
protection measures for unavoidable protected plants.
2) Train constructors about environment protection before construction to teach them how to protect the
protected wild plants; distribute relevant pictures; and additionally strengthen the propagandizing and
teaching works in a manner of issuing brochures and pictures, etc. or organizing constructors’
representatives to learn. Strengthen the propagandizing and teaching works about the protection of the
protected wild plants, formulate relevant regulations and supervisory systems, and forbid the constructors
to randomly destroy the vegetation activities. Immediately report and cooperate with the Forestry
Department to protect or transplant the discovered protected plants.
Figure 6-1 Diagram for Distribution Position Relation between Newly-built Hajia Railway and Protected
Key Wild Plants in Heilongjiang Province
6.1.3
Impact of project construction on animals and mitigation measures
Impact on terrestrial animals and mitigation measures
Impact assessment
Form the barrier impact due to railway construction and operation, improve the habitat fragmentation
degree, increase the patch quantity and enhance the heterogeneity, so that the population of the terrestrial
wild animals is divided, and their activity range is impactd.
The damage of railway construction to animal habitat is mainly manifested in two aspects, namely railway
route selection and construction period. As the railway construction is a trans-regional and trans-basin
project, and the animal field has to be divided, the large area required by the animals for living is divided
into small areas, so that the natural habitat, the growth, the reproduction and the activity place of the
animals are damaged, the living environment of the animals is threatened, and the animals can not obtain
enough foods and information.
In addition, the railway self as well as the temporary facilities, the temporary houses and the soil excavating
and discarding fields during the construction occupies some land; and the natural environment is damaged
by the disturbance caused by excavating the cut, filling the embankment and tunneling to ground surface,
so that the animal habitat is damaged to a certain degree.
Mitigation measures
Realize the coordinated development of railway construction and ecological behavior of the animals by
adopting systematic and all-around protective measures in the railway planning, designing, constructing,
operating process to minimize the impact of the railway construction on the ecological behavior of the
animals.
Selecting optimal line
Main animal habitat along the line as well as natural reserve and other areas with relatively rich wild
animal resources is not related in the project; and bridges or tunnels should be arranged for water bodies,
hilly areas and other sensitive sections to ensure smaller barrier impact and satisfy the walking demands of
nearby animals.
Strengthening the management
The management adopts a man-made measure and is related to railway construction and ecological
behavior of the animals in the project. The railway planning should not only satisfy the economic demand,
but also satisfy the social and environmental protection demands; and the railway construction and
operation should be explicitly regulated and seriously implemented. Meanwhile, warning signs should be
arranged at the nearby road sections where the animals come and go.
The farmlands, the residential areas and hills, etc. are mainly distributed along the line, the human
interference factors are larger, the habitat is seriously damaged and the natural ecosystem is slightly
conserved. Thereby, there are poor animal resources and unstable habitats of large-scale animals in areas
where the line passes through; and national protected key animals (Refer to Fig. 5-3-1) are not seen during
the filed investigation. The national protected animals mainly depend on birds, and most of birds with
wider habitat are travelers, which are not propagated along the line and confined at a certain place, so that
the impact is less.
Figure 6-2 Diagram for Mutual Distribution Position Relation between Hajia Railway and Protected
Key Animals in Heilongjiang Province
Impact evaluation of noise during the railway construction and operation on bird habitation
and breeding
The impact of the noise on the birds is mainly manifested as follows: the noise may lead the birds to lose
the nesting sites, so that the bird breeding, the food chain and the migration route, etc. are changed.
Impact of noise on birds: the foreign study shows that the sensitive range of the birds to the noise is
basically similar to that of people. However, the birds can not hear the low frequency noise like people
under the usual conditions, and their optimal hearing threshold is 1-5 kHZ, and the birds can adapt the
noise due to great endurance to the noise.
The ambient background noise level (such as leave trembling) beyond the bird habitats is 45 dB averagely,
and the background noise level in the bird nests is 56-60 dB generally. According to some data concerned,
the birds in the bird nests can not be impactd by the noise when the noise level is 60 dB. According to the
results observed by foreign scholars, the birds in the bird nests will be impactd by the noise when the
maximum sound level L max in the nests is more than 60 dB(A).
Bulldozers, excavators, construction machines and other fixed sources as well as concrete agitator trucks,
road rollers, various transport vehicles and other mobile sources will generate strong noise during the
project construction. Through taking heavy cranes with higher sound level A for example, the noise source
level is 90 dBA, which can weaken to 60 dBA at 315 m without any blockage.
Through field investigation, some birds breeding in the evaluation area such as corvidae, fringillidae and
other birds will cause the disappearance and the migration of breeding places in the occupied areas due to
construction. As the breeding birds in the evaluation area have less varies and larger interference factor,
the impact on the breeding birds is less. The foraging of partial birds in the occupied areas will interfered
during the construction, so that the foraging place is slightly transferred.
The weak night light from motor vehicles will have less impact on the habitat of phototactic birds and
other animals during the operation.
In conclusion, due to the adaptability of the birds to the noise and the position relation between the project
and the habitat and breeding place of the protected birds as well as the social and natural activities nearby
the proposed railway, the habitat and breeding of the protected birds can not be impactd for a long time
during the construction through investigating relevant similar projects.
Impact evaluation of project construction on rare animals along the line
Through carrying out filed investigation and consulting relevant data, there are 28 protected species along
the line. There are 26 bird species, including 20 Class II state protected birds and 6 Heilongjiang
provincial protected birds; and there are 2 provincial protected reptiles.
Refer to Table 5-3-6 for the distribution of protected animals along the line and the impact analysis of the
project for details.
Table 6-6 Protected Animals in the Evaluation Area and Impact Analysis of the Project
Ser. No. Species Name
Relation between main habitat and proposed project
Protection
Class
Birds
1
Accipiter gentilis
Class-II State
Protection
2
Accipiter nisus
Class-II State
Protection
3
Accipiter gularis
4
Buteo buteo
5
Buteo lagopus
6
Strix uralensis
7
Asio otus
8
Falco amurensis
9
Falco tinnunculus
10
Milvus migrans
Class-II State
They are distributed in the forests and the hilly Protection
regions along the line and nested on the tall trees in
the forests. Because the areas where the line passes Class-II State
through are mostly parallel to Tongsan Highway and Protection
other existing roads or are positioned in a same Class-II State
channel, the hilly areas where the line passes Protection
through mostly pass through in a tunnel manner; and
their suitable nesting environment is not discovered Class-II State
through field investigation, so that the project will Protection
not impact the habitat and the breeding of these Class-II State
birds basically.
Protection
Class-II State
Protection
11
12
13
14
15
16
17
18
Circus melanoleucos
They are inhabited on wide low hills, plains at the
foots of mountains, grasslands, open fields, river
valleys, marshes, bushes in the forest and marsh
grasslands and also move in the farmlands and the
cultivated lands as well as the grasslands and the
Class-II State
forests nearby the villages after breeding sometimes.
Protection
They are mostly nested on the haystacks on the
tower heads of the shrub meadows in the open
forests or the ground. They mainly move on the
bank of Songhua River through consulting local
people.
B. hemilasius
They are generally nested on the cliffs or the trees,
and its nest is protected by small shrubs. Their
activity areas are mainly distributed along the line, Class-II State
where the population quantity is extremely rare. Protection
There is no suitable breeding environment along the
line.
Falco columbarius
They are generally nested on the trees or the cliffs
and also nested on the ground sometimes. They
Class-II State
particularly like occupying the old nests of crows,
Protection
magpies and other birds and move in the waste lands
and other unused lands along the line sometimes.
Bubo bubo
They are nested in the tree holes and at the
recessions under the cliffs or directly laid at the
Class-II State
recessions on the ground. Their activity areas are
Protection
distributed along the line, and there is no suitable
breeding environment.
Asio otus
They, which are nested in the forest and also nested
in the tree holes, generally utilize the old nests of
Class-II State
crows, magpies and other birds. Their activity areas
Protection
are distributed along the line, and there is no suitable
breeding environment.
Asio flammeus
They are nested in the grass nearby the marshes as
well as in rotten tree holes in the secondary broadleaved forest. The grassland habitat along the line is
Class-II State
less, most of cultivated lands are distributed on the
Protection
periphery, and the human interference factors are
stronger, so that the project will slightly impact the
Asio flammeus.
Circus cyaneus
They are mainly inhabited on the ground of dry
reeds on the bank of Songhua River, grasslands or
bushes. The inhabit suitable for the Circus cyaneus
Class-II State
to nest along the line is less, and the populative
Protection
structure of the Circus cyaneus in this area during
the breeding period is not damaged basically, so that
the project will slightly impact the Circus cyaneus.
Circus spilonotus
They are mainly inhabited in low-humidity regions.
The inhabit along the line is less, and there is no Class-II State
inhabit suitable for the Circus spilonotus to nest due Protection
to frequent human farming activities nearby the
farmlands, so that the project will not impact the
Circus spilonotus.
Aix galericulata
They are mainly distributed in the water areas of
Class-II State
Songhua River and are not distributed at the river
Protection
sections in the project crossing areas.
20
Bonasa bonasia
They, which are mainly nested at the base of the
trees, are also nested on the sunny slopes, at the
primary water sections and under the fallen trees and Class-II State
are mainly distributed in the broad-leaf forest in Protection
Fangzheng County, are far away from the line, so
that the project will not impact the Bonasa bonasia.
21
Dryocopus martius
They are nested in the conifer forests and have wider
Provincial
inhabitation range, so that the project will not impact
Protection
the Dryocopus martius.
22
Anser fabalis
They are distributed on the bank of Songhua River
sometimes and nested on the ground; and there is no Provincial
suitable nesting environment in the impact area, so Protection
that the project will not impact the Anser fabalis.
23
Hirundo rustica
They basically belong to a natural bird living
Provincial
together with people, so that the project will not
Protection
impact the Hirundo daurica.
24
Hirundo daurica
Provincial
Protection
19
25
Lanius sphenocercus
26
Cyanopica cyana
They are inhabited in the forests and the bushes; a
certain area of bushes will be fell in the project; the
Lanius sphenocercus and the Cyanopica cyana
Provincial
utilize other ecological niches suitable for inhabit to
Protection
breed; and two species of birds have stronger
adaptability, so that the project will not impact the
Cyanopica cyana basically.
Provincial
Protection
Reptiles
27
28
Takydromus wolteri
With smaller activity areas, they are inhabited in the
Provincial
bushes under the mountains and are not distributed
Protection
in the evaluation area.
Agkistrodon saxatilis
They are inhabited on the sunny slopes, which
also discovered on the forest edges and
commonly discovered in the stone cracks on
bank of rivers. They are not distributed in
evaluation area.
are
are
Provincial
the
Protection
the
Figure 6-3 Diagram for Mutual Distribution Position Relation between Hajia Railway and Class-I State
Protected Animals in Heilongjiang Province
Figure 6-4 Diagram for Mutual Distribution Position Relation between Hajia Railway and Class-II
State Protected Animals in Heilongjiang Province
According to the investigation on reptile resources along the line and the distribution of rare animal
resources in Heilongjiang Province, the areas where the proposed Hajia railway passes through belong to
IC3 (Songliao Plain Area) and IC4 (Changbai Mountain and Lesser Khingan Mountain Area) from the
view of zoogeographical division. The above analysis results show that the proposed project does not
belongs to the distribution area of State protected mammals and Class-I State protected birds and only
relates to the distribution area of a small quantity of Class-II State protected birds and partial Heilongjiang
Provincial Protected animals.
In order to avoid many ecological interference factors (visual interference and noise interference, etc., in
particular to traffic noise and vibration impact) generated by railway construction and operation, the
habitats of the animals should be far away from the railway during the selection, i.e. the inhabit selection
of the animals will be changed due to the existence of the railway to avoid the inhabits and transfer the
nests. Because the linear project only occupies about 30-m-wide long and narrow area, and Tongsan
Highway, national highway G221 and other existing roads are adjacent in the channel, there is no
inhabiting and breeding rare and endangered animal basically along the proposed project. In addition,
artificial forests, wet lands and other suitable habitats are arranged along the line so as to satisfy the
inhabiting, foraging and breeding demands of above birds and other animals. Thereby, the distribution of
the protected animals in this area can not be impactd by the habitat avoidance of partial population during
the evaluation.
Mitigation measures
Strengthen the management during the construction, reasonably arrange the construction time, avoid the
morning-evening peak of the birds during the process of protecting the birds; strengthen the propaganda
and the education of constructors, enhance the awareness of protecting the animals and forbid to catch the
birds and collect the eggs.
6.1.4 Impact analysis on ecological protection zone
The Harbin-Jiamusi rail line to be built will pass through the following areas: the downtown of Harbin
and the agricultural ecology area in the suburb(Ⅰ5-1-1), the Mayi River downstream, the agriculture and
soil maintaining ecology area (Ⅰ4-2-5), the ecology area of agriculture and animal husbandry and soil
maintaining of Woken River downstream (Ⅰ3-2-4), the ecology area of city and agriculture in Jiamusi
(Ⅰ3-1-1).
Analysis of the project impact on Harbin and suburb agricultural ecology area
The project passes through this ecology area from the designed starting spot (the Harbin station) to the
nearby (BJCK0-CK62). Harbin-Jiamusi rail line in this region mainly involves in bridge and roadbed
construction. And the length of bridge is approximately 29.02km, composing about 46.8% of the total
length in this section. The use of large-proportioned bridge will to a certain extent diminish the destruction
to the local agricultural production, coordinating with the agricultural ecology area.
In this section, the volume of living water is little, which will not intensify the excessive picking of
ground water of the city. The project will destroy the vegetation for a certain area, but it will compensate
to vegetation’s destruction in a large degree with the finished temporary land’s reclamation, afforestation,
the afforestation toward the transplanted arbors and shrubs and such grass on both sides or the roadbed
side slope. Therefore, it will not be obvious to the urbanized warming impact. In the Binxi station and the
Bin County station, sanitary sewage respectively is 10m3/d, 21m3/d, entering sewage treatment plant after
the septic tank processing, the sewage water quality satisfying “Sewage Synthesis Emission standard”
(GB8978-1996) the third-level standard, which will not affect the water quality of the Songhua River. In
this section, the coal boiler is used, with the standardized air pollutant emissions, nearly not influencing
Harbin’s winter mist and dust pollution. Based on the above possible environmental problems the railroad
may produce and the ecology area faces, there is the assessment that the project will not affect the ecology
function area.
Impact analysis of the project toward the Mayi River downstream, the agriculture and soil
maintaining ecology area
This project passes through this ecology area from Bin County nearby (CK62) to the about spot (CK245),
8km from the south west of Yilan County. Harbin-Jiamusi rail line in this region mainly includes bridge,
roadbed and tunneling, with the bridge about 93.9km in length, approximately composing 51.3% of the
total length in this section. The designing of large-proportioned bridge will to a certain extent diminish the
destruction to the local agricultural production and the backfilling of the bridge waste(dregs) will reduce
the soil erosion, both coordinating with the agriculture and soil maintaining ecology area.
The main ecological environment problems are that the slope farming soil are mostly albic soil, with poor
water permeability, extremely easy to cause the soil erosion; The quality of the forest is relatively bad and
the ecosystem service function is weak. In addition, in the area the Mayi River basin is the extremely
important area for the soil maintenance. The construction will inevitably bring about the soil erosion to a
certain extent, but with the end of the construction perturbation's conclusion, the soil erosion will be
effectively controlled with the implementation of the construction and plant-protecting measures on both
sides of the railroad. Besides, it is appraised the soil erosion in this section.
Impact analysis of the project toward the Woken River downstream, the agriculture, animal
husbandry and soil maintaining ecology area
This project passes through this ecology area from the spot (CK245), about 8km from the southwest of
Yilan County southwest to the point (CK297), about 10km from the northeast of Hongkeli Station.
Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and tunneling, with the bridge
about 26.8km in length, approximately composing 51.5% of the total length in this section. The designing
of large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural
production and the backfilling of the bridge waste(dregs) will reduce the soil erosion, both coordinating
with the agriculture and soil maintaining ecology area.
The main ecological environment are the following: The multiple-crop index of agriculture is high and so
is the agriculturally-used chemical’s investment, and also the surface source of pollution is relatively
serious; The vegetation coverage fraction is low and soil erosion is in existence. In the area the Songhua
River basin, the Woken River basin and the Mudanjiang basin are the extremely vital areas for soil
maintaining. This area is moderately sensitive area for soil erosion.
Collectively connecting with the ecological environment problems in this area, the main impact of the
project on this ecology area is soil erosion in the construction period, but which does not involve in the
desertification-controlled vital areas of the soil. Therefore there is the assessment thought that the
conservation of water and soil should be strengthened for this section in the construction period so as to
reduce the quantity of soil erosion.
Impact analysis of the project on the Jiamusi towns and agricultural ecology area
This project passes through the northwest of the ecology area from the spot (CK297) about 10km from
Hongkeli Station to the end point (CK338+670), Jiamusi Station, which does not cover the highly
sensitive areas of biodiversity and sensitivities or water polluted moderately sensitive areas along
Songhua River basin. It is thought that the main impact of the project on this ecology area is the possible
soil erosion to a certain extent. Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and
tunneling, with the bridge about 22.09km in length, approximately composing 53.01% of the total length
in this section. The use of large-proportioned bridge will to a certain extent diminish the destruction to the
local agricultural production, coordinating with the agricultural ecology area.
6.1.5
Environmental impact analysis and mitigation measures of roadbed project
Impact analysis
This design includes 487 individual roadbed construction sites, with the total length of 150.142km,
occupying 44.54% of the newly-built total length. The construction types are mainly the moat slope
protection and the deep cuts, sticky earth embankment, the soft ground embankment and so on. For details
sees Table 5-3-7.
Table 6-7 special roadbed construction point list
Serial
number
Type
1
Embankment
proofing
2
Low
slope
3
Sticky
embankment
earth
4
Soft
embankment
ground
5
Moat slope proofing
64.973
and deep cuts
slope
embankment
Length（km）
Construction number（spots）
18.168
101
7.652
20
31.772
131
15.537
46
168
6
Inflation cuts
3.964
9
7
Cuts along the level
1.026
3
8
Groundwater cuts
0.854
2
9
Soaking embankment 4.966
7
Sum
150.142
487
Before the slope protection project completes, the roadbed slope face will meet with the following
outcomes if not protected properly, especially after the cross section excavated: If in storms, it is easy to
wash the slope face, bring about soil erosion, cause the side slope to collapse so as to possibly destroy and
even wash away the vegetation and the farmland nearby the roadbed, and also possible to cause that has
embankment near the rivers to stop up, to compress the rivers and the drainage ditch.
Mitigation measures
Related protection is done to different side slopes and both sides of the roadbed on the condition that it is
safe and stable for the entire roadbed, stations, and the principal part of bridges and ditches. And the
perfect dewatering excavation is designed to on both sides of the line and the stations, with high-standard
designing and satisfactory water-passing capability.
Protection of the slope face of embankment
The protection of the slope face of embankment should act according to the height and padding nature and
the like of the embankment. The identical labor usually uses the identical protection forms and in ordinary
circumstance the following protection is used:
1) The qualified padding is filled to the low embankment 2.7m below the roadbed face according to the
foundation-bed requirement.
2) The slope face of low embankment uses the planted amorpha fruticosa to protect.
3) The common embankment with the height H≥2.5m, uses 3×3m concrete arch-type skeleton of the C25
belt shutting to protection, with skeleton thickness 0.6m, and amorpha fruticosas planted in the skeleton.
When the embankment is higher than 5m, every other 0.6m a bidirectional earthwork grill is laid down
from the toe of slope to the foundation-bed surface layer, horizontal width 3.0m.
Water immersing embankment
1) Pit immersion
Protection elevation is equal to pit bank elevation and 0.3m. Protection berms in elevation place are
designed together considering the berms with freezing and inflating-proof berms, with the width 2.0-3m.
Above the elevation, the side slope of embankment is designed according to the common embankment.
Below the elevation, the side slope of embankment can degrade a level. Below the elevation water is
pumped, silt is digged and water infiltrating soil is reclaimed.
2)Bridge head immersion
The protection elevation is equal to the many-year meeting design level, the height of attacking waves,
backwater height and 0.5m. The protection berms in elevation place are designed with the width 2.0-4m.
Above the elevation, the side slope of embankment is designed according to the common embankment.
Below the elevation, the side slope of embankment can degrade a level. Below the elevation water
infiltrating soil is reclaimed. In the pumping difficult section, slabstone is thrown and filled from below
general water level plusing 0.5m. In the protection berms and the slope face below them and M7.5 cement
mortar slabstone or dry slabstones of 0.3m in thickness are used to protect the slope. Under the protection
slope is crushed stone layer, with the thickness 0.15m and the foundation pattern basis is determined
according to washout depth. Generally the bucket foundation is adopted: The bottom extends to 0.6m,
with burying depth 1.0m. Above the protection elevation, the protection is carried on according to the
principles of the slope face protection of embankment. In the shoal place, when the speed of flow is bigger
than 4m/s, it is considered to thicken the layers of the slope with mortar slabstones. In the section, when
the washout depth is bigger than 0.5m, the foot wall foundation is established.
Deep cut and moat slope protection
1) The slope of cut slope basis is established according to engineering geology and the hydrogeological
conditions, the ground category, the side slope altitude, combining with the factors, rock mass structure,
structural plane occurrence, decency degree and so on.
2) Moat slope protection: The slope of cut generally uses M7.5 to back the wall and the slope with mortar
slabstone and the skeleton. To the moat slope higher than 25m highly or the steep rock moat slope,
generally the gravity bulkhead wall is used to reinforce or the pile wooden fence is used to pull the slope.
Inflation earth cuts
In this section, the inflation earth is mainly located along Dalian River~Ilan (CK245+470~CK248+520),
geologically belonging to late third system and mudstone under the Cretaceous system and between the
spot Korean hat ~ Jiamusi (CK306+600~CK327+200) in the Cretaceous system the series tuff entire
regolith, with the weak ~ strong expansibility.
1) The 0.4m graded broken stone is filled to the foundation-bed surface layer and to the bottom 2.3m nonheave padding is filled. In the lower part of the foundation-bed surface layer is established two-pieces-ofcloth and one-membrane airtight water and earth worker cloth(600g/m2), with high and low respectively
coarse sand breaker strip, 0.1m and 0.05m in thickness.
2) When the side slope of cut is smaller than 10m in length, at the toe of slope is designed a 2~4m high
retaining wall, the retaining wall slope 1:0.25. Behind the wall, is designed crushed stone inverted filter of
granulated clamp, 0.5m in thickness. Behind the top wall, a 2m wide platform is designed, above it moat
slope 1:1.5~1:2, one level every 6m, between two levels the side slope platform 2~3m wide and 0.4m
thick; The slope face uses 3×3m the belt shutting arch-type skeleton, in the skeleton lays down the C25
concretes hexagon hollow slug, in the block amorpha fruticosa planted to protect.
3) When the moat slope of inflation earth cut is higher than 10m, the pre-reinforcement anchor pile is
designed at the toe of slope, pile 8m long. The moat slope above top moat is 1:2, one level every 6m,
between two levels the side slope platform 3m wide and 0.4m thick; The slope face uses 3×3m the belt
shutting arch-type skeleton, in the skeleton lays down the C25 concretes hexagon hollow slug, in the
block amorpha fruticosa planted to protect.
Soft ground embankment and sticky earth embankment
1) Qualified padding and attacks roller compaction processing is adopted as loose soft soil and loose,
slightly dense granulated substance class earth is located within 2.0m of the surface, at the same time
above underground water level. And forced tamping is used when surface element earth fill, mixed filling
earth and common sticky earth is located within 2.0~4.0m scope of the surface and at the same time above
underground water level. After the tamping, on the top is laid down the 0.5m thick crushed stone breaker
strip.
2) When the loose soft soil and sticky earth depth are bigger than 4m, the CFG pile reinforcement is
generally used, with the computed length of the pile long basis, and in principle penetrating the weak level
to the hard bottom. Regarding the soil texture stratum of the fourth system, it should be inserted into the
granulated soil layer or the hard plastic viscosity earth, with the general depth not smaller than 2.0m. The
entire regolith not less than 0.5m should be inserted into the underlying bedrock section. Subsidence
examination should be carried on to the bedrock entire regolith of loose and low modulus compression.
The processing scope is between two toes of slope (not including the lower part of non-heave berms), with
CFG pile 0.5m in diameter, the square arrangement, spacing 1.5m, the head of pile having breaker strip,
0.6m in thickness (crushed stone 0.15 +sand mat 0.3 +crushed stone breaker strips 0.15), in the breaker
strip laying down 2 earthwork grills (tensile strength 100kN/m). When the pile is longer than 20m, the
reinforced concrete pile cap is added to the top of the pile, 1×1m in size, and 0.35 in thickness.
Earth-retaining wall
1) In the embankment section, the weak toe of slope should be filled to pull the embankment to avoid the
thin strip roadbed or to avoid the embankment taking up or pressing the existed buildings such as the
designed road shoulders or embankment earth-retaining wall by constructing road shoulders or the
embankment breast wall and so on. In the cut section, the breast walls are designed to reduce the height of
the side slope, to guarantee stability of slope and reduce the excavation of cubic meter of earth and stone.
2) The embankment wall or cut wall between the sections is mainly gravity-typed. In the station the breast
wall should be of the reinforced concrete cantilever or the buttress type. In the horizontal -longitudinal
project of Jiamusi key transportation systems, gravity-typed breast walls are designed on both sides of
approach of the intersected bridges. When the supporting capacity of the breast wall basis can not meet
the requirement, reinforcement processing should be carried on regarding the ground situation.
Seasonal frozen earth roadbed
This section lies in severely cold area, so the freezing precaution is the key point in the designing of the
embankment, for which the following measures are adopted: the limitation of the embankment minimum
altitude, improving of roadbed padding or foundation-bed structure, establishment of aquiclude and the
elimination of table water and ground water and so on.
1) Limitation of the embankment minimum altitude
The height of the embankment should be in principle bigger than freezing depth +0.5m. The road shoulder
in the yearly water-accumulated areas should be above the ordinary water level and not smaller than
freezing depth +0.5m.
2) Improving of the embankment padding
Fine-grain content control of the foundation-bed surface layer should be strengthened. Based on
“Passenger transportation Special line Foundation-bed Surface layer Graded broken stone Temporary
Engineering factor”, the foundation-bed surface layer padding should simultaneously satisfy: The finegrain (pellet particle size ≤0.075mm), the content is smaller than 5%, smaller than 7% after compaction;
the post-compaction soaking coefficient is not smaller than 5×10-5m/s.
Group of A and B of non-heave padding is filled to the foundation embankment including the upper of the
culvert and the non-heave padding is the fine-grain (pellet particle size ≤0.075mm); the content is smaller
than 5% and smaller than 7% after compaction; the post-compaction soaking coefficient is not smaller
than 5×10-5m/s.
3) Establishment of the aquiclude
In the lower part of the foundation-bed surface layer is established two-pieces-of-cloth and one-membrane
airtight water and earthworker cloth, with high and low coarse sand breaker strip, respectively 0.1m and
0.05m in thickness.
Subgrade drainage principle of designing
1) To reduce the investment of strengthening works, the
drain should be designed depending on the
geographical conditions. It is better to choose good
places in geology. The outlet of drainage should be
connected to the natural ditch river, avoiding irrigation
of the farmland directly. When the ground transversal
grade is not obvious, it is necessary to construct outlet
on both sides of the embankment. The plane of
drainage should use the straight line as far as possible.
Its radius is not smaller than 10~20m, if curve is
necessary. The length of the drainage is decided
according to the actual need, usually suitably in 500m.
The lengthwise grade of the drainage is not smaller
than 2 ‰. The grade can be reduced to 1 ‰, only in the
special difficult situation, as smooth ground or counterslope draining. The cross section should be carried on
the computation according to the capacity of 1/50 flood
frequency .The most light-sized of the drainage is
0.6×0.6m, the side slope 1:1, it should be defended
with mortar rubble masonry 0.3m M7 in thickness.
2) One-sided or the two-sided gutter is established outside the edge 5m of the cut .The lengthwise grade is
not smaller than 2 ‰. In the deep cuts made of different stratum, catch drain is established on the platform
of the middle of side slope or in the dividing places of the different stratum. The rectangular side-gutter,
0.6m wide and 0.8m deep, is adopted in the soft crag cuts, the strong decency flinty crag cut and the soil
cuts, using the concrete prefabricated component in masonry building or using the slabstone concrete for
scene watering construction. On one side of the line, water emitting hole should be reserved and concrete
top panel should be added to. In the side-gutters listed above, the drain gutter and the catch drain of the
side slope platform, M7.5 mortar slabstone or the C15 concrete prefabricated component is used in
masonry building.
Embankment temporary protective measures
Temporary steep slope excavation protective measure
When excavating the roadbed on the steep slope, the iron wire netting should be used to carry on
obstruction and excavation the cubic meter of earth and stone under the slope, avoiding the destruction of
downstream vegetation, the farmland and the traffic equipment. The netting is 2m in height. It should be
fixed in the roadbed downhill to uses the boundary place. Line (1:2000) and the line profile diagram
(1:2000). The length of the roadbed for iron netting is 60.47km. Among them, Harbin 4.40km, Bin County
18.50km, Fangzheng County 20.16km, Yilan County 7.40km, and Jiamusi 10.01km.
Temporary draining water measure in roadbed construction
The engineering project locates in the area where the precipitation mainly focuses from June to September.
Therefore, the temporary draining water measure is not allowed to be ignored in the roadbed construction.
In fill section, chute should be established every other 50m over the edge of the roadbed’s two sides. In
the section of partly digging and partly filling, chute should also be established every other 30m .The two
has the loudspeaker shape of the mouth. Chute should be closely connected with the waterproof platform
with the trough width 0. 5m, depth 0.5m. Lower part the chute along the roadbed direction should be build
with earth drainage. The mouth of the cross section is 0.9m wide and 0.3m deep, the mouth of the bottom
extends 0.3m and the side slope 1:1. The chute should be installed with the earth knitting bag, laid down
along the side slope. The install should guarantee that the knitting bag joint is close and smooth, and
meets with the earth drainage. It makes discharge of the rain water smoothly from the roadbed scope to
natural draining system. The earth loading knitting bags should be abandoned to neighbored dregs field.
Sedimentation basin should be built every other 100m, its size is: 1.5m×3m×1m. Sand collector silt in the
basin should be cleaned up and taken away regularly in the construction period so as to subside the runoff
silt and reduce the runoff speed of flow.
In order to prevent the rain water of the embankment from flowing off willfully, washing away the side
slope, both sides of the filling embankment, (or partly digs partly fills in roadbed flank), a long strip
waterproof ridge should be established in the place of the road shoulder. Size for the cross section is: top
width0.3m, 0.5m high, pitch 1:0.5. It should be connected with the trumpet of the chute after being
strengthened. It can gather rain water to chute and discharge them.
Outside the earth or stone excavation section, roadbed draining water should be considered about the
temporary and permanent impact. Firstly draining gutter should be constructed to prevent the external
catchment of water from washing the excavated slope in rainy season.
This time altogether 51.52km of water-resisting ridge is established and 34.35km earth knitting bags for
current ridge is designed.
Temporary protective measures of regolith
This time the peeled surface soil from the roadbed is used in afforesting along the route and secondary
ploughing in abandoned dregs field. Therefore, the stripped regolith should be collectively piled in the
roadbed land-levying scope according to different sections of route and terrain, to afforest along the route
and secondarily plough in abandoned dregs field. The regolith should not be piled at will in solicits land
outside the scope. The disturbing surface area should be expanded. This roadbed altogether strips the
surface soil 75.46×104m3. In order to prevent the soil erosion of the surface soil in the temporary stack
period, this project is designed to install the earth knitting bag in peripheral stack field to obstruct
temporarily, built in trapezoidal cross section, 0.5m top wide, 1.0m high, 1.1, bottom wide, piled 4m high
equally. And the dense item of net is used in the surface. After computing, temporary protective measures
and the resilience in the roadbed area, sees Table 5-3-8.
Table 6-8 Temporary embankment protective measures
Harbin
Bin
county
Fangzhen Ilan
g county county
Jiamusi Sum
Length m
7577
12414
15942
2544
Cubic
meter of m3
earth
2076.22 3401.52 4368.05
3574.56 697.14
14117
Length m
5052
8697
34349
Earth
knitting m3
bag
3788.73 6207.15 7970.89
6522.91 1272.15 25762
Length m
7654
13178
Cubic
meter of m3
earth
1377.72 2257.15 2898.50
2371.97 462.60
9368
Quantity item
77
125
161
132
26
520
344
564
725
593
116
2342
8800
37000
42120
14800
20020
122740
17820
9100
135051
115236 184570 461777
22.21
22.92
16.26
Item
Unit
Water-proof
ridge
Current
groove
Temporary
drainage
ditch
Sedimentatio Cubic
Temporar n basin
meter of m3
y
earth
measures
Iron net fence
m2
Knitting
coverage
cloth
m2
Earth
10,000m
piling
7.65
3
quantity
Earth
knitting
Temporary bag
m3
earth piling retainin
protection
g wall
Dense
item of
net
m2
coverag
e
6.1.6
8276
12540
10628
16103
13046
1696
2570
6.42
51524
52044
75.46
2866.45 8322.08
6092.62 2405.57 28274.86
8588.124
5
7
2
4
2
19507.5 56635.5 58446
41463
16371
192423
Environmental impact analysis and mitigation measures of bridge building
Bridge building survey
The total length of the main-line bridge is 172862.60 double linear meter /144, accounting for 51.28% of
the line span. Among it, double-line extra-longbridges are 157506.23 double extension meter/88; doubleline large bridges are 15084.71 double extension meter/53; double-line moderate bridges are 206.46
double extension meter/2; steel-framed moderate bridges are 65.2/double extension meter one. The
number of newly-built culverts is 294 and after deducting the length of the bridges and tunnels, the culvert
is 1.90 for each kilometer.
In this project, the designed flood frequency of the bridge and culvert is 1/100, and the Ilan Mudanjiang
extra-longbridge uses the frequency 1/300 for examination and calculation.
The main river characteristic and watered pillar establishment of the cross river bridge water along the
line sees Table 5-3-9.
Table 6-9 Water pillar establishment situation of main river characteristics and cross river bridge
along the route
Serial Railway central Name
number course
bridge
Pillar
Century Designing Rrdinary number
flowing
of Century water
water
on
Basic type
level
speed
flow(m3/s)
level
drying
pillar
water
m
m/s
level
CK7+699.99
Harbin
especially
2037.0
large bridge
2
CK35+919.27
Feiketu
River
1400.19
especially
large bridge
3
CK90+084.85
Jiaban River
especially
769.03
large bridge
4
5
1
40
/
Hole-drilling
stake
145.007 2.95
2
/
Hole-drilling
stake
140.298 2.86
3
/
Hole-drilling
stake
Mayi River
CK161+924.58 especially
6520
large bridge
112.710 2.07
30
/
Hole-drilling
stake
Large Luomi
River
CK201+582.82
526.9
especially
large bridge
10.381
13
/
Hole-drilling
stake
1.23
CK206+307.5
Small Luomi
River
682.44
especially
large bridge
104.981 2.26
4
/
Hole-drilling
stake
7
CK249+860.3
Ilan-Mudan
River
14670
especially
large bridge
101.802 4.13
7
/
Hole-drilling
stake
8
Ilan-Woken
River
CK253+845.88
3660
especially
large bridge
99.992
4
/
Hole-drilling
stake
6
2.97
Key bridge specifications

Feiketu river extra-longbridge
Feiketu river especially large bridge is entirely 1601.15m long, central course CK35+919.27, located at a
6000m-radius circular curve, an easement curve and a straight line. This line spans Feiketu River in the
position CK37 + 05, an angle of intersection for 94° with this river. The opening cross model of the entire
bridge is: (2-24m) double-line prestressed concrete simple support box bean + (52-32m) double-line
prestressed concrete simple support box beam +1 unite (12+16+12m) double-line steel-framed continuous
beam, spanning 1795.1m; The entire bridge uses the round-tipped entity bridge abutments; The pier is in a
form of Chinese character “one”; The foundation uses stakes, with the basis stake’s diameter 1.0m and
1.25m; The preliminary idea is like the following: the
scene prefabrication is for simple support box beam to
construct while steel-framed continuous beam uses the
support for cast-in-place construction.
Mayi River especially large bridge
Mayi River especially large bridge spans for 9097.60km, central course CK161+924.58, located at a
8000m-radius circular curve, an easement curve and a straight line. There is not any special grade
intersected path, and in principle the bridge span uses 32-meter simple support box beam to pass. Then
opening cross model of the entire bridge is: (278-32m) double-line prestressed concrete simple support
box beam.
The bridge spanning scope involves the farmland, the farming, and the soil texture is the granulated clay.
The Mayi River bed is the granulated sand, both banks sandy soil. At the shore is the farming. The
groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric water
and river water. The surface water in the bridge site is from Mayi River, a seasonal river, whose bed is
steady, and whose course is smoothly straight; In reconnaissance period the principal river bed is
approximately 100m wide, water breadth approximately 40m, water depth 0.5~3.0m.
In the bridge site distributes the holocene alluvium (Q4 al) of 4th system, early pleistocene diluvium (Q3
al+pl) and middle pleistocene diluvium (Q2 al+pl). In the bridge site area the biggest freezing depth of
soil is 2.05m; The acceleration of seismic peak value is: 0.05g (basic earthquake intensityⅥ).
The entire bridge uses the round-tipped entity bridge abutments. The pier is in a double-line form of
Chinese character “one”. The foundation uses stakes, with the basis stake’s diameter 1.0m and 1.25m; the
scene prefabrication is for simple support box beam to construct. In Mayi River the foundation uses the
steel-plated stakes for cofferdam construction.
CK164+000 right side of Mayi River

CK162+160 right side of Mayi River
Yilan Mudanjiang extra-longbridge
This bridge is designed to span across Yichen highway, the Mudanjiang river course and dam, the central
course, CK249+860.3, total length 1834.3m. Surmounts the Mudanjiang main river channel in the scope
of CK249+350~CK249+745, surmounts main course of the Mudanjiang and the course span is
approximately 400m. The cross section of the river is U-shaped with pebbled riverbed. The line is
between the water junctions of two current in the Mudanjiang River and 1km downstream is the old TongSan freeway bridge. The river course in the bridge site is smoothly straight. In the main channel the
current of water is massive, and along the beach is planted 20-30m-wide floodproofing forest. There is
neat slabstone to protect the slope on the Mudanjiang floodproof.
The groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric
water and river water. Mudanjiang is approximately 500m wide, with water running all the year and water
depth about 10m.
Intersect point of main & inferior river course of Mudanjiang
freeway
Mudanjiang bridge in Tong-San
Decision ground of bridge opening:
Navigation
The site of the planned Mudanjiang extra-longbridge is located at the Mudanjiang main current, about
1km apart from the downstream Mudanjiang extra-longbridge in Tong-San freeway. Ilan section in
Mudanjiang is now V-Level navigating course, with the capability of passing for 500-ton barges. The clear
width is not less than 50m according to Heilongjiang river system standard of national V-level navigation
course.
Overpass
The line is at the location CK249+260, from above spanning Yichen highway. The requirement of the
overpass is clear width times clear height: 8×4m, the overlapping angle 96°07'. 32m simple beam is
planned to span in this designing.
Bridge-type plan:
Impactd by the existed bridge and navigation of Mudanjiang, 10-opening 64m simple beam is planned to
use in the spanning of Mudanjiang to meet the requirement of navigation and put the bridge to the hole as
the existed bridge in Tong-San freeway. The others use 32m simple beams to span. The entire bridge
opening cross model is: (36-32m) double-line prestressed concrete simple support box beam + (10-64m)
double-line prestressed concrete simple support box beam, spanning 1834.3m.
Preliminary suggestions of construction:
32m simple support box beam uses the prefabrication construct, and 64m simple support box beam uses
movable frame to construct. In Mudanjiang the foundation of the abutment uses the steel-plated pile for
cofferdam construction.
Ilan Woken River extra-longbridge
This bridge is established for Woken River and its bank passing Yilan County nearby in Harbin-Jiamusi
rail line project, central course CK253+845.88, entire bridge 1247.3m long. The surface breadth of Woken
is approximately 100 meters, approximately 1-4 meters deep.
There is running water not plant in the main channel at the bridge site. Rubbled stones silt riverbed. The
side sandbank in small course is approximately 100m wide, usually anhydrous, mean depth of hydraulic
maximum approximately 3m. The river course is curving in the bridge site, the bridge located right at
turning point. The century current capacity is 3660 m3/s at the bridge site. The groundwater in the bridge
site is mainly hole groundwater of 4th system, supplied by atmospheric water and river water, soaking
coefficient: powdered clay k=0.05m/d; gravel sand: k=5.0m/d; thin round gravel soil: k=20.0m/d.
The entire bridge opening cross model: (2-24m) double-line prestressed concrete simple support box
mean + (32-32m) double-line prestressed concrete simple support box beam +1 unite (40+64+40m)
double-line prestressed concrete continual box beam. It is planned to use 32m double-line span across this
river, 40+64+40m prestressed concrete continuous beam used to surmount the bank. Simple support box
beam uses the prefabrication for construction, 40+64+40m prestressed concrete continual box beams used
for hanged pouring construction.
Woken River landform at the bridge site
Woken River dike
Impact analysis and mitigation measures in construction period
Impact analysis of the cross-river bridge construction on water environment
The impact of the cross-river bridge construction on water environment includes the following aspects. T
he mud deposit at the bottom will be stirred because of foundation of the abutment, pillar body
and temporary support and so on in construction and then the suspension in the water is increased and the
water quality is polluted, which will brings the adverse impact to the water body. Although this kind of
impact will vanish with the end of the construction, but the impact is serious, not allowing for neglecting.
Besides, the environmental impact is also possible because of the mechanical oil leak in the construction.
The bridge foundation construction flow sees Figure 6-5. Seen from the actual construction process
analysis, the suspension in the construction period are mainly from cofferdam, water extraction from the
cofferdam, the mechanical hole drilling and cofferdam demolition. While compared with the above
process, the suspension is much less from pile grouting-in, platform-bearing abutment construction,
maintenance, bridge floor, reconditioning, which impacts relatively little after taking some protective
measures.
Cofferdam
Mechanical earth filling &
pile grouting-in
cofferdam demolition, hoisting
precast slab and box beam
water extraction
from the cofferdam
platform-bearing
abutment construction
Bridge
floor
construction
mechanical
drilling
hole
maintenanc
e
reconditioni operation
ng
Figure 6-5 Bridge construction flow schematic drawing
The concrete analysis of the bridge construction about key pollution links is as follows:
a. The cofferdam and the demolition construction: In the basic construction of the bridge, with the
cofferdam or the trestle and their demolition, the bottom silt and sand of rivers will be stirred and the
opacity of partial waters is enhanced. The density of the suspension is increased instantly, which will in a
certain degree impact the water quality around the construction area. Concerned data show that the
amount of the suspension in the course of cofferdam is 0.9-1.75kg/s.
b. Water in cofferdam: Besides that the suspension from the process of cofferdam directly releases and
goes into the water body, a great deal of suspension keeps in the water of the steel pipe cofferdam. The
water in cofferdam is generally extracted first into the multistage sedimentation ponds outside the dike
and then into the water body after precipitation. The production quantity of cofferdam water is concerned
with such factors as pressing depth of the pipe pile, the pile volume, water extraction and so on.
According to the estimate data for suspension production in the construction of the bridge, when the pipe
pile with water inside is pressed underneath steadily, the amount of the suspension in the extracted water
is 0.1-0.5 kg/s.
c. Mechanical hole-drilling: The dregs (bottom mud) from hole-drilling contain little moisture; if ejected
at will, they will also greatly impact the water quality of the construction area. Generally the drilled dregs
do not enter the water body but enter the slag pot nearby the drilling pile and are sent into the prepared
sedimentation basin on the bank after the pot is full. After precipitation, the base mud is used for farming,
afforesting or dealt with by municipal department after drying. The upper clear part can be used in water
circulation or dispersed into the water body. In this part, the density of waste-water suspension reduces to
below 60mg/l.
Table 6-10 The suspension quantity in bridge foundation construction process
releasing speed and density of suspension
main construction
general
cofferdam steel
cylinder note
course
protection
cofferdam protection
cofferdam
and
1.75～1.33（kg/s） 0.90～1.2（kg/s）
demolition course
no suspension release after the
completion of cofferdam
water in cofferdam
steel tube protection, dregs after the
instant sending away of drilled holes
0.31～0.5（kg/s）
0.1～.0.5kg/s）
dreg sedimentation before precipitation 500~1000 mg/l,
basin
after precipitation＜60 mg/l
sediment in the dregs field out the
dike
Forecast and analysis of suspension proliferation density in construction process
By the above analysis of construction pollution, massive increase of water suspension caused by the
construction have negative impact on quality of partial waters, thus affects the living environment of
aquatic organism. For an accurate understanding of the influential area and the degree caused by
construction process, two-dimensional mix pattern of stable state of river is adopted to evaluate and
predict the mixture degree and scope of the spread and mixture of the suspended proliferation in the
Mudanjiang extra-longbridge water. The prediction take the single pillar work as the basic operating mode
and regards each bridge pier as the continuous drop discharge source of suspended substance. .
Prediction mode
c x, y   ch 
 exp[ 
c p Qp
{exp( 
1/ 2
2 H M Y xu
uy 2
)
4M y x
u ( 2a  y ) 2
u ( 2 B  2a  y ) 2
]  exp[ 
]}
4M Y x
4M y x
Where, c is the pollutant density; H is the water depth; a is the distance from emission point to the shore;
My is the crosswise mixed coefficient; u is the water speed of flow; B is a river width; Qp is the
discharging quantity of wasted water.
Parameter determination
M Y  (0.058H  0.0065B)( gHI )1 / 2
gHI  100
where, I is riverbed gradient.
Source intensity determination
According to the analysis of construction pollution, suspended substance is released most during the
process of coffer dam and weir opening. Take this process as source intensity, dereferencing 1.2kg/s.
The state of prediction
Predict suspension concentration under the normal construction situation in the low water season.
Prediction results and analysis
Input parameter, the proliferation scope of the suspended substance during bridge construction process.
Area of enveloping line and concentration value-added of suspended substance and affected distance of
the upstream and downstream is as follows. See Table 5-3-11, 5-3-12 respectively.
Table 6-11 Concentration value-added of suspended substance and area of enveloping line during
construction period
unit: km2
State
suspended
substance
of Concentration value-added of suspended substance≥
Diffusion area
5mg/l
10 mg/l
15 mg/l
20 mg/l
0.08
0.010
0.005
0.001
Table 6-12 the biggest affected distance and concentration value-added of suspended substance
during construction period.
Unit: m
The
largest
distance
State of prediction
Construction
pier
of
single
affected Concentration value-added of suspended substance≥
5 mg/l
10 mg/l
upstream
346
87
downstream
864
239
Lateral diffusion breath
52
23
The result indicated that during cofferdam and demolition ,when single pillar works, the waters area is
0.01km2 in which concentration value-added of suspended substance ≥10mg/l . The suspension density
≥10mg/l. Affected impact distance of upstream is 87m and downstream 239m.The maximum diffusion
breadth is 11.5m (take bridge pier as center). Obviously the suspension area of impactd is only restricted
in nearby work and the area of impactd is limited.
When two close pillars work at the same time, density of suspension possibly will double, depending on
the water pillar spacing and the lateral divergence width of suspension. Table 5-3-12 shows that affected
distance is 11.5m crosswise in the bridge pier one side. Therefore, even if construction is carried out
simultaneously between the neighboring two bridge piers, the suspension density created by each pier is
independent and proliferation does not superimpose mutually.
According to the standard of national fishery water, the increase of suspension caused by man should not
surpass 10mg/l. During this bridge construction, the water area with suspension density over 10mg/l is
very limited. Therefore, the construction has little impact on the environment of fish living.
During cofferdam and demolition period, the time of disturbance of river bed bottom mud lasts a short
time. Massive suspended concentration gather in the coffer dam of steel pipe. And the increased
suspended concentration will not further impact water quality with the completion of cofferdam and
demolition.
Impact of mechanical oil leakage
Because machinery is electrically operated primarily, the occurrence of mineral oil leakage can be avoided.
Even partial machinery operates on machine oil or the lubricating oil with limited quantity. Generally,
water will not be polluted with strict management of construction so long as the strict construction
management will not have the pollution generally.
Suggestion of water pollution prevention
a. River crossing bridge's foundation construction should be carried out in the dry season, avoiding the
impact caused by mud and mechanical oil leakage during rainy season. Simultaneously, the Construction
should optimize the plan of construction and adopts the most advanced construction craft, the scientific
management as far as possible. Enhance the construction progress under the construction quality. Shorten
the submarine operating time as far as possible and strengthens the management and the maintenance of
construction equipment. Avoid the leakage of contaminating material as petroleum and the leakage of
building material which and reduces the water pollution as far as possible.
b. During the construction period of main bridge, the dregs, wasted material and life garbage are not
allowed to discharge in to the construction waters. Temporary restroom and trashcan should be built in the
platform of the site. It should be cleaned regularly and delivered to the bank. Measures are as follow:
① During the construction of pier, sediment barrel should be built nearby the drilling poles to deposit the
mud dregs. It should be shipped to sedimentation pond when filled.( slush pit and sedimentation pond is
built on the bank). The wasted water is cycled for reuse. Desiccated mud should be loaded and shipped to
dreg piled field. Do not throw mud dregs and slush into the river course. After the construction, slush pit
and sedimentation pond should be filled to restore the plantation of ground surface.
② Before the construction, based on the amount of piers, the designing department should put forward a
scheme concerning the dreg piled field, and ways and surfaces. The field should not be built along two
sides of bank. Dams should be built surrounding the field before drilling the dregs. Thus, the wasted will
not form the mud flow to pollute the farmland. Flowing wastes, like slush, can first be solidated and then
piled. Pillar construction in the water is carried out in dry season. After completion, the field should be
improved and processed with filling and afforestation and the planting of trees and grasses.
c. Certain buffer distances, generally above 20-30m, should be kept between the construction location and
the bank to prevent the pollution of water body. Sanitary sewage of constructors and production wasted
water cannot be dispersed into the water body.
d. The location of cement mix should be beyond residential area 300m. Cement must be deposited away
from water and rain. Mixer and other materials must be piled in the material field. Wasted water must be
cycled for reuse. Wasted water can be discharged when it reach the required standard. When mixer
shipped to pier, the material spray can affect the water quality. Station of mixer must have dedusting
equipment, avoiding the pollution of air and water.
e. Because of the scattered construction batalior, collective process of the wasted water is difficult. So it is
suggested to build dry restroom in the camping area. Dry restroom is suggested to build and cleared
promptly and regularly. Avoid the float of sewage during rainy season.
f. Regarding the construction place with oily sewage, a small-sized oil removal, and base sump should be
established. Oily sewage can be discharged after oil filter.
g. In the construction machinery maintenance point, hardened ground and desiccation groove should be
established at the construction machinery maintenance point to prevent the machinery maintenance and
cleaning sewage from polluting the water body and soil. Examination and maintenance should be
strengthened about the construction machinery with strict management to defend the machines’ oil against
running, braving, dropping and leaking.
h. The awning lid should be established in the material piled field if inside it are some particular materials
such as asphalt, cement and so on, so as to avoid the pollution toward environment because of the outflow
in rain washing.
i. Relieving measures of the impact on fish
①Because the dog-legged steel cofferdam is used in some foundation constructions such as that in Ilan
and Mudanjiang extra-longbridge, in the shallow water part the steel-plated pile is inserted for cofferdam
construction. The low frequency noise is weakened in the conduction melt with air noise into the water. In
construction, it is suggested that the low frequency acoustic source be put at the bottom of the water and
then put into the steel cofferdam after the fish is driven for a period. The protective measures should be
taken promptly for the fish in the course of mud absorbing, bottom covering and water pumping.
②Try to use advanced construction equipment and ships of the low frequency noise and pay attention to
the daily maintenance and reduce the construction noise; close the floor system of the bridge and reduce
the acoustic level spreading to the water.
Temporary protective measures of bridge construction
In order to effectively avoid the different kinds of soil erosion in the bridge construction, the following
measures are newly increased, measures of waste earth resisting, mud dealing and management.
a. In the bridge levying area, the temporary waste earth field is established to collectively pile the waste
earth. The temporary resisting measures are designed to use rack to fill in earth forming a ladder shape,
with the top breadth 0.5m, height 1.0m and bottom breadth 1.1m.
b. The sedimentation basin is built to deal with the mud created in hole-drilling foundation construction to
reduce the soil erosion in the course of construction.
Table 6-13 Construction quantity of temporary protective measures in bridge area
Temporary measures
Mud sump
Earth
Admin.district knitting bag
Number
retaining
wall(m3)
(item)
Number
Foundation
excavation(m3) (item)
Harbin
622.73
1
8
2
12
67325.00
Bin county
762.07
2
16
4
24
100825.00
800.05
3
24
6
36
111125.00
Ilan county
846.15
5
40
10
60
124300.00
Jiamusi
612.59
2
16
4
24
65150.00
Sum
3643.59
13
104
26
156
468725.00
Fangzheng
county
Sedimentation basin
Foundation
excavation
Dense network
coverage
（10,000m2）
(m3)
Impact assessment in operation period
In operation time, the cross-river bridge impacts the ecological environment mainly in the following
aspects. Because the aperture is not suitably designed for surmounting the drainage ditch and the culvert
of the river, which is likely to reduce the water-passing cross section of small scream, or even block and
compress the river course, affecting the function of flood discharging or possibly intensifying the washing
of the river toward its bank.
The anti-flush ability of the different rivers is good along the construction line and the suspension ratio
will be relatively small. So bridge building will not have tremendous impact to the fishery resources.
This building of this bridge will not change the current capacity and temperature of the river, and will not
be cut off other fish channels.
The bridge and the dam are two completely different kinds of hydraulic architecture. The building of the
river-crossing bridge has shown the ecological impact of the river dam, which is seen from the operation
impact of many built bridges across the main and branch river in some rivers, Songhuajiang River, for
example.
6.1.7
Environmental impact analysis and mitigation measure of tunneling
Tunnel works outline
The Harbin-Jiamusi rail line involves 9 tunnels, all in double-line, total length 14.093km, which is
approximately 4.18% of the total line. Tunnel design is as shown in Table 2-7 and Table 2-8.
The main tunnels see the following virtual appliance photos:
Korea hat tunnel entrance
Korea hat tunnel exit
Pingan tunnel entrance
Pingan tunnel exit
Changfa tunnel entrance
Ilan 2 tunnel exit
Monkey rocky mountain entrance
Monkey rocky mountain exit
Key tunnel introduction－monkey rocky mountain tunnel
Outline of tunnel
The tunnel entrance course is CK316+484, the exit course is CK321+386, span 4902m. The greatest
burying depth of the tunnel is approximately 110m.
Condition of engineering geology
Lithology character of stradum
The surface of the tunnel is covered with powdered clay of slope diluvium (Q3dl+pl) of the early
pleistocene of 4th system, clay, gravel sand, thick-angle gravel soil and thin-angle gravel soil, and tuff of
Cretaceous system (K2) beneath and with partial appearance .
Classification of rock construction
Table 6-14 Monkey rocky mountain tunnel ground construction work grading
Lithology
Rock-soil construction grading
Powered clay
II
Clay
II
Gravel sand
I
Fine-caped gravel earth
Medium density
II
Rough-caped gravel earth
Medium density
III
Tuff
(W4)
III
Tuff
(W3)
IV
Tuff
(W2)
IV
Fault fracture zone
III
Rock mass classification
Table 6-15 Adjacent formation hierarchical list of monkey rocky mountain tunnel
lithology
starting course ending course length（m）
powered clay、clay、tuff（W4）
CK316+565
CK317+015
450
wall rock
grading
V
tuff（W3、W4）
，fault fracture zone
CK317+015
CK318+400
1385
IV
tuff（W2）
CK318+400
CK319+195
795
III
fault fracture zone
CK319+195
CK319+325
130
IV
tuff（W2）
CK319+325
CK320+735
101410
III
tuff（W3）
CK320+735
CK320+935
200
IV
rough-caped gravel earth、fine-caped gravel
CK320+935
earth、tuff（W4）
CK321+300
365
V
3). Hydrogeological conditions
There is a spring mouth at the location 200m of the tunnel access nearby the left side of the line,
containing little water and little amount of bedrock crevice water in the inside tunnel body in the
exploration depth and scope .
Soaking coefficient: K=0.02m/d. the tuff, the entire decency, strong decency K=10m/d, weak decency
K=5m/d, fault crushed zone K=100m/d.
Construction methods
II-rate adjacent formation uses the terrace cultivation or the entire cross-section measures for construction.
Ⅲ-rate adjacent formation uses the terrace cultivation for construction. Deep buried section of Ⅳ-rate
adjacent formation uses three-terrace cultivation for construction, while the shallow-submersion uses the
short-terrace cultivation (if necessary temporary inverted arch increased) for construction. The deep
buried section of V-rate adjacent formation uses three-stairs-seven-steps excavation, the slanting pressed
and shallow-submersion sections use the CRD or the two-sided wall guiding hole for construction.
Analysis on construction period
The monkey rocky mountain tunnel is designed to have double accesses, both the access and exit, without
considering of the designing of slant hole, construction period of time altogether 36.24 months (3 months
for construction preparation).
Security measures and suggestions for construction
a. Before the tunnel construction, the low-lying place should be backfilled on the surface of the shallowsubmersion section at the entrance and exit to prevent the stagnant water.
b. Since the end section of this tunnel are covered with shallow layer in V grade rocks including silty clay,
tuff, coarse breccias clay, and fine breccias clay, they must be constructed to a large round pipe shelf at the
end of it. (Steel pipe in diameter of 108mm, and thickness of 5mm) The shelf length will be 30m, and
interval distance of the round will be 33cm.
Wall rock of Ⅳ grade, reinforced section of it, wall rock of Ⅴ grade, and reinforced section of it are
designed to vessel grouting in advance at arc part. Vessel type is designed to hot-rolled seamless pipe in
diameter of Φ42mm, and thickness of 3.5mm.
Advices
Research will be done at the next stage on how to use abandoned dreg according to geological information.
As to the abandoned dreg unable to use, careful investigation will be done to determine the position of
abandoned dreg site and permanent dreg site protection works will be set up. Cut-off and drainage system
will be set up on the top. Measures will be taken on the slope of dreg site by growing plants to prevent soil
erosion.
Analysis on environment impact from tunnel project
The impact of tunnel engineering on the environment mainly includes:
Tunnel spoil disposal taking up land will lead to soil erosion, thus affecting the ecological environment;
Water leaking from tunnel construction will affect plants on the top and residents’ drinking water.
Tunnel spoil disposal
The project consists of 9 tunnels. For tunnels of less than 500m, dreg will be carried from one exit to
reduce the damage to the surrounding environment.
Tunnel spoil disposal will be 204.34×104m3, among which 75.95×104m3 will be used and the
other128.39×104m3 will be placed in spoil yard forever. 12 spoil yard will be built along the whole route,
taking up 34.72hm2 land and holding abandoned dreg of 338.16×104m3.
Tunnel spoil disposal sites along the route see table 5-3-16.
Table 6-16 Tunnel spoils site
Area
District
Harbin
Jiamusi
Total
No Places
site
at
Amount
CK112+800 left gully
15
2.4
Woodland
steppe
28.95
2.90
Woodland
steppe
18.61
1.86
Waste land
42.02
4.20
Waste land
28.7
2.87
Waste land
27.99
2.80
Woodland
steppe
15.83
1.58
Woodland
steppe
（hm2）
Land
1
Disposal
Tunnel
2
Disposal site at entrance of CK123+750
Pinan Tunnel
gully
right
100m
3
Disposal site
PinganTunnel
of CK125+000
gully
right
200m
4
Disposal site at Lianbin Tunnel
CK128+750
gully
left
250m
5
Disposal site at entrance of CK131+000
Fangzheng Tunnel
gully
left
400m
6
Disposal site at
Fangzheng Tunnel
of CK133+500
gully
left
500m
7
Disposal site at Changfa Tunnel
CK139+500
gully
right
300m
8
Disposal site at Yilan Tunnel 1 CK247+100 right 800m
19.96
2.00
Waste land
9
Disposal site at entrance of
CK254+100 right 1500m
Yilan Tunnel 2
31.5
3.15
Waste land
10
Disposal site at exit of Yilan
CK257+880 right 500m
Tunnel 2
37.8
3.78
Waste land
11
Disposal site at entrance of CK316+400
Houshishan Tunnel
gully
right
600m
35.9
3.59
Woodland
steppe
12
Disposal site at
Houshishan Tunnel
left
500m
35.9
3.59
Woodland
steppe
338.16
34.72
at
Gaolimao
Locations
exit
exit
exit
of CK321+400
gully
Spoil yard of this project will mainly consist of uncultivated land and land with few scattered woods. The
large amount of spoil will take up land and bury vegetation. Loosely piling up, the abandoned layer is
likely to cause soil erosion and damage the ecological environment.
It is suggested that geological exploration work be strengthened and earth and stone be mixed
proportionately in the next stage work of survey and design. Tunnel dreg will be made full use of as
roadbed stuff to further reduce the amount of Tunnel spoil disposal, thus reducing land being taken up and
damage to vegetation caused by this project.
When tunnel dreg can’t be used, the choice of spoil yard will be based on local planning. Little cultivated
land will be taken up. Abandoned dreg mustn’t be used to back fill earth drawing site. Safety of buildings
and facilities in lower reaches will be taken into account. Spoil yard mustn’t be built in higher reaches of
villages to avoid dreg collapsing and threatening the safety of residents. Tunnel spoil disposal mustn’t be
placed in river course. According to the rule of “first blocking and later abandoning”, retaining wall of
mortar flag stone will be set up under abandoned dreg. Combined with local practical condition, measures
such as land-cultivating restoration, land producing, planting grass and trees must be taken. Slopes of
spoil yard must be protected. If tunnel construction is done before construction of roadbed and of spoil
yard because of construction progress, the dreg dug must be placed in appropriate temporary places. It
mustn’t be placed in the ditch mouth or flood land. Temporary protection measures will be taken based on
terrain.
2) The impact of water leaking caused by tunnel construction on top vegetation and on residents’ life
water
The project tunnels are mainly distributed in the hilly land along the route, where large amount of granite,
metamorphic rock series and sedimentary rock group are distributed. Bedrock crevice water is stored here,
which is supplied by rainfall. Groundwater level lies relatively in deeper places.
1) The impact of tunnel construction on vegetation on the top
The tops of most tunnels of this project are generally covered with few scattered bushes and weeds.
Growth of vegetation usually depends on water contained by top soil and natural rain. Leaking water
caused by tunnel construction mainly consists of roadbed crevice water and pore water. Water content in
top soil will not be affected, so vegetation on the top will not be affected. Only the vegetation in tunnel
mouth will partially be affected.
As to the area with woods of deep roots on the top of tunnel, vegetation root absorbing water will be
affected because of the possible negative impact of tunnel construction on groundwater, thus affecting the
growth of vegetation. As to large-amount-of-water-pouring tunnels, blocking will be the first choice,
which will be done through the method of grout curtain. Effective control will be done by reducing water
pouring during construction. In addition, tunnels in these sections are usually buried deep, basically above
tens of meters, so project construction will basically not damage vegetation roots on the top. After
construction everything will be restored. Vegetation growth will not be affected during the operation. 2）
Analysis about the impact on residents’ life water
According to spot survey and Ha-Jia railroad drawing of 1:10000, in this project only the both sides of
Gaolimao tunnel (CK111+954- CK112+866, with total length of 912m) entrance within the range of
1000m will involve two villages--Sunjiujingtun Village and Liuchunxitun Village. No residential areas are
distributed within the range of other tunnel entrances and exits and on the top of tunnel.
① Gaolimao tunnel
The tunnel will be located in slow, buffer hilly land. Terrain changes much. Ground level is 217～278m.
Gullies develop. Top soil vegetation develops. Tunnel elevation will be about 210m and the maximum
burying depth is about 63m.
Surface of the tunnel is silty clay in alluvial layer of Quaternary Pleistocene series (Q3dl+pl）above the
granite of invasion rock in Variscan (γ4). The granite is of brown-yellow to yellowish brown in coarse
grain and massive structure, fully weathered to weakly weathered, in developed joints and fissures.
Groundwater is not found within the depth of exploration during the period of survey. Little amount of
roadbed crevice water is stored in tunnel body, and chances are small that large amount of water will be
pouring.
② Analysis about the impact on residents’ life water
Sunjiujingtun is located on the left side of Gaolimao tunnel entrance. Water used by residents mainly
comes from groundwater, which is supplied by Sunhuajia Branch—Taoqi River and rainfall. Because the
body of tunnel is made of granite with poor water yield property, the little amount of bedrock crevice
water leaking will not affect the supply of surrounding groundwater. Besides, the village is about 830m
away from the tunnel entrance, so tunnel digging will not affect residents’ life water.
Liuchunxitun is located on the right side of Gaolimao tunnel entrance, and is about 850m away from the
tunnel entrance. Water used by residents mainly comes from groundwater, which is supplied by Sunhuajia
Branch—Taoqi River, rainfall and little amount of bedrock crevice water. Between this village and the
railroad project is Tongsan highway and a valley. Tunnel area has nothing to do with the water system of
groundwater in the village, so tunnel digging will not affect residents’ life water.
Protection measures for tunnel project and advice
Measures for construction management
a. Construction unit must be under strict management. Construction personnel can’t abandon dreg freely,
damage vegetation in lower courses of tunnel exit or expand disturbance of earth surface.
b. As to less than 500-meter-long tunnels, construction must be done in one tunnel mouth. Roadbed body
must be used as access roadof construction when construction is done between adjacent short tunnels to
reduce the range of disturbance.
Figure 6-6 Geological Profile of Gaolimao Tunnel
Figure 6-7 Distribution of Villages around Gaolimao Tunnel Entrance
Temporary protection measures for tunnel construction
Part of the tunnel dreg will be used as roadbed stuff and station stuff, while part of it will be abandoned
forever. Permanently abandoned dreg must be carried to spoil yard in time and corresponding measures be
taken. Dreg used as roadbed stuff and station site stuff must be carried to corresponding places for filling.
When tunnel sides in the connection between bridge and tunnel and upslope are dug, the bottom of slope
will be blocked by wiring netting to catch tunnel dreg, avoiding abandoned dreg damaging vegetation,
farmland and traffic facilities in lower courses.
When tunnel dreg can’t be carried away in time, it should pile up in designated temporary dreg sites and
should not be abandoned freely to avoid farmland being taken up and vegetation being damaged. Dreg
sites must be away from flood course and from the area in higher reaches where large amount of water
pours. During the period when tunnel dreg piles up temporarily, retaining wall of moraine must be built at
the foot of dreg site slope to avoid dreg falling. Big aggregate in dregs can be used as moraine. The
section of retaining wall of moraine will be in the shape of trapezoid section with size of height × top
width × base width being 1.5m×0.5m×3.5m.
Temporary protection measures for tunnel area construction see Table 5-3-17, which is based on
calculation.
Table 6-17 Temporary protection measures for Tunnel Area
Temporary measure
Administrative area
Guardrail in barbed wire（m2）
Retaining wall for stone pile (m3)
Harbin Municipal
0.00
0.00
Binxian County
260
755.60
Fangzheng County
1300
1240.05
Yilan County
520
1543.89
Jiamusi Municipal
260
1544.57
Total
2340
5084.12
Ecological environment and the impact on water and soil conservation and measures taken
a. The principle of “ early in and late out” must be stuck to. Structure of tunnel mouth must be simple. In
combination with construction of green lanes, structure of tunnel mouth must be coordinated well with the
surrounding landscape.
b. As to tunnels with strict requirement on ecological environment, when drainage of groundwater has
negative impact on them, leakage prevention measures such as blocking water inside tunnel, strengthening
water carrying section of earth surface and water storage structures on earth surface will be taken to make
the impact of construction on groundwater under control.
c. Tunnel dreg mustn’t be abandoned on fertile land if possible. The best choice will be to use it as filling
earth and concrete coarse aggregate. To prevent soil erosion, slope foot of the dreg body must be
constructed to some flood proof wall or dreg controlling wall. Vegetation will be done according to the
surrounding environment.
d. For pouring water caused by tunnel digging, if it needs to be drained away, it will be drained away after
being treated through sand bath located at tunnel mouth. Waste water caused by construction will be
drained away after being treated through sedimentation tank and filtering basin and meeting drainage
standard. It will be drained into nearby rivers or reservoir in lower reaches by using water pumps. Then it
can be used for irrigating farmland or supply water resources of earth surface. It mustn’t be drained freely
to avoid the loss of groundwater resource.
Suggestions
a. It is suggested that further exploration and analysis be strengthened in the next stage and that further
investigation on water use condition nearby be made. In combination with practical condition, effective
measures for prevention and slowing-down will be worked out. Hydrogeological survey and
environmental protection will be strengthened in the design. Construction program will be worked out
well. Tunnel construction program affecting the environment must be carried out under strict principle of
“first blocking, then control drainage”. Aquifer blocking technology like pre-grouting technology will be
employed. Strict measures will be taken to supervise tunnel construction. construction unit must
strengthen tunnel construction management work, choose experienced tunnel construction units, assign
specialized construction supervisor and avoid water pouring accident caused by violation of rules during
construction. During construction and initial stage of operation, water level and water quality of the
important wells along tunnel routes will be monitored. Once abnormal condition occurs, remedy must be
done in time to ensure the safety of nearby residents’ life water.
b. It is suggested that geological exploration work be strengthened and earth and stone be mixed
proportionately in the next stage work of survey and design. Tunnel dreg will be made full use of as
roadbed stuff to further reduce the amount of Tunnel spoil disposal, thus reducing land being taken up and
damage to vegetation caused by this project.
When tunnel dreg can’t be used, the choice of spoil yard will be based on local planning. Little cultivated
land will be taken up. Abandoned dreg mustn’t be used to back fill earth drawing site. Safety of buildings
and facilities in lower reaches will be taken into account. Spoil yard mustn’t be built in higher reaches of
villages to avoid dreg collapse threatening the safety of residents. Tunnel spoil disposal mustn’t be placed
in river course. According to the rule of “first blocking and later abandoning”, retaining wall of mortar
flag stone will be set up under abandoned dreg. Combined with local practical condition, measures such as
land-cultivating restoration, land producing, planting grass and trees must be taken. Slopes of spoil yard
must be protected. If tunnel construction is done before construction of roadbed and of spoil yard because
of construction progress, the dreg dug must be placed in appropriate temporary places. It mustn’t be
placed in the ditch mouth or flood land. Temporary protection measures will be taken based on terrain.
6.1.8 Impact assessment on borrow pits and disposal sites and mitigation measures
Analysis about the impact of earth drawing and earth abandoning sites on the environment and measures
for harnessing
Total cubic meter of earth and stone along the route will be 4111.78×104m3, among which filling will be
1437.24×104m3 and excavation be 2674.54×104m3.Excavated earth will be made full use of as filling
stuff. Earth used will amount to 951.44×104m3. Total abandoned earth will amount to1723.10×104m3,
among which top soil of 118.53×104m3 will be reused for greening purpose and 1604.57×104m3 be
abandoned at dreg sites forever.
Table 6-18 Amount of stone and earth work
Unit: 104m3
Items
Excavation
Filling
Utilization
Topsoil
utilization
Permanent
waste
Borrowing
Roadbed
1949.78
635.07
658.58
75.46
1215.74
242.7
Stations
229.96
606.6
21.34
43.07
165.55
243.1
Tunnel
204.34
Bridge
290.46
In total
2674.54
75.95
128.39
195.57
195.57
94.89
1437.24
951.44
118.53
1604.57
485.8
Wasted
excavation
Excavation
earth
Slag from
bridge
290.46
94.89
Permane
nt waste
1604.57
Non-usable
earth
195.57
1215.74
Roadbed
1949.78
370.50
Fill earth
Backfill
for bridge
195.57
Roadbed
utilization
392.37
392.37
128.39
Roadbed
backfill
635.07
288.08
Tunnel
204.34
Landsc
aping
118.53
243.1
54.08
43.07
Site
229.96
242.7
21.87
75.46
165.55
Borrow earth
21.34
Site
utilization
363.50
Figure 6-8 TPFG of earth and stone work
396.09
Site backfill
606.60
Borrow
earth
485.8
Treatment Methods and Environment Impact Assessment of borrow pit
General condition of the borrow pits
Since the excavation of this engineering is much more than the fill of it, the fill will be done mainly by
using the excavation. According to the treatment plan to earth and stone work, borrow earth in the whole
line is designed to amount of 485.80×104m3 from 12 pits of the existed quarry plant.
General condition of the borrow pits is listed in Table 5-3-19 supported by some natural photographs of
them.
Longsheng Quarry
Taipingshan Quarry
Jianzishan Quarry in Fangzheng County
Pingan Quarry
Borrowing earth from above pits will destroy the vegetation on them, and cause some living things vanish,
and decrease the vegetation covering rate of them. Borrowing earth from them will also disturb the
original soil structure, and to cause the soil become loose. This will destroy the balance of soil mass in
natural condition, and destroy the soil structure, even to cause soil and water loss become easy.
Table 6-19General condition of the borrow pits
Average
（m）
No
Pit
1
Weakly
Longsheng quarry weathered
>25.0
depth Deposit
(104）
Ground water
Stone and quality
depth（m）
Pit condition and road condition
Use
100m3
Tuff: gray, weakly weathered,
cryptocrystalline
massive >10.0m
complete structure
This pit is of lower mountain landform
with rare ground vegetation. It locates in Roadbed
and
Binxi Changqing village of Bingxian station filling
County.
80m3
Tuff: gray, weakly weathered,
cryptocrystalline
massive >10.0m
complete structure
This pit is of lower mountain landform
Roadbed
and
with rare ground vegetation. It locates in
station filling
Binzhou of Bingxian County.
3
Weakly
Shidonghe Quarry
60m3
weathered >20.0
Granite:
gray,
weakly
weathered, joint fissure in
>10.0m
developing, open grained
massive structure.
This pit is of lower mountain landform
Roadbed
and
with rare ground vegetation. It locates in
station filling
Yongzeng village of Bingxian County.
4
Shengli
Taipingshan
Quarry
Granite:
beige,
weakly
weathered, joint fissure in
>10.0m
developing, open grained
massive structure.
This pit is of lower mountain landform
with rare ground vegetation. It locates in Roadbed
and
Taiping Mountain, Shengli Town of station filling
Bingxian County.
This pit is of lower mountain landform
with rare ground vegetation. Natural slope
Roadbed
and
of it is 45°~60°. It locates in Jianshan
station filling
village of Yihantong town, 13km east of
Fangzheng County.
2
Baichao Quarry
Weakly
weathered
>36.0
Weakly
weathered
64m3
>20.0
5
Jianshanzi Quarry
Weakly
100 m3
weathered >30.0
Basalt:
beige,
weakly
weathered, joint fissure in
>20.0m
developing, cryptocrystalline
massive structure
6
Weakly
Songjiang Quarry
128 m3
weathered >40.0
Gabbro:
beige,
weakly
weathered, joint fissure in
>20.0m
developing, massive complete
structure.
This pit is of lower mountain landform
with rare ground vegetation. Natural slope Roadbed
and
is 30°~40°. It locates in Demoli village of station filling
Yihantong town, Fangzheng County.
7
Balinban Quarry
Weakly
160 m3
weathered >30.0
Andesite:
gray,
weakly
weathered, joint fissure in >10.0m
developing, cryptocrystalline
This pit is of lower mountain landform Roadbed
and
with rare ground vegetation. It locates in station filling
Chensuo village, at Gaoleng Forestry
8
9
10
11
12
Zhushan Quarry
Pingan Quarry
Xinghua Quarry
Tianhengshan
Quarry
Kuangye Quarry
massive complete structure
Bureau of Fangzheng County.
Weakly
120 m3
weathered >30.0
Ophite: gray green to brownyellow, weakly weathered,
>20.0m
cryptocrystalline
massive
structure.
This pit locates at west of Fendou village
of Yilan town, and is 1.5km away from the
village, and is 6.2km west away from line
Roadbed
and
K262+600. It is of hill area. Road Hongstation filling
Tong (cement structure) connects it with
outside world in convenient traffic
condition.
Weakly
80 m3
weathered >20.0
Andesite: gray-brown to graygreen, weakly weathered,
cryptocrystalline
massive
structure,
joint
fissure
developed
This pit locates near the Xiaodangui
village of Hongkeli town, and is 2km
away from the village, and is 5.8km northRoadbed
and
east away from line CK282+000. It is of
station filling
hill area. The old Tong-Sang road (in
gravel) connects it with outside world in
convenient traffic condition.
Weakly
150 m3
weathered >30.0
Tuff: steel gray, weakly
weathered, tuffite structure,
massive structure, joint fissure
developed
This pit locates in Qiongshengtown of
Jiamusi city, and is 1.2km away from
Xinghua village, and is 3.6km southeast of
Roadbed
and
line CK319+000. It is of hill area. Country
station filling
road (in cement structure) connects it with
outside world in convenient traffic
condition.
Weakly
80 m3
weathered>20.0
Tuff: steel gray, weakly
weathered, tuffite massive
structure,
joint
fissure
developed.
This pit locates at Qiongsheng town, and
is 500m away from Xinhua village, 2.2km
southeast away from line CK320+000. It Roadbed
and
is of lower hill area. Country road (in station filling
cement) connects it with outside world in
convenient traffic condition.
Weakly
120 m3
weathered >30.0
Tuff: gray-brown to graygreen, weakly weathered,
tuffite massive structure, joint
fissure developed.
This pit locates at Xinhua village of
Jiamusi City, and is 700m southeast away
and
from Xinhua village, 1.2km northeast Roadbed
away from line CK322+300. It is of slope station filling
face of hill area. Country road (in cement)
connects it with outside world in
convenient traffic condition.
Reasonability analysis to borrow pits
Since utilization of borrow pits may cause side impacts to the environment, and in order to protect the
farmland and woodland, and to minimize the levy to farmland and woodland, earth source is generally
selected by local government, approved by railway construction party, and supported by earth source
agreement signed by railway construction party and the local government.
As to this design, after site survey and negotiation with local county level government, also according to
the demands of railway construction building and the local real condition, 12 borrow pits of existing
quarry was preliminary selected. Moreover, new pits for earth borrowing are not planned in this design.
So earth borrowing will be in market way from other earth pits rather than some new borrowing pits are
required. Borrowing earth design in this way is suitable.
Treatment Methods and Environment Impact Assessment of disposal site
General condition of the disposal site
Dregs construction of this project mainly includes those from railway line, station, tunnel, and bridge
engineering in total amount of 1723.10×104m3. Among them, partly waste earth from roadbed and station
construction is of topsoil in total amount of 118.53×104m3, and they may be reused again as the
cultivation land. Others dregs in amount of 1604.57×104m3 will be disposed in the dreg field. According
to the design, 45 places of dreg field are selected in total area of 217.78hm2 which can accept all dreg
from whole line of this engineering. See detail in Table 5-3-20.
Table 6-20 General condition of disposal site for Harbin-Jimusi railway line
Location
Area （hm2）
Land type
Amount (104 m3) Depth （m）
Waste earth yard 1 at Binxi
Develop Zone
CK41+000 left
8.50
Slope dry land
85
10
2
Waste earth yard 2 at Binxi
Develop Zone
CK41+001 left
4.54
Slope dry land
45.4
10
3
Waste earth yard at Binzhou
Town
CK62+000 right 3km
5.13
Waste gully
51.25
10
4
Waste earth
Shiyangtun
yard
at
CK63 right 8km
6.95
Slope dry land
69.5
10
5
Waste earth yard
Taipingqiao village
at
CK63+500 right 8.5km
3.75
37.5
10
6
Waste earth yard at Baichao
of Binxian county
CK75 right 8km
5.71
Slope dry land
45.7
8
7
Waste earth yard at Binan
Brick plant
CK83+500 left 5km
0.90
Wasteland
22.54
25
8
Disposal site at Gaolimao
Tunnel
CK112+800 left gully
2.40
Woodland steppe 15
10
9
Waste earth yard at Baiduhe
CK118 left 1km
40
Dry land
2
10
Disposal site at entrance of
Pinan Tunnel
CK123+750 right 100m gully
2.90
Woodland steppe 28.95
10
CK125+000 right 200m gully
1.86
Wasteland
18.61
10
CK128+750 left 250m gully
4.20
Wasteland
42.02
10
CK131+000 left 400m gully
2.87
Wasteland
28.7
10
No.
Places
1
11
12
13
District of
Binxian
County
Disposal site at exit of
PinganTunnel
Fangzheng
Disposal site at Lianbin County
Tunnel
Disposal site at entrance of
Fangzheng Tunnel
57.15
14
Disposal site at exit of
Fangzheng Tunnel
CK133+500 left 500m gully
2.80
Woodland steppe 27.99
10
15
Waste earth yard 1 at
Changfatun village
CK138 left 500m
5.48
Dry land
5
16
Disposal site at changfa
Tunnel
CK139+500 right 300m gully
1.58
Woodland steppe 15.83
10
17
Waste earth yard 2 at
Changfatun village
CK141 right 200m
2.72
Wasteland
27.23
10
18
Waste earth yard
Shangzhi village
at
CK149+700 right 700m
2.15
Waste gully
27.5
13
19
Waste earth yard
Shangzhi Brick plant
at
CK155 right 200m
1.00
Wasteland
13
15
20
Waste earth
Jianshanzi
at
CK180+700 right 1.7km
3.14
Wasteland
31.2
10
21
Waste earth yard at Demoli
CK189 left 500m
17.07
Wasteland
30
2
22
Waste earth yard at borrow
pit for highway construction
CK189+500 right 2km
4.15
Wasteland
82.9
20
23
Waste earth yard of G221
CK190 right 1.7km
0.90
Wasteland
7.2
8
24
Waste earth yard
Shuanggou gully
at
CK194 left 300m
1.38
Wasteland
13
10
25
Waste earth
Caopigou gully
at
CK197+600 right 200m
2.33
Woodland steppe 30
15
26
Waste earth yard 1 at Fangzheng
Gaoleng
County
CK207+300 right 300m
1.88
Wasteland
37.5
20
27
Waste earth yard 2 at
Gaoleng
CK207+400 right 150m
1.40
Wasteland
20
4
28
Waste earth yard at Yongqi
River
CK210 left 1km
3.29
Wasteland
38.5
12
yard
yard
25
29
Waste earth yard at Waqi
River
CK215v1km
4.17
Wasteland
38.4
8
30
Waste earth yard at Shaizihe
River
CK217 left 100m
3.02
Wasteland
20
8
31
Waste earth yard at Shahezi
CK220+500 left 500m
4.01
Wasteland
31.37
10
32
Waste earth
Erdaogou
yard
at
CK226+500 right 500m
4.50
Wasteland
45
10
33
Waste earth
Toudaogou
yard
at
CK228+500 right 3km
8.72
Wasteland
84.2
10
34
Waste earth yard of CK230
CK230 left 100m
1.48
Wasteland
7.4
5
35
Waste earth yard ofCK236
CK236v100m
5.54
Wasteland
25.5
5
36
Waste earth yard of CK242
CK242 right 1km
10.00
Wasteland
25
3
37
Disposal
Tunnel 1
CK247+100 right 800m
2.00
Wasteland
19.96
10
38
Disposal site at entrance of
Yilan Tunnel 2
CK254+100 right 1500m
3.15
Wasteland
31.5
10
39
Disposal site at exit of Yilan
Tunnel 2
CK257+880 right 500m
3.78
Wasteland
37.8
10
40
Waste earth yard at Zhushan
CK262+600 right 6.2km
6.50
Slope wasteland
65
10
41
Waste earth
Xiaowadan
CK282+000 left 5.8km
5.80
Wasteland
58
10
42
Waste earth yard at Xinhua
CK319+000southeast 3.6km
4.2
Wasteland
42
10
43
Disposal site at entrance of
Houshishan Tunnel
CK316+400 right 600m gully
3.59
Woodland steppe 35.9
10
44
Disposal site at exit of
Houshishan Tunnel
CK321+400 left 500m gully
3.59
Woodland steppe 35.9
10
45
Waste earth yard at Xinshi
CK322+300northwest 1.2km
2.75
Wasteland
10
site
at
yard
Yilan Yilan County
at
Jiamusi city
27.5
village
Reasonability analysis to disposal site
As to this design, 45 places for disposal site use were selected. Among them in 4 types, 36 are of gully
type yard, 6 are of slow slope yard, 2 are of low-lying land yard, and 1 waste earth yard is of alluvial land
yard.
Since the land occupation of this project is dominated by 19.19hm2 of woodland and 71.18 hm2 of
cfarmland, and 127.41hm2 of waste land. For those disposal sites occupying the farmland, land in poor
operation condition will be emphasized, and their level for cultivation will be raised after the dreg is
covered by soil in depth of 40-50mm. In this way, impact from construction to agricultural production
activity may be limited to a minimize range. Reasonability analysis to disposal site is listed in Table 5-321.
Table 6-21 Reasonability analysis to disposal site
Disposal
Environment condition
site type
Reasonability analysis
According to the site survey report and the
Disposal site of gully type dots in 36 topographic map along the railway line, all those
places. They are not located in the stream disposal sites can’t be regarded as the debris flow
Gully
line of the gully. Land occupation of gully, and does not locates in the sensitive area.
type yard
them is waste land and woodland steppe Retaining wall will be built before the dreg is being
in pile height of 2-10m.
disposed, and side slope will be recovered to
vegetation plants after the disposal.
According to the site survey report and the
topographic map along the railway line, all those
disposal sites does not locates in the sensitive area.
Disposal site of slow-slope type dots
Slow
Retaining wall will be built before the dreg is being
in6places. Land occupation of them is
slope type
disposed, and side slope will be recovered to
farmland in average pile height of 2yard
vegetation plants after the disposal. Moreover, dreg
8.0m.
pile platform will be covered with vegetation
plants. These yards are acceptable when they are
supported by proper protection measures.
Disposal site of low-lying land type dots
in 2 places of waste earth yard in Binan These 2 yards does not locate in the sensitive area.
low-lying Brick Plant, and waste earth yard of Since the land there is flat, retaining wall is
land yard borrow pits of highway construction unnecessary. They will also be covered with
engineering. Land occupation of them is vegetation plants after disposal. These yards are
waste land. Since water covering area acceptable when they are supported by proper
over there is small, drain flow rate is protection measures.
designed to 0.23 and 3.49m3/s.
Disposal site of alluvial land type locates
alluvial
This yard is not rationally selected; therefore, it
in Demoli. It is the beach land of
land yard
must be designed again in future stage.
Songhuajiang River.
Protection consideration for the disposal site
a. Retaining wall first. Retaining wall must be built at the site before the disposal is carried out. Waste
earth and dregs must be piled in layer and pressed to compaction. Pile slope must be constructed to
masonry grid type.
b.Considering the topography condition of the disposal site, protection to retaining wall must be built near
the slope foot. Protection measure and type for them must be designed according to the technical
specification in “Technical Specification for water and soil conservation in development to construction
project”.
c. For those disposal site whose neighbor are expected to collect large area of water space, drain ditches
must be constructed to prevent the runoff from sweeping over the yard.
d. Protection measure to disposal site must be done in advance the dreg disposal to secure its protection
role may be realized.
e. After the disposal of dreg or waste earth, yard shall be made flat and recovered its vegetation according
to actual condition to prevent the water and soil loss.
Protection measure for the disposal site
a. Protection measure for typical disposal site on gully and slope
Before the dreg is being discharged, water draining system like drain ditches must be constructed to
prevent the rainfall from flushing the dreg of waste earth. This system must lead the rainfall into the
natural ditches smoothly. The slope foot must be constructed to retaining wall; the slope face must be
constructed to masonry grid type; and the slope end must be done to flat. The stone dreg shall be
discharged in the bottom, and shall be covered by the waste earth, further covered by humus of 40-50cm
depth. Finally, they shall be covered by vegetation of trees and shrub.
By considering the topography and terrain feature of the yard area, following typical treatment and
protection measure to gully type yard and slope type yard can be designed. See detail in figure 5-3-8 and
figure 5-3-9.
Table 6-22 Scheme for protection to gully type disposal site
Figure 6-9 Scheme for protection of gentle slope spoil yard
b. Engineering measure
Engineering measure in disposal site includes retaining wall, drain ditches, rapid flow slot, and masonry
grid slope.
① Design to retaining wall
According to the calculation, height of the retaining wall is designed to 3-5m, type of it is designed to
gravity one. Stability of the wall then can be calculated by the computer program. As to its length, site
survey to topography may be employed.
An expansion joint of 2cm wide will be designed to the wall in every longitudinal 10~15m length of the
wall which will be filled by the asphalt board. Moreover, hole for draining water will be designed in every
longitudinal 2~3m length of the wall. If the wall is higher than 1m~1.5m, bottom of it will be designed to
a row of hole for graining water. If the wall is higher than 2-3 m, two row of hole for draining water in
vertical will be designed in the wall which lowest row of them will be higher than 0.3m from the ground
level. Hole for draining water on the retaining wall will be designed to geotextile for filtration.
As to this design, stability calculation is done according to the height of 3-5m. Earth press is calculated
according to the Coulomb’s Theory.
According to the calculation, each target can meet the requirements in “Technical Specification for water
and earth reservation in development construction project”. The stability factor can meet the demand; the
anti-sliding stability factor is more or to 1.3; the anti-inclining stability factor is more or to 1.5. It shall be
noted that selection to the disposal site must consider that load ability of the base must be more than the
designed maximum base pressure value; otherwise, base strengthening measure or reinforced concrete
base board must be employed. Calculation result is listed in Table 5-3-22.
Table 6-23 Calculation to section size of retaining wall and its parameter
Section size（mm）
h
h1
Standard
soil
Designed
Volume pressure (kN) Stability factor
Deviation base press
in meter
value
Slide- Incline- (mm)
(m3)
H
V
(kPa)
p
p
h2
b1
b
b2
2000 /
173
500
865
0
1.32
18.11
4.85
1.66
2.16
194
119.03
3000 /
231
600
1154 0
2.31
40.74
10.91 1.38
1.67
354
252.92
4000 400
317
750
1587 100 3.17
72.42
19.4
1.33
1.74
455
290.49
5000 400
413
950
2067 200 4.13
113.16 30.31 1.35
1.88
531
309.31
Figure 6-10 Design scheme of spoil retaining wall
② Design to flood releasing valley and energy dissipation measure
At the top platform of the dreg pile, masonry flood ditches will be constructed, and their ends will be
supported by rush slots or water-fall to drain the rainfall on the pile or from slope around it. As to this
design, the maximum peak flow of rain collection area for this disposal site is used to calculate the section
area of the typical flood ditches. Typical section size of flood ditches in all disposal site is selected
according to the rain collection area. Length of them is defined according to the site surveyed topography.
a. Flood calculation
Design to the flood frequency: according to regulation on smaller water drain engineering for mediumsize slope face in “Technical Specification on water and soil preservation treatment ---- smaller water
drain and utilization engineering”, also considering the flood control standards and importance of the
downstream area, flood frequency is designed to once in ten years or in twenty years. Since many
sensitive areas and national preservation areas locates near this railway line, the precaution standard then
is designed to once in twenty years. Rain collection area for flood ditches in disposal site is normally less
than 1.0km2. Flow of the peak for slope face then is calculated to according to formula in “Technical
Specification on water and soil preservation for development of construction project”:
QB  0.278KIF
Where, QB—designed maximum peak flow (m3/s);
I—maximum rainfall intensity in 1h（mm/h）, 78mm/h;
F—rain collection area of ditches in upstream（km2）
；
K—runoff factor（for this design 0.65）
According to the designed discharge, flow passing cross section is calculated based on the equation below:
QB  AC Ri
Where, QB- the biggest precipitation of slope face (m3/s);
A- cross sectional area of intercepting drain (m2);
C- Chezy coefficient;
R- hydraulic radius (m);
i – gradient of intercepting drain
Channel of flood discharge is in trapezoidal cross section. The size is decided by a formula, uniform
stream of open channel. The speed of flow should be moderate.
The grade of channel lengthwise is 5/1000~1/100, and the ratio of inslope is 1:0.75, safe altitude 0.2m, h
is the water depth of the peak discharge when passing. The channel is built by layers of stones. The stone
is 0.3m thick, 0.15m- thick gravel sand cushion laid below.
After computation, the following determined 7 kinds of typical section size see Table 5-3-39. The cross
section size of truncation and drain ditch is chosen according to the real controlled area and designed
discharging quantity. At the point of big bottom slope in the drain ditch, the size of cross section should be
suitably reduced and the side slope ratio should be enlarged.
Table 6-24 typical cross section table
each each
fractur linear linear
botto valle
side
mouth e
fractur
meter meter
roughne Gradie Designi m
y
discharge
slop
breadt
surfac
e
ng water breadt heig
fluid foundati
ss
nt
capacity(m3 e
h
e
surfac
depth(m h
laying on
ht
/s)
n
i(1:n) )
e type
m
B(m) （ m2 stone excavati
b(m) H(m)
）
（ m3 on
）
（m3）
each
linear
meter
sand
cushio
n
（ m3
）
I
0.34
0.75 0.014
200
0.30
0.50
0.50 1.25
0.31
0.825 1.781
0.347
II
0.88
0.75 0.014
200
0.50
0.50
0.70 1.45
0.51
0.975 2.285
0.422
III
1.15
0.75 0.014
200
0.50
0.70
0.70 1.75
0.61
1.035 2.519
0.452
Ⅳ
1.79
0.75 0.014
200
0.60
0.80
0.80 2.00
0.80
1.140 2.933
0.504
Ⅴ
3.07
0.75 0.014
200
0.80
0.80
1.00 2.20
1.10
1.290 3.563
0.579
Ⅵ
7.74
0.75 0.014
200
1.00
1.50
1.20 3.45
2.07
1.650 5.375
0.759
Ⅶ
12.32
0.75 0.014
200
1.00
2.50
1.20 4.95
2.97
1.950 6.995
0.909
b. Energy-reducing measures
This project is located at the low hill. The ground at the exit of flood-discharging ditch heaves greatly in
some of dregs field, and energy-reducing facility is needed to establish to connect with the original waterdischarging system and prevent the water from washing the downstream. Because the exit dropping
variance in some dregs field is bigger than 5m, steep trough project and energy-reducing basin is chosen
in this report’s water-discharging designing in the dregs field.
The energy-reducing facility is made up of graduation section upstream, steep trough section, energyreducing basin and entirely flowing section downstream, meeting with flood-discharging ditch above and
with the original water-discharging system, the typical cross-section schematic drawing showing in chart
5-3-11.
Figure 6-11Typical schematic drawing of energy-reducing facility
The steep trough uses the rectangular section, and adds alternating rectangular coarse-tank at the bottom
to increase the water depth, reduce the speed of flow and improve downstream energy-reducing condition.
The size is established according to the open canal uniform-stream formula, the gradient 1:3.0. The height
of side wall H is determined after the designed water depth and security height 0.5m.
The force-reducing basin uses brick-laying for mortar walling, trough floor and spandrel wall both 0.5m
in thickness, the cross section size determined according to the equation below:
The size of steep trough in typical dregs field and the typical section of energy-reducing basin sees Table
5-3-24.
Table 6-25 steep design parameter list
designing
flowing
quantity
entrance section steep tank section Energy releasing basin section
Q (m3/s)
(cm)
Q≤1.0
exit section
bottom groove
breadth depth breadth depth
(cm) (cm)
(cm)
(cm)
ridge baseboard level
total
height thickness length of flowing
slope(cm) length(cm)
(cm) (cm)
150
40
60
150
100
40
45
90
150
1.0<Q<2.0
200
50
70
200
110
50
50
100
200
2.0<Q<5.0
250
60
80
250
120
55
55
110
250
5.0<Q<8.0
300
75
95
300
120
60
55
120
300
8.0<Q<12.0 450
85
100
400
120
70
60
130
450
length
③Platform draining ditch
In the dregs field, the platform drainage facility uses brick-laying stone water discharging ditch (vertically
and horizontally spacing 200m). Because the platform area is small, the size of drain cross-section selects
trapezoidal cross section, the bottom extension 50cm, orifice width 80cm, deep 50cm, the lengthwise
slope not smaller than 3/1000. The mortar layers are 0.3m, 0.15m thick sandy gravel breaker strip below.
④ Land improvement
After the completion of the construction, the dregs field should be leveled and smooth by backfilling,
second ploughing and vegetation, according to the actual condition. If conditions permit, clay layers in
20cm thick is compacted to form the aquiclude and covered with surface soil 40-50cm. If used for farming,
the fields should be cultivated completely and executed with chemical substances to improve soil structure
and nutrients.
Outer slope face of the field needs improvement, when higher than 8m; the 2m platform should be built.
Boundary ridges should be built to keep off water at the intersection point of the dregs platform and side
slope.
Temporary protective measure
For temporary project, topsoil stripping quantity of farming is 50cm and forest land 30cm, without
stripping for wasted land and pond. The peeling regolith should be deposited inside the scope of dregs
field land scope. Knitting bags are used to protect the toe of slope as temporary protective measure. Piles
sets should not be higher than 4m and ratio of side slope should be controlled in 1:1.5. Height× top wide ×
bottom wide =1.0m×0.5m×1.1m trapezoidal cross section is adopted as the temporary earth retaining wall.
it should be mutual linking and joining when built, the length of joint should not be less than 1/3 of the
knitting bag . Surface of piled soil should be compacted and sprayed with water. Due to a long period of
piling and loose structure of the soil, it is easy to become the source of wind and water erosion. Soil
erosion happens during rainy and windy season, so the exposed surface should be protected by mixing the
seeds of bermuda grass and eremochloa ophiuroides, etc. plant the protection, 60kg seeds should be sowed
each hectare.
Design of plant protective measure
Dreg abandoning sticks to the principle of resisting before abandoning. The dregs resisting should be built
at the beginning. Stone dregs are thrown away before the wasted earth. After the completion of
abandonment, the field should be compacted to smooth and leveled. The dregs piling slope should be
controlled at about 1:2. Then afforestation and grass sowing is carried on in outside earth from
embankment and station topsoil, to restore plantation. The thickness of the covered earth is 40cm for the
planting of shrubs and mixed grass sown in different rows.
The plant protection measures should relate to the local soil conservation and forest plan. Based on the
principle of ecology restoration, the local wide-spreading fine tree species and grass of shrub should be
planted to restore the plantation as soon as possible to make the community stable. Arbors should be
primarily locust tree and shrubs should be amorpha fruticosa, lespedeza and so on. The grass seeds will be
setaria viridis, purple fescue, awnless brome, etc. The afforestation designing sees Table 5-3-25
afforestation technology skills see Table 5-3-26.
Table 6-26 afforestation designing table
growth row spacing
tree specification
（m）
plant type
forest
species
mixed
type
arbor
silver chain
mixed
growth
2×2
between rows
Wide-leafed river locust, river
locust,
1×1
shrub
bicolor
bicolor
mixed
growth between
rows ， sowing
mixed grass
mixed grass seeds
within rows
density
2-year strong sprout
1250
item/hm2
tree height about 80cm
10000
item/hm2
neatness≥90%，germination
60kg/hm2
percentage≥85%
Table 6-27 Afforestation technology table
item
season
planting spring
means
Specifications & requirement
Trees straight，root extending，moderate depth，raising and treading
tree
planting trees after half earth filling, refilling and treading, loose earth covering;
depth of the trees 2-3cm over the original earth marking of the root;
sowing method for mixed grass seeds (suitable earth covering based on
the moisture of the soil); germination hastening before sowing for good
rate of emergency.
nurture
Spring
autumn
&
2-year continual nurturing after planting，soil loosening and weeding,
fertilizing, pesticide defending，dead tree wiped away immediately and
replanting.
After analysis and computation, the measures of soil conservation and construction quantity in the
dregs(waste earth) field 5-3-27.
Table 6-28 soil conservation measures and construction quantity in the dregs(waste soil) protection field
N
Name
o
Construction measures
Planting measures
Field
Flood-releasing ditch
Brick-laying stone dregPlatform
water leveling
&energy-reducing
resisting wall
drainage ditch
measures
（hm2）
Mixed
Arb Shr grass
or ub
seeds
Admi
n.
Bric
k-
Bric
Found
kEarth Sand
ation
distric
layin
L
layin
L
H
L g
excava cushi
t
excava
tion on (
（ m （m g
（m
tion
ston
m
）
） stone
）
（ m3 （ m )
e
（ m3
3）
）
（ m）
（m
3）
3）
Binxi
develop
ment
1 region
ston
e
(m3
)
Earth
Topsoi knitti
l
ng
strippi bag
Reclai
Earth Sand
retain
100
Are
ng
Field ming
100
ing
0
a
Quan.
excava cush
0
(10000 wall
ground
level
tion
ion
ite
(hm （kg) m3)
ing levelin
item
(m3)
m
2)
(m3) (m3)
g
sowing
Topsoi
l
backfil
Are
ling
a
Quan.
(10000
(hm （kg) m3)
2)
5
2
481.
1093
2223
158
70.0
242.57 729
976.68
0
319.54
8.50 8.50
64
.30
.05
.74
9
6
8.50
221.2
0.85 51
7
85
5
1
352.
695. 1692.1 303.
116.
51.2
177.28 533
5
233.53
4.54 4.54
00
28 8
64
01
3
1
4.54
161.7
0.45 27.24 1.82
1
91
5
373. 188.35 566 848. 758.39 1726 1 123 248.12 54.4 5.13
10. 30.7 3.5 215.25 5.13
148.8 0.38 23.062 1.54
Bin
Binxi Count
develop y
ment
waste
earth
field 2
3 Binzho
layi
ng
Grass seeds
117
waste
earth
field 1
2 region
Bri
ck-
Temporary measures
3.40
u town
waste
99
94
.18
6 .26
0
3
25 5
9
0
5
earth
field
Shicha
ng
village
4
waste
earth
field
105
5
1
435.
988.
2010
143
63.3
219.34 659
883.16
8
288.94
6.95 6.95
51
61
.17
.54
8
6
Taiping
qiao
village
5
waste
earth
field
77
5
1
319.
726.
1476
105
46.5
161.12 484
648.72
3
212.24
3.75
91
18
.57
.44
6
7
Waste
earth
field in
6 Baicha
o
of
Bin
County
96
4
1
303.
896.
1822
130
57.4
198.85 598
800.68
6
261.96
5.71 5.71
06
28
.44
.13
6
9
Binan
brickfield
7
waste
earth
field
Korea
8 hat
tunnel
dreg
62
5
6.95
200.0
0.70 41.7
8
2.78
7.5 22.5 2.6
157.50 3.75
0 0
3
127.2
0.28 16.875 1.13
8
5.71
181.3
0.57 34.275 2.29
9
6 51.
22.8
104.07
0.90
7 70
3
1.8
0.6
5.41
37.87 0.90
0
3
62.41 0.07 4.0572 0.27
1
255.
580.
1181
84.
37.2
128.89 387
518.98
1
169.79
2.40
93
95
.26
35
5
0
4.8 14.4 1.6
100.80 2.40
0 0
8
101.8
0.18 10.8
2
0.72
field
Baidu
River
9 waste
earth
field
4
344
152. 40.0
4
693.18
40.00
.35
05 0
7
40.00
480.0
4.00 240
0
16.00
Pingan
tunnel
1 entranc
0 e
dreg
field
68
5
1
281.
425.
986.
92.
40.9
141.56 425
680.59
2
186.48
2.90
08
37
85
64
1
0
5.7 17.3 2.0
121.59 2.90
9 7
3
111.8
13.027
0.22
0.87
3
5
Pingan
tunnel
1
exit
1
dreg
field
55
5
225.
511.
1040 9 74.
32.8
113.50 341
457.00
149.52
1.86
36
57
.19 6 28
0
3.7 11.1 1.3
78.16 1.86
2 7
0
89.66 0.14 8.3745 0.56
5
1
338.
768.
1563
111.
49.2
170.55 512
768.70
4
224.67
4.20
64
70
.03
61
8
5
8.4 25.2 2.9
176.48 4.20
0 1
4
134.7
0.32 18.909 1.26
3
Fangz
Lianbin heng
1 tunnel
Count 82
2 dreg
y
field
Fangzh
eng
1 tunnel
3 entranc
e dreg
field
68
5
1
279.
635.
1291
92.
40.7
140.95 424
635.29
2
185.68
2.87
87
29
.76
24
3
0
5.7 17.2 2.0
120.54 2.87
4 2
1
111.3
0.22 12.915 0.86
5
Fangzh
1 eng exit
4 dreg
field
67
5
1
276.
627.
1275
91.
40.2
139.20 418
627.38
1
183.37
2.80
38
38
.68
09
2
8
5.6 16.7 1.9
117.56 2.80
0 9
6
109.9
12.595
0.21
0.84
6
5
Changf
a
1 village
5 waste
earth
field
94
3
1
216.
877.
1784
127
56.2
194.77 585
877.85
6
256.57
5.48 5.48
30
85
.97
.46
8
6
Changf
1 a tunnel
6 dreg
field
50
5
Changf
a
1 village
7 waste
earth
field 2
170
Shangz
hi
1 village
8 waste
earth
field
70
5.48
177.6
0.55 32.88 2.19
6
207.
471.
959. 8 68.
30.2
104.68 315
471.81
137.90
1.58
85
81
36 9 50
5
3.1
1.1
9.50
66.49 1.58
7
1
82.70 0.12 7.1235 0.47
4
1
538.
668.
1358
89.
39.6
353.60 446
668.31
1
180.86
2.72
90
31
.90
85
7
7
5.4 16.3 1.9
114.37 2.72
5 4
1
108.4
12.253
0.20
0.82
6
5
6
1
702.
1125 1125.0 2287
79.
35.2
145.60 750
0
160.71
2.15
10
.00 0
.50
84
5
4
4.3 12.9 1.5
90.30 2.15
0 0
1
96.37 0.16 9.675 0.65
375.
762. 7 54.
24.0
375.00
109.60
1.00
00
50 1 45
4
2.0
0.7
6.00
42.00 1.00
0
0
65.73 0.08 4.5
292.
664.
1351 1 96.
42.6
147.43 443
664.50
194.21
3.14
74
50
.15 2 48
0
6.2 18.8 2.2
131.88 3.14
8 4
0
116.4
0.24 14.13 0.94
7
Shangz
hi
brickya
1 rd
9
waste
earth
field
2 Jiansha
0 nzi
waste
250
71
5
0.30
earth
field
5
Demoli
2 waste
1 earth
field
2
224
99.3 17.0
9
452.83
.95
3
7
2
freewa
y earth
in-take
2
pit
2
waste
earth
field
509
34. 102. 11.
271.5
716.94 17.07
1.28 76.815 5.12
14 42 95
6
1
763.
1552
110.
48.9
763.47
4
223.14
4.15
47
.39
85
5
4
8.2 24.8 2.9
174.09 4.15
9 7
0
133.8
18.652
0.31
1.24
1
5
G221w
2 aste
3 earth
field
66
4
210.
355.
723. 6 51.
22.8
138.13 237
355.76
103.98
0.90
51
76
37 7 65
1
1.8
0.6
5.40
37.80 0.90
0
3
62.35 0.07 4.05
0.27
Shuang
gou
2
waste
4
earth
field
94
5
388.
440.
895. 8 63.
28.2
195.48 294
440.53
128.75
1.38
13
53
73 3 96
4
2.7
0.9
8.28
57.96 1.38
6
7
77.21 0.10 6.21
0.41
Caopig
ou
2
waste
5
earth
field
122
8
1
2152
572.
1163
83.1
36.7
254.00 382
572.41
0
167.30
2.33
.88
41
.91
1
0
8
4.6 13.9 1.6
97.86 2.33
6 8
3
100.3
0.17 10.485 0.70
3
Gaolen
2 g waste
6 earth
field
110
8
1931
513.
1044 9 74.
32.9
227.85 342
513.49
150.08
1.88
.27
49
.10 7 55
2
3.7 11.2 1.3
78.75 1.88
5 5
1
90.00 0.14 8.4375 0.56
95
2
124. 196.89 296 295. 473.29 686. 8 64. 129.68 28.4 1.40
2.8 8.40 0.9 58.80 1.40
77.77 0.11 6.3
2
Gaolen
g waste
0.42
7 earth
field 2
95
Yongqi
River
2
8 waste
earth
field
Waqi
River
2
waste
9
earth
field
Shazi
River
3
waste
0
earth
field
145
6
82
4
80
27
4 42
5
1
1455
974.
1786
98.
43.6
301.82 453
693.79
2
198.80
3.29
.42
94
.63
76
1
8
258. 169.9
511
93 0
1097.6 781.0 2011 14
223.8 49.0
111.18
4.17
1
9
.43 4
1
9
Fangz
heng
440. 289.1
434
Count 139 4 71 7
y
934.08
664.7 1711 12
94.62
1
.75 3
0
8
6.5 19.7 2.3
138.18 3.29
8 4
0
119.2
0.25 14.805 0.99
2
8.3 25. 2.9 175.
4.17
4 02 2
14
134.
0.31
22
18.7
1.25
65
190.4 41.7
3.02
7
8
6.0 18.
126.
2.11
3.02
4 12
84
114.2
0.23
2
13.5
0.91
9
Shahezi
3 waste
1 earth
field
160 5
661. 333.2
501
63 2
1076.3 765.9 1972 14
219.4 48.1
109.03
4.01
4
6
.46 2
8
4
8.0 24. 2.8 168.
4.01
2 06 1
42
131.
0.30
62
18.0
1.20
45
Erdaog
ou
3
waste
2
earth
field
170 5
700. 352.9
530
88 9
1140.2 811.4 2089 15
232.5 51.0
115.50
4.50
1
1
.50 0
0
0
9.0 27. 3.1 189.
4.50
0 00 5
00
139.
0.34
43
20.2
1.35
5
236 5
975. 491.3
738
66 7
1107.3 989.2 2251 20
323.6 70.9
160.78
8.72
6
4
.64 9
5
9
17. 52. 6.1 366.
8.72
44 32 0
24
194.
0.65
09
39.2
2.62
4
Toudao
gou
3
waste
3
earth
field
Ilan
CK230
3 waste
4 earth
field
97
3
224. 202.4
304
82 3
851.59
133.3 29.2
1.48
4
5
2.9 8.8 1.0 62.1
1.48
6 8 4
6
79.9
0.11
6
6.66 0.44
CK236
3 waste
5 earth
field
188 3
434. 391.6
588
97 6
1647.6 1017. 2830 16
257.9 56.5
128.15
5.54
0
98
.35 6
7
9
11. 33. 3.8 232.
5.54
08 24 8
68
154.
0.42
70
24.9
1.66
3
CK242
3 waste
6 earth
field
253 2
333. 526.2
791
94 0
790.57
1264. 1834 22
346.5 76.0
172.18
10.00
91
.12 4
9
3
20. 60. 7.0 420.
207.
10.00
0.75
00 00 0
00
85
45
Ilan
3 tunnel 1
7 dreg
field
113 5
466. 235.0
353
79 9
353.20
565.1 819. 10
76.92
2
42 0
154.8 33.9
2.00
4
7
3.9 11.9 1.4 83.8
2.00
9 8 0
3
92.8
0.15
6
8.98
0.60
2
Ilan
tunne 2
3
entranc
8
e dreg
field
142 5
586. 295.3
444
40 3
443.71
709.9 1029 12
96.63
3
.40 5
194.5 42.6
3.15
2
7
6.3 18. 2.2 132.
3.15
0 90 1
30
116.6
0.24
5
14.1
0.95
75
Ilan
tunnel 2
3
exit
9
dreg
field
156 5
642. 323.5
486
37 2
486.06
777.6 1127 13
213.0 46.7
105.86
3.78
9
.65 7
9
4
7.5 22. 2.6 158.
3.78
6 68 5
76
127.
0.28
79
17.0
1.13
1
Zhusha
4 n waste
0 earth
field
204 5
842. 424.2
637
36 4
637.38
1019. 1478 18
279.4 61.2
138.81
6.50
80
.72 0
3
9
13. 39. 4.5 273.
6.50
00 00 5
00
167.
0.49
57
29.2
1.95
5
4 Xiaowa
1 dan
waste
193 5
795. 400.7
602
71 4
602.08
963.3 1396 17
263.9 57.9
131.13
5.80
3
.82 0
6
0
11. 34. 4.0 243.
5.80
60 80 6
60
158.
0.44
29
26.1 1.74
526.1 1462
86 66.24
6
.90
3.00
earth
field
Xinghu
4 a waste
2 earth
field
Monke
y rocky
mountai
4 n
3 entranc
e
dreg
field
143 5
592. 298.3
512
48 9
512.35
819.7 1188 14
224.6 49.2
111.58
4.20
6
.65 5
2
7
8.4 25. 2.9 176.
4.20
0 20 4
40
134.
0.32
70
18.9 1.26
133 5
547. 275.8
474
77 7
1743.1 923.6 2818 13
207.6 45.5
103.16
3.59
5
8
.41 4
7
5
7.1 21. 2.5 150.
3.59
8 54 1
78
124.
0.27
53
16.1
1.08
55
1018.4 724.7 1866 13
207.6 45.5
103.16
3.59
2
3
.31 4
7
5
7.1 21. 2.5 150.
3.59
8 54 1
78
124.
0.27
53
16.1
1.08
55
5.5 16. 1.9 115.
2.75
0 50 3
50
109.
0.21
00
12.3
0.83
75
City of
Jiamus
Monke i
y rocky
4 mountai
306. 275.8
133 3
474
4 n exit
38 7
dreg
field
Xinhua
village
4
waste
5
earth
field
116 5
479. 241.4
415
42 5
891.34
634.3 1633 11
90.29
0
.44 7
181.7 39.8
2.75
5
7
6.1.9 Analysis and protective measure of temporary construction
During the construction of the main project, the matching facilities include material field, beam field, rail
laying site, mixer station, construction site, Construction building and construction detour ,etc. these
facilities basically distribute on the both sides of the roadbed along the project route.
Prevention area of construction and production
This area mainly includes the beam field, mixer station, construction site and life area, etc. mainly
cultivated land and wasted land. During construction, due to frequent activities of machinery and people,
the original geomorphology and vegetation are disturbed and destroyed. The hardened construction site
and the remained wasted sand stone will result in changes of soil structure, leading to a poor ability of
production. In order to improve the region ecological environment and reduce soil erosion, effective
measures must be taken during and after the construction. Objects of treatment are as follows:10 beam
fields (123.40hm2 ) 3 rail board prefabrication field (25.20h m2 ), 31 mixer station (2900h m2)
temporary electricity line163.00km(7.34h m2) and other construction field, Construction building and
temporary dregs piling field 46.68h m2 .the whole is 231.62h m2.
Measures for prevention and control
This project involves a great variety of construction fields and disturbs many kinds of earth
surface .According to the principle “unified plan, source control, combination of prevention and
restoration”, effective prevention protective measures must be taken. The key is source control and the
process control. Reduce the damages of the original landform to a minimum degree. The priority is given
to the combination of permanence and temporary concerning the location choice of the temporary
project .2 rail laying bases need to unify permanent occupying land area of the station yard. Material
factory should be built in the existed railway station.
Distribution of measures.
Temporary facility built in the existed field should be cleared after the construction had ended. Before the
implementation of temporary facilities occupying the forest land, the open land and the cultivated land.
Topsoil stripping quantity of farming is 50cm and forest land 30cm, wasted land 20cm. The peeling
regolith should be deposited beyond fields. Knitting bags are used to protect as temporary protective
measure. Piles sets should not be higher than 4m and ratio of side slope of piling should be controlled in
1:1. During piling, the exposed surface should be protected by mixing the seeds of bermuda grass and
eremochloa ophiuroides, etc. plant the protection, 60kg seeds should be sowed each hectare.
In the large-scale temporary location draining water system has been included in the main body design.
Excavation of drain or the cloth lap drain tank. The resilience and the investment has integrated in the
principal part.
After the construction, hardened ground and the macadam pavement will be demolished completely and
then filled and leveled to be smooth. cultivation and preparation of soil, the backfill regolith, execution of
the farm manure, restoration for the farming and the lawn, farm manure 45m3 for each hectare. Selection
of the grass plants the white aneurolepidium chinense, the purple sheep fescue, the awnless brome and so
on, each hectare broadcast sowing grass seed 60kg.
The flow sees Figure 5-3-12.
The measures of soil conservation and construction quantity in the dregs (waste earth) field
Coverage
clearing
Topsoil stripping
Topsoil conservation
Temporary facility arrangement
Field clearing
Topsoil backfilling
Reclaiming ground leveling/earth and fertilizer adding
earthand fertilizer addin fertilizzertadding
Original land type
Other-used land
Reclaiming grassland
Farmland
Reclaiming farmland
Figure 6-12 Construction produces the quarters measure arrangement flow chart
After the analysis computation, the construction production life prevention area prevention measure and
the resilience see Table 5-3-28.
Table 6-29 Bill of quantity for prevention measures in construction site and camp
City of Bin
Fangzheng Ilan
Harbin County County
county
City of
sum
Jiamusi
18.24
64.97
61.53
66.23
20.65
231.62
15.66
53.72
28.18
25.74
15.97
139.27
2.58
11.25
33.35
40.49
4.68
92.35
quantity(kg) 154.80
675.00
2001.00
2429.40 280.80 5541.00
1000 item
15.48
67.50
200.10
242.94
28.08
554.10
Topsoil stripping(10,000m3)
8.36
29.16
22.35
23.67
8.95
92.48
earth knitting bag(m3)
346.92
647.99
567.28
583.87
358.90 2504.96
2.09
7.29
5.59
5.92
2.24
quantity(kg) 125.37
437.39
335.22
355.11
134.18 1387.26
(10,000m3) 8.36
29.16
22.35
23.67
8.95
administrative district
Construction
measures
ground leveling(hm2)
reclaiming ground leveling
green fertilizer adding(hm2)
area(hm2)
Plantation
grass sowing
measures
shrub
Temporary
measures
area(hm2)
23.12
grass seeds sowing
topsoil backfilling
(10,000m3)
92.48
Temporary access road of construction
Newly built and rebuilt construction detour 202km, with a land area of 85.38hm2, are designed to be the
village road or the field road. It is suggested that road surface can be the macadam pavement or the putty
stone road surface, 20cm thick. When construction detour span ditch and ditch, the culvert or the bridge
etc. the building should be constructed ,guaranteeing the draining water channel or the irrigation water
channel unimpeded, simultaneously, the road surface should be sprayed with water regularly, Appearance
of the floating dust by driving cars should be prevented. After the construction, part of the construction
detour is used as the field by-path or the country road with the width 4m~7m. Pavement condition in the
project area should be improved and the road system should be perfected. The roadbed the side slope of
the roadbed should be protected with planting grass.
Protection of roadbed side slope
The excavation of the construction detour on the slope worsens the degree of soil erosion .The emphasis
lies in the protection of side slope. The specific measures are as follows: it must be followed by the
Construction that earth should be excavated and transported as needy and promptly and can not be
dumped down willingly. Drainage ditches should be built inside the excavated side slope and be built with
layers with a thickness 30cm. base sand cushion 15cm, the cross section for the bottom wide × ditch
deep× orifice width =0.5×0.5×0.8m, the lengthwise grade 1%, flow capacity is 0.38m3/s. planting grass
to protect side slope of filling and excavation..
Measures for later period
Construction detour should be restored to the original land function, if not used as the country road or the
field by-path. Farming land should restored with application of farm manure, each hectare with farm
manure 45m3; The original wasted land and forest land should be restored by cultivation and preparation
of sowing mixed grass, the white aneurolepidium chinense, the purple sheep fescue, the awnless brome
etc, each hectare sowing grass seed 60kg.
After the analysis calculation, in the construction detour area, measures of conservation of water and soil
and the quantity see Table 5-3-29.
Table 6-30 prevention measure project meter of construction detour area
construction measures
plantation measures
draining ditch
M7.5
administrative ground
district
leveling length
(hm2)
（m）
earth
mortarexcavation laying
sand
cushion
grass
sowing
（m3）
(m3)
(hm2)
grass
sowing
slope
（m2)
stone
(m3)
City
Harbin
of
reclaiming
ground
leveling
and green
fertilizer
adding
(hm2)
9.23
0
0
0
0
3.32
0
5.91
Bin County
25.43
15990
24785
12152
5437
9.15
191880
16.28
Fangzheng
County
23.88
14880
23064
11309
5059
8.6
178560
15.28
Ilan County
19.12
11865
18391
9017
4034
6.88
142380
12.24
7.73
3855
5975
2930
1311
2.78
46260
4.95
85.39
46590
72215
35408
15841
30.73
559080
54.66
City
Jiamusi
sum
of
6.1.10 conservation of water and soil plan
soil erosion
In construction process, because of some construction activities, such as earth intake and abandonment,
construction of embankment and culvert, remodeled landform with the artificial side slope has come into
being. Moreover these activities have contributed heavy damages to the original landform and the natural
vegetation, leading to reduction or lose of its original function- conservation of water and soil. The
occurrence and development of original landform soil erosion are intensified and new artificial loss has
being created.
Analysis of influencing factors concerning soil erosion in railway construction sees Table 5-3-30.
Table 6-31 Analytical table for influencing factors concerning soil erosion
Affective factors
Natural factor
Area
Artificial factor
Type of vegetation
earth filling section
strip the floor vegetation, form bare earth roadbed，
form earth side slope and roadbed.
Frequent vehicle grinding, artificial activities and
both
sides
of
stripped topsoil tying up, impacts vegetation growth to
roadbed section embankment
reduce the soil conservation function.
station
yard
section
Excavated earth and mud from bridge foundation ditch Forest land
Bridge
and Bridge and culvert not cleared promptly is easy to be washed away by Farmland
runoff water to form new soil erosion.
culvert section
tunnel section
strip topsoil, form bare earth roadbed，form earth side
Station
slope and roadbed.
Earth
area
intake
Dregs area
Construction
access area
Texture type
Exogenic
force
type of
erosion
relatively loose precipitation
hydraulic
erosion
relatively loose precipitation
hydraulic
erosion
relatively loose precipitation
hydraulic
erosion
relatively loose precipitation
hydraulic
erosion
Tunnel
Front slope of tunnel side not protected promptly is
easy to form earth side slope and in soil erosion.
relatively loose precipitation
hydraulic
erosion
Earth take field
Strip topsoil vegetation，form borrow pit，disturb the
stability of original body earth and form a great area of Waste land
bare surface.
Loose
precipitation
hydraulic
erosion
Dregs field
Waste piled loosely, before the realization of
Shrub
woodland,
protection, is extremely to create serious soil erosion
loose
farmland, waste land
because of loose structure and lack of floor coverage.
precipitation
hydraulic
erosion
Construction
access road
Form bare roadbed surface and suppress vegetation
relatively loose precipitation
hydraulic
erosion
Farmland
land
,
forest
and Suppress and destroy original landform, wildwood and Farmland
,waste
hydraulic
Construction Large
relatively loose precipitation
temporary
facility
weaken
original
soil
conservation
function
land,
forest
land
erosion
production and
soil
living area
Forecast time interval of soil erosion
This project belongs to the construction item. Concerning the details of the beginning and development of
soil erosion during the process, prediction period is made up of the construction preparation period, the
construction period and the natural recovery period.
Preparation period
The construction preparation period of this project is from July, 2010 to October, 2010, the deadline is 3
months.
Construction period
This project construction period is from July, 2010 to June, 2014. The total time is 4.0 years.
Natural recovery period
According to natural condition of the rail line and the project characteristics, it is predicted that 2 years is
needed for nature to recover from the impact of soil erosion.
The period for roadbed project construction is 17 months. The period for arch of bridge construction is 30
months. The period for tunnel construction is 33 months, after certain subsidence time, the roadbed can be
paved. Period for roadbed project construction is prolonged to 24 months. Considering the construction
period will possibly be adjusted, under the most disadvantageous interval, period for the tunnel area, the
arch of bridge area, the abandoned dregs field area, the construction detour area and the area of
construction and production should be predicted to be 3 years. Other construction period predicted to be
2.5 year. For details sees Table 5-3-31.
Table 6-32 project various project areas soil erosion forecast time interval table
station bridge and
foreshadowing roadbed
tunnel dregs
yard culvert
period
section
section field
section section
temporary
construction construction
earth
access
production and
piling
road section living area
section
construction
preparing
period
0.5 year 0.5year 0.5 year
Construction
period
2.5 year
2.5
year
nature
restoring
period
2 year
2 year 2 year
3.0 year
0.5
/
0.5 year
0.5 year
/
3.0
year
3.0 year
3.0 year
3.0 year
1.0 year
2 year
2 year
/
2 year 2 year
Quantity forecast of soil erosion
(1) The additional quantity of soil erosion is predicted by calculating several aspects. Possible soil erosion
area caused by the construction, the soil erosion background value and predicted value of soil erosion
intensity. The formula is as follows:
Prognostic formula of soil erosion quantity is:
5
W 
i 1
3
F M
k 1
i
ik
 Tik
Where, Ws1-- present soil erosion quantity (t);
Mwi-- soil erosion modulus of original landform (t/ km2. a);
Fi-- disturbed surface area (km2);
Ti-- forecast time interval (a);
N-- forecast unit.
The new added soil erosion quantity may be calculated according to the equation below:
5
VW  
i 1
3
 F V M
k 1
i
ik
 Tik
Where, W—quantity of soil erosion of
the surface disturbance, t;
△W—additional quantity of soil erosion of the surface disturbance, t;
i-- forecast unit (1,2,3,4,5);
k-- forecast time interval (1,2,3), refers to the construction preparation period, the construction period and
the natural recovery period;
Fi-- ith forecast unit area, km2;
△M-- additional soil erosion modulus at different time interval and of different unit, t/(km2 . a);
(2) Modulus determination of original landform soil erosion
Based on materials collected by remote research, in combination with material collected through on-thespot investigation, a detailed analysis of construction area's terrain landform, the climate, the vegetation
and present situation of soil erosion is performed. The degree of Soil erosion of project area is and mild
primarily, partial land sector suffer from moderate corrosion. The occupying land area of project belongs
to forest land and cultivated land. The farming is primarily smooth and the soil erosion is slight. Therefore,
depending on the present situation of soil erosion, it can be decided that original landform soil erosion
modulus of this area is 200~1500t/km2 .a along the route.
(3)Modulus determination of soil erosion of landform disturbance
This project has almost the same conditions of terrain landform, vegetation and rainfall as the Snow Town
highway of China. So, it is beneficial to analyze reasons, kinds and distributions of soil erosion from
ChangTing to Liuhe of Snow Town highway of China. Considering the construction characteristics of
railway, the result of soil erosion intensity can be analyzed and revised comprehensively
Regional soil erosion modulus of this project See Table 5-3-32.
Table 6-33 modulus of soil erosion of landform disturbance
Unit: t/km2.a
Soil erosion modulus（t/km2•a）
Construction
Nature restoring period
Construction
preparing
period
First year Second year
period
Section
Plain area
Roadbed section
1000
3000
1000
200
Station yard section
1000
3000
1000
200
Bridge
section
1000
1000
200
1000
200
1000
200
and
culvert
（ starting point ～ construction access road 1000
section
CK36+477）
Construction production
1000
and living section
Temporary earth piling
/
section
3000
3000
3000
5000
Roadbed section
2000
4000
3000
1000
Station yard section
2000
4000
3000
1000
Bridge
section
2000
4000
3000
1000
Tunnel section
2000
Low
hill
area
（ CK36+477 ～ ending Dregs field section
/
point）
Construction access road
2000
section
4000
3000
1000
4000
3000
2000
4000
3000
1000
Construction production
2000
and living section
5000
3000
1000
Temporary earth piling
/
section
8000
and
culvert
(4) Quantity forecast of soil erosion of original landform
A ccording to possible soil erosion area of different construction stages and the prediction time of project
construction and natural recovery, the quantity of soil erosion of original landform during future project
construction and natural recovery period can be predicted based on the soil erosion modulus of original
landform. The forecast time for roadbed area, the station yard area, the abandoned dregs field area forecast
time is 5 years, 5.5 year for the arch of bridge area, the tunnel area, the construction detour area, the
construction production and living area. Total quantity for original landform soil erosion total is
13.76×104t. For details, see Table 5-3-33.
Table 6-34forecast table for original landform soil erosion
Original landform
Administrative district Commencement and germination mile Foreshadowing unit
City
Harbin
Commencement~CK16+150
Plain area
Foreshadowing Foreshadowing
period(a)
Roadbed section
82.75
5
200
827.50
Station yard section
0.84
5
200
8.40
Bridge
section
54.19
5.5
200
596.09
9.23
5.5
200
101.52
18.24
5.5
200
200.64
1
200
14.70
and
culvert
Construction
road section
access
Temporary
section
facility
Subtotal
Low
area
hill
CK16+150~CK103+350
Quantity of soil
erosion （t）
area(hm2)
Temporary earth piling 7.35
Bin
County
Modulus(t/km2·a）
172.60
1748.85
Roadbed section
194.94
5
1500
14620.50
Station yard section
52.99
5
1500
3974.25
Bridge
section
102.25
5.5
1500
8435.63
Tunnel section
0.40
5.5
1500
33.00
Waste earth section
77.88
5
1500
5840.93
Construction
road section
access
25.43
5.5
1500
2097.56
Temporary
section
facility
64.97
5.5
1500
5360.03
and
culvert
temporary earth piling 17.30
Subtotal
Fang
Zheng
county
Low
area
hill CK103+350~CK223+000
259.50
40621.40
Roadbed section
207.43
5
1500
15557.25
station yard section
43.87
5
1500
3290.25
bridge
section
130.78
5.5
1500
10789.35
Tunnel section
2.00
5.5
1500
165.00
Waste earth section
74.30
5
1500
5572.50
Construction
road section
access
23.88
5.5
1500
1970.10
Temporary
section
facility
27.95
5.5
1500
2305.88
1
1500
279.30
and
culvert
Subtotal
low hill
CK16+150~CK103+350
section
1500
536.15
Temporary earth piling 18.62
Ilan
County
1
528.83
39929.63
roadbed section
151.79
5
1500
11384.25
station yard section
52.16
5
1500
3912.00
bridge
section
96.59
5.5
1500
7968.68
tunnel section
0.80
5.5
1500
66.00
waste earth section
51.47
5
1500
3860.25
construction access road
19.12
section
5.5
1500
1577.19
temporary
section
5.5
1500
5463.98
and
culvert
facility
66.23
temporary earth piling
subtotal
City
of low hill CK16+150~CK103+350
Jiamusi
section
total
1
1500
457.10
284.10
34516.44
roadbed section
80.92
5
1500
6069.00
station yard section
86.74
5
1500
6505.50
bridge
section
56.09
5.5
1500
4627.43
tunnel section
0.40
5.5
1500
33.00
waste earth section
14.13
5
1500
1059.75
construction access road
7.73
section
5.5
1500
637.93
temporary
section
20.65
5.5
1500
1703.63
8.76
1
1500
131.40
and
culvert
facility
temporary earth piling
subtotal
18.94
275.42
20767.63
1970.10
137583.95
(5) Quantity foreshadowing of soil erosion of landform disturbance
Based on possible soil erosion area of different project areas as well as the prediction time of project
construction period and the natural recovery period , quantity of soil erosion of landform disturbance
during project construction and the natural recovery period can be predicted , depending on the modulus
of soil erosion of landform disturbance. By prediction, soil erosion quantity for 27.86×104t. For details,
see Table 5-3-34.
(6) Additional quantity foreshadowing of soil erosion
After the computation analysis, the addition quantity of soil erosion is 14.10×104t. Among this, 4.12×104t
is added in the roadbed area , the station yard area 1.30×104t, the bridge culvert 3.09×104t, the tunnel area
0.02×104t, the dregs field area 2.07×104t, the construction detour area 0.75×104t, the construction
production and living area 2.29×104t and temporary earth piling area 0.45×104t. The quantity of soil
erosion during project construction period is far bigger than the natural recovery period. So , it is critical
time to prevent soil erosion. Practical and feasible measures, including project and plant measure as well
as the temporary protective measures, should be manipulated . For possible soil erosion of the land sector,
reasonable and special measure should be taken so as to control soil erosion effectively.
Table 6-35 quantity forecast table of soil erosion of landform disturbance
Construction preparing period
Admin.
district
Project construction period
Nature recovery period
Total Quan
of
tity
soil
Qua
Quan
Quan
Qua
of
Eosio ntity
Erosio
tity
tity
ntity erosi new
Erosio
Erosio
Commencement Foresha
n
Foresha n
Foresha n
of Foresha Foresha n
of
of
of on soil
and germination dowing Foresha Foresha
dowing dowing modul soil dowing dowing modul soil dowing modul soil dowing modul soil quant erosi
mile
unit
area
period us
period us
erosi area
erosi area
erosi area
erosi ity on
us
us
on
on
on
(t/km
(hm2) (a)
(hm2) (a)
(hm2) (t/km
(hm2) (t/km on （ t （ t
(t/km
（ t
2·a） （ t
2·a） （ t ） ）
2·a） （ t
2·a）
）
）
）
）
roadbed
82.75
section
0.5
1000
station
yard
section
0.84
0.5
1000 4.20 0.84
bridge
and
culvert
section
54.19
0.5
1000
0.5
0.5
pl
City
ai
of
commencement
n
construc
Harbi
~CK16+150
ar
tion
n
ea
access 9.23
road
section
temporar
y facility 18.24
section
temporar
y earth
piling
413.
82.75
75
First year
Second year
2.5
3000
6206
41.38
.25
1000
2.5
3000
63.0
0.00
0
1000 0.00 0.00
270.
54.19
95
3
3000
4877
27.10
.10
1000
1000
46.1
9.23
5
3
3000
830.
9.23
66
1000
91.2
18.24
0
3
3000
1641
18.24
.60
1
5000
367.
50
7.35
413.
41.38
75
200
82.7 7116. 6289
5
50 .00
200
0.00
270.
27.10
95
200
54.1 5473 4877
9
.19 .10
1000
92.3
9.23
0
200
18.4 987. 886.
6
56 03
1000
182.
18.24
40
200
36.4 1951 1751
8
.68 .04
67.2 58.8
0
0
367. 352.
50 80
section
total
1398
95.94
6.11
959.
95.94
40
191. 1596 1421
88 3.63 4.77
roadbed
194.94
section
0.5
2000
1949
194.94
.40
2.5
4000
1949
97.47
4.00
3000
2924
97.47
.10
1000
974. 2534 1072
70 2.20 1.70
station
yard
section
52.99
0.5
2000
529.
52.99
90
2.5
4000
5299
26.50
.00
3000
794.
26.50
85
1000
264. 6888 2914
95 .70 .45
bridge
and
culvert
section
102.25
0.5
2000
1022
102.25
.50
3
4000
1227
51.13
0.00
3000
1533
51.13
.75
1000
511. 1533 6901
25 7.50 .88
tunnel
section
0.40
0.5
2000 4.00 0.40
3
4000
48.0
0.20
0
3000 6.00 0.20
77.88
3
4000
9345
77.88
.49
3000
2336
77.88
.37
2000
1557 1323 7398
.58 9.45 .51
lo
waste
w CK16+150~DK
Bin
earth
hil 28+950
Count
section
l
y
ar
construc
ea
tion
access 25.43
road
section
temporar
y facility 64.97
section
temporar
y earth
piling
section
subtotal
826.
172.60
25
165.25
440.98
1000 2.00
60.0 27.0
0
0
0.5
2000
254.
25.43
25
3
4000
3051
25.43
.00
3000
762.
25.43
75
1000
254. 4322 2224
25 .25 .69
0.5
2000
649.
64.97
70
3
5000
9745
64.97
.50
3000
1949
64.97
.10
1000
649. 1299 7633
70 4.00 .98
17.30
1
8000
1384
.00
4409 536.15
6063 343.56
1384 1124.
.00 50
1030 343.56
4214 7956 3894
.75
.43
8.10 6.70
0.5
2000
2074
207.43
.30
2.5
4000
2074
103.72
3.00
3000
3111.
103.72
45
1000
1037 2696 1140
.15 5.90 8.65
station
yard
section
43.87
0.5
2000
438.
43.87
70
2.5
4000
4387
21.94
.00
3000
658.
21.94
05
1000
219. 5703 2412
35 .10 .85
bridge
and
culvert
section
130.78
0.5
2000
1307
130.78
.80
3
4000
1569
65.39
3.60
3000
1961
65.39
.70
1000
653. 1961 8827
90 7.00 .65
tunnel
section
2.00
0.5
2000
20.0
2.00
0
3
4000
240.
1.00
00
3000
30.0
1.00
0
1000
10.0 300. 135.
0
00 00
74.30
3
4000
8916
74.30
.00
3000
2229
74.30
.00
2000
1486 1263 7058
.00 1.00 .50
temporar
y facility 27.95
section
0.5
2000
238.
23.88
80
3
4000
2865
23.88
.60
3000
716.
23.88
40
1000
238. 4059 2089
80 .60 .50
0.5
2000
279.
27.95
50
3
5000
4192
27.95
.50
3000
838.
27.95
50
1000
279. 5590 3284
50 .00 .13
18.62
1
8000
1489
.60
temporar
y earth
piling
section
Ilan
6.92
roadbed
207.43
section
lo
waste
Fangz w DK160+1000~C earth
heng hil K223+000
section
l
Count
construc
ar
y
tion
ea
access 23.88
road
section
subtotal
6.99
4359
528.83
.10
435.91
lo DK160+1000~C roadbed 151.79
0.5
2000 1517 151.79
5852
318.17
7.30
2.5
4000 1517 75.90
1489 1210
.60 .30
9545
318.17
.10
3000 2276 75.90
3924 7635 3642
.70 6.20 6.58
1000 758. 1973 8348
Count w K223+000
y
hil
l
ar
ea
section
.90
95
2.70 .45
52.16
0.5
2000
521.
52.16
60
2.5
4000
5216
26.08
.00
3000
782.
26.08
40
1000
260. 6780 2868
80 .80 .80
bridge
and
culvert
section
96.59
0.5
2000
965.
96.59
90
3
4000
1159
48.30
0.80
3000
1448
48.30
.85
1000
482. 1448 6519
95 8.50 .83
tunnel
section
0.80
0.5
2000 8.00 0.80
3
4000
96.0
0.40
0
3000
12.0
0.40
0
1000 4.00
51.47
3
4000
6176
51.47
.40
3000
1544
51.47
.10
2000
1029 8749 4889
.40 .90 .65
120. 54.0
00 0
construc
tion
access 19.12
road
section
0.5
2000
191.
19.12
18
3
4000
2294
19.12
.10
3000
573.
19.12
53
1000
191. 3249 1672
18 .98 .78
temporar
y facility 66.23
section
0.5
2000
662.
66.23
30
3
5000
9934
66.23
.50
3000
1986
66.23
.90
1000
662. 1324 7782
30 6.00 .03
18.94
1
8000
1515
.20
temporar
y earth
piling
section
City
.85
station
yard
section
waste
earth
section
subtotal
9.00
386.69
Low DK160+1000~CK223 roadbed
3866
457.10
.88
5200
287.49
2.00
1515 1231
.20 .10
8624
287.49
.63
3389 6788 3336
.58 3.08 6.63
80.92 0. 200 809.20 80.92 2. 400 8092.00 40.46 300 1213.8 40.46 100 404.60 10519.6 4450.60
of
hill +000
Jiamu sectio
si
n
section
station
yard
section
5 0
86.74
5 0
0
0
0
0
0. 200
2. 400
300 1301.1
100
11276.2
867.40 86.74
8674.00 43.37
43.37
433.70
4770.70
5 0
5 0
0 0
0
0
bridge and
0. 200
400
300
100
culvert
56.09
560.90 56.09 3
6730.80 28.05
841.35 28.05
280.45 8413.50 3786.08
5 0
0
0
0
section
tunnel
section
0.40
0. 200
4.00
5 0
waste
earth
section
constructi
on access
7.73
road
section
0. 200
77.33
5 0
0.40
3
400
48.00
0
0.20
300
6.00
0
0.20
100
2.00
0
60.00
27.00
14.13 3
400
300
200
1695.60 14.13
423.90 14.13
282.60 2402.10 1342.35
0
0
0
7.73
400
927.90
0
3
7.73
300
231.98 7.73
0
100
77.33
0
1314.53 676.59
temporary
0. 200
500
300
100
facility
20.65
206.50 20.65 3
3097.50 20.65
619.50 20.65
206.50 4130.00 2426.38
5 0
0
0
0
section
temporary
earth
piling
section
subtotal
total
8.76
1
800
700.80
0
700.80
569.40
252.53
2525.3
275.42
3
29966.6
154.59
0
4637.6
154.59
3
1687.1 38816.7 18049.0
8
3
9
1681.3
5
15987. 1970.1
30
0
215119. 1199.7
00
5
34073. 1199.7
67
5
13407. 278587. 141003.
76
72
77
(7) Prediction of destruction to the conservation of water and soil facility
According to the regulations of the charge and use of soil erosion prevention in Heilongjiang Province,
forests and grassed destroyed by productive construction is included in the destruction of conservation of
water and soil facility area.
Based on the above stipulation, the damage of this project to the facilities of conservation of water and
soil is mainly the biological ones, including the forest land, the lawn, the orchard, the reed, the weed place.
The total area is 697.13hm2, containing permanent expropriation Land 427.44hm2, temporary land
269.69hm2.
Based on the above stipulation, this project damage to facility of conservation of water and soil area is
697.13hm2, for details sees Table 5-3-35.
Table 6-36 damage of facility of the soil conservation caused by construction
Permanent expropriated land
Temporary occupied land
District
Total
Orchard
Forest land Subtotal Forest land Waste land Subtotal
2.79
1.78
4.57
2.34
3.57
5.91
10.48
Bin county
0
128.16
128.16
8.99
23.59
32.58
160.74
Fangzheng county
0
157.72
157.72
31.22
79.55
110.77 268.49
Ilan county
0
113.18
113.18
31.65
67.19
98.84
212.02
4.80
19.00
23.8
9.27
12.32
21.59
45.39
7.59
419.85
427.44
83.47
186.22
269.69 697.13
Harbin municipally-governed
District
Jiamusi
governed
municipally-
District
sum
Preventive measures for soil erosion
The protective measures include measures taken by the project, plant measure and temporary protective
measures. The result indicates problems arise during the project construction period and the natural
recovery period to a certain degree - disturbing the surface, destroying the original landform structure, and
the acceleration of soil encroachment question. To prevent artificial soil erosion during construction and
the process, protective measures of the intake field and dreg field should be supported mainly by project
measure, with plant measure and reclamation measure auxiliary ,depending on the intensity and the
corroded quantity ,with the combination of environment characteristic and the project characteristic. Plant
measure and the reclamation measures for the side slope and the both sides of the roadbed:
(1) To the side slope, according to its height, the slope, the soil condition and geological condition of
passing areas, plant measures or project measures or the combination of the two measures are adopted. To
strengthens its anti-washout ability. Guarantee its stability and prevent soil erosion.
(2) To river crossing bridge’s water immersion sector, the entire slope face of the head should be build by
laying slabstones one layer after another. During the construction process, few abandoned earthwork
produced during excavation of pier should be immediately used in the filling of bridge head roadbed , if
not, temporary straw bags should be used to protect; For the bridge foundation with hole drilling poles,
the drill hole construction process will produce the massive muds and dregs will be produced. So it is
requested that the mud pit and the sedimentation pond should be built before the hole-drilling construction.
And muds should be reused after recycling and sedimentation.
(3) Drainage should be established to discharge the precipitation from the slope face of the roadbed,
avoiding the washout to the surrounding environment.
(4) The excavation of earth should be carried out according to the need, not leaving loose earth surface.
After the construction, protective measures second ploughing or forestation should be taken to deal with
the earth taking and abandoning field. And complete the drainage system.
(5) To construction detour, and big temporary base .when in use, the management and maintenance should
be strengthened. After the construction, it should be restores to its original function as far as possible.
Benefit analysis
After the completion of conservation of water and soil project, a comprehensive protective system will be
established with project control measures primarily, the mechanical control measure, the plant measure,
the temporary measure and the plant protection unify conservation of water and soil ecological
environment synthesis protection system. The system can prevent soil erosion of the roadbed side slope
effectively, and can control soil erosion of the dregs field basically, and can reduce soil erosion of
occupied land area of construction detour, construction area on a large scale, and will limit the newlyproduced soil erosion in the smallest scope. It will form a positive cycle of ecological environment. It will
play a significant in the prevention and the conservation of soil and water, the security of railroad, the
protection and the improvement railroad.
6.1.11 landscape vision impact assessment
Along the route area many for farmland, lawn, village landscape, in addition has the part of cities
landscape. Locate the region landscape environment characteristic according to the region of no relief
project characteristic as well as the project, this project's following road section will create the varying
degree to the local nature and the humanities landscape the impact.
Impact analysis of embankment section
The landform of the project passes through is in plain area and many are filling section. But the filling is
not so deep or high. Besides, the construction is designed to afforest all the side slopes of the roadbed,
which makes people see a green porch in harmony with the peripheral surroundings but not a high
pessimistic obstacle.
Impact analysis of the station yard to landscape vision
8 intermediate stations are newly established for this project, respectively farming land and construction
land. The landscape type is common and single. However, in the construction designing, forestation and
beautification are strengthened to approach to the multiplicity and coordination of the landscape.
Therefore, after the completion of the project, the exchanging overpasses, peripheral environment and
visual circumstance will all be improved.
Impact analysis of the bridge to landscape vision
This project altogether involves in 144 large and medium-sized bridges. The building of the bridge will
produce cutting impact toward the landscape environment, forming the visual impact. Because the bridge
lies between small towns and the countryside estate, the landscape is ordinary. Therefore, if only paying
great attention to the landscape designing, the bridge will not have the significant impact to the peripheral
landscape vision. The cross-river bridge is strengthened in the beautification designing, trying to achieve
the multiplicity and the coordination of the landscape, which will greatly improve the landscape vision.
Impact analysis of earth intake field and waste (dregs) field on the landscape
This project establishes 12 earth-intake field and 45 waste (dregs) field along the route. During the
railroad construction, these fields have serious impact on the landscape, and leave scars in the landscape,
abrupt in vision; after the construction, because of the reclamation and the restoration of plantation, the
vision impact will be eliminated.
Generally speaking, because the local landscape is common along the route, there is not the distribution of
sensitive point of landscape, and the sensitivity of the landscape is not unusual, either. The roadbed and
bridge section forms the visual impact mainly because the construction itself forms the cutting impact on
the landscape environment it passes through. The earth in-take and waste (dregs) field will create
landscape scars and adverse towering visual impact, but which can be coordinated with the peripheral
environment through the landscape afforest, outside color and appearance designing to be in integrity with
the general landscape.
6.2
Investment estimate and benefit analysis of ecological
protection measure
6.2.1 Investment estimate of ecological protection
There are many protection constructions in the railroad project, which are not only for the safety and
stability of the project, but also for the protection of ecological environment and defending of soil erosion.
The two aspects are quite difficult to separate from each other clearly. Therefore, the constructions listed
in this chapter are that of protection against ecological environment, defending against soil erosion, such
as protection of side slope of the embankment, the forestation, protection of earth in-take and waste (dregs)
field and so on.
The project quantity and investment estimate of ecological protection measures sees Table 5-4-1. The
ecology protection invests the total 534,683,500 Yuan.
Table 6-37 Master list of project quantity of ecological protection measures
Unit: 10,000 Yuan
Harbin
Item
Unit
Bin County
municipallygoverned district
Fangzheng
County
Ilan County
city of Jiamusi
sum
quantit investm
investm
investm
investm
investm quantit investm
quantity
quantity
quantity
quantity
y
ent
ent
ent
ent
ent
y
ent
M10
Slope
protection
of
embankm
ent
m3
24662.
592.89
6
69055.2
76454.0
54257.7
22196.3
1660.09
1837.96
1304.36
533.6
8
6
2
4
246626 5928.89
slab
stones
Earthwor
k
m3
grill
502892
140809
155896
110636
452603.
1021.37
2859.85
3166.26
2247.02
919.24
.4
8.7
6.4
3.3
16
502892 10213.7
4
4
Slope
C25
protection
m3
of moat concrete
36677 1038.95 201033 5694.66 212444 6017.9
191.97
559165
bricklaying
stone
draining
ditch
m3
18272 517.59
48851
1383.8
66141
1873.58 39602
1121.81 12104
342.87
184970 5239.65
419.81
16150
457.48
242.2
311.03
53300
Roadbed
section
Project
measur
es
bricklaying
Bricklaying
102234 2895.98 6777
15839.4
7
stone
Station
section
BrickDraining laying
ditch
slabs
tones
m3
2800
79.32
14820
Waste
Dreg-
m3
0
0
2522.03 57.5
Brick-
10983.6 250.43
8550
6003.89 136.89
10980
1926.04 43.91
1509.83
21435.6 488.73
earth
(dregs)
resisting
wall
field
laying
6
3
stones
Foundati
on
m3
0
0
1316.4 0.81
3758.29 2.31
3643.58 2.24
1091.59 0.67
9809.85 6.02
m3
0
0
5829.55 135.18
8059.75 186.89
4165.26 96.58
Flood
stone
releasing
ditch and Foundati
on
energy
m3
releasing excavati
measures on
Sand
m3
cushion
14175.2
328.69
2
32229.7
747.34
7
0
0
6278.79 5.5
13375.9
11.72
4
8645.57 7.57
3102.48 2.72
31402.7
27.51
8
0
0
10743.3
88.88
1
28209.9
233.38
2
16320.5
135.02
2
7506.8 62.1
62780.5
519.38
6
m3
0
0
1257.52 29.16
2065.53 47.9
1192.2 27.64
408.2
9.47
4923.45 114.17
m3
0
0
2531.38 2.22
4157.88 3.64
2399.89 2.1
821.7
0.72
9910.85 8.68
Sand
m3
cushion
0
0
555.27 4.59
912.05 7.55
526.43 4.36
180.24 1.49
2173.99 17.99
hm2
0
0
77.88
84.75
74.29
80.85
51.47
56.01
14.13
15.38
217.77 236.98
Reclaimi
hm2
ng
0
0
65.7
32.43
5.48
2.7
0
0
0
0
71.18
excavati
on
Bricklaying
Bricklaying
stone
Platform
draining
ditch
Foundati
on
excavati
on
Ground
Ground
leveling
leveling
35.13
ground
leveling
Cubic
meter
m3
excavati
on
5975.25 5.23
72214.5 63.26
11308.8 262.23
9017.4 209.1
2929.8 67.94
35408.4 821.05
5436.6 44.98
5059.2 41.85
4034.1 33.37
1310.7 10.84
15840.6 131.05
0
24784.5 21.71
23064
m3
0
0
12152.4 281.79
0
0
Water
Constructi
draining
on
ditch
access
M7.5
road
stone
section
sand
m3
cushion
bricklaying
18390.7
16.11
5
0
20.2
Field leveling
hm2
9.23
10.04
25.43
27.67
23.88
25.99
19.12
20.81
7.73
8.41
85.39
92.92
Agricultural
reclaiming
hm2
5.91
2.92
16.28
8.04
15.28
7.54
12.24
6.04
4.95
2.44
54.66
26.98
18.24
19.85
64.97
70.7
61.53
66.96
66.23
72.07
20.65
22.47
231.62 252.05
15.66
7.73
53.72
26.51
28.18
13.91
25.74
12.7
15.97
7.88
139.27 68.74
hm2
Productio field leveling
n
and
reclaiming
living
ground leveling and
area
in
hm2
farmyard manure
constructi
on
using
Embankm
Item
both-side shrub
ent
greening
Plantin area
arbor
item
g
Station
landscaping
hm2
measur
area
es
bridge
greening
Bridge
m2
（grass sowing）
and
422957
465.25
5
1184281
1311168
930506
380661
1302.71
1442.29
1023.56
418.73
0
3
5
7.5
422957
4652.53
50
8234
28.74
23055.2 80.49
25525.4 89.11
18114.8 63.24
7410.6 25.87
82340
287.45
0.04
2.1
2.65
132.48
2.19
109.68
2.61
130.4
4.34
216.85
11.83
591.5
3.84
1.19
19.33
6.01
24.73
7.69
10.84
3.37
5.3
1.65
64.04
19.91
culvert
area
waste
earth(dreg
s)
field
ivy
item
arbor
1.46
22400
3.65
26880
1000ite
0
ms
0
24.35
28.1
137.63 158.82
1000ite
0
ms
0
73.06
68.82
area
（ hm2 0
mixed grass sowing ）
0
8.52
quantity
0
（kg）
0
0
young wood nurture hm2
constructi grass sowing
on
access
road
section
hm2
Grass sowing slope
m2
protection
8960
4.38
5600
0.91
91840
102.93 118.78
28.26
32.61
293.17 338.32
412.88 388.93
308.8
290.89
84.78
79.86
879.51 828.5
0.35
48.17
36.03
1.47
9.89
0.4
102.61 4.2
511.42
2.3
2890.15 13.01
2161.57 9.73
593.46 2.67
6156.6 27.7
0
8.52
1.15
48.17
6.5
36.03
4.86
9.89
1.33
102.61 13.84
3.32
1.04
9.15
2.87
8.6
2.7
6.88
2.16
2.78
0.87
30.73
0
0
191880 149.86
46260
36.13
559080 436.64
1.97
178560 139.46
28000
4.56
142380 111.2
14.97
9.64
Table 6-38 master list of project quantity of ecological protection measures
Harbin
Bin County
municipallyunit governed district
item
Unit: 10,000 Yuan
Fangzheng
County
Ilan County
City of Jiamusi
sum
quantit investme quantit investme quantit investme quantit investme quantit investme
investme
quantity
y
nt
y
nt
y
nt
y
nt
y
nt
nt
production
planting and living shrub
measure area
in
s
constructio
grass sowing
n
waterproof cubic
ridge
earth
torrent
groove
67.5
hm2 2.58
0.81
2076.2
1.82
2
200.1 188.49
242.94 228.85
28.08 26.45
554.1
521.96
11.25 3.53
33.35 10.47
40.49 12.71
4.68
92.35
28.98
3401.5
2.98
2
4368.0
3.83
5
3574.5
3.13
6
697.14 0.61
14117.4
12.37
8
6207.1
77.58
5
7970.8
99.63
9
6522.9
81.53
1
1272.1
15.9
5
25761.8
321.99
3
2257.1
1.98
5
2898.5 2.54
2371.9
2.08
7
462.6 0.41
9367.94 8.21
m3 344.43 0.3
564.29 0.49
724.63 0.63
592.99 0.52
115.65 0.1
2341.98 2.05
m2 8800
37000 185
42120 210.6
14800 74
20020 100.1
122740 613.7
9100
13505
13.51
1
11523
11.52
6
18457
18.46
0
461777 46.18
8588.1
107.34
2
6092.6
76.15
2
2405.5
30.07
7
28274.8
353.41
6
m3
earth
3788.7
knitting m3
47.35
3
bag
temporary
water
cubic
draining
earth
temporar
embankme ditch
y
nt
cubic
measure
sand-basin
section
earth
s
iron wire guardrail
knitting
coverage
100
0
15.48 14.58
item
cloth
m3
1377.7
1.21
2
44
m2 17820 1.78
earth
temporarily
knitting
2866.4
-piled earth
m3
35.83
bag
6
protection
earth-
63.59
0.91
8322.0
104.02
9
1.47
retainin
g wall
dense
networ
19507.
k
m2
5.85
5
coverag
e
56635.
16.99
5
58446 17.53
41463 12.44
16371 4.91
192423 57.73
m3 225.14 2.81
434
690.31 8.63
476.54 5.96
292.71 3.66
2118.69 26.48
m2 8800
2.64
32700 9.81
20675 6.2
39425 11.83
14875 4.46
116475 34.94
guardrail bar （ iron
m2 0
wire）
0
260
1300
520
260
2340
stone-piling
resisting wall
0
755.6 1.94
1240.0
3.18
5
1543.8
3.96
9
1544.5
3.96
7
5084.12 13.05
m3 622.73 7.78
762.07 9.53
800.05 10
846.15 10.58
612.59 7.66
3643.59 45.54
m2 67325 20.2
10082
30.25
5
111125 33.34
12430
37.29
0
65150 19.55
468725 140.62
earth knitting bag
station
earth-retaining wall
area
dense
coverage
tunnel
section
network
dreg-
earth knitting bag
earth-retaining wall
dense
bridge and
coverage
culvert
section
mud sump
network
m3 0
quantit Ite
y
m
5.42
1.3
6.5
2.6
1.3
11.7
1
0.03
2
0.07
3
0.1
5
0.17
2
0.07
13
0.45
sedimentati quantit
item 2
on basin
y
0.05
4
0.11
6
0.16
10
0.27
4
0.11
26
0.71
production topsoil stripping
and living
earth knitting bag
area
in
grass seeds sowing
constructio
n
topsoil backfilling
hm2 18.24 17.15
64.97 61.08
61.53 57.85
66.23 62.27
20.65 19.42
231.62 217.77
m3 346.92 4.34
647.99 8.1
567.28 7.09
583.87 7.3
358.9 4.49
2504.96 31.31
hm2 2.09
0.65
7.29
5.59
5.92
2.24
0.7
23.12
7.19
hm2 8.36
54.23
29.16 189.21
8.95
58.04
92.48
600.11
2.27
1.74
22.35 145.01
1.84
23.67 153.62
topsoil stripping
waste earth earth knitting bag
(dregs)
field
grass seeds sowing
topsoil backfilling
hm2 0
0
77.88 73.22
74.29 69.85
51.47 48.39
14.13 13.29
217.77 204.75
m3 0
0
1684.7
21.06
6
2517.2
31.46
3
1439.1
17.99
9
492.76 6.16
6133.94 76.67
hm2 0
0
7.48
5.71
3.86
1.06
0.33
18.11
5.63
hm2 0
0
29.93 194.24
4.24
27.51
72.45
470.1
2.33
1.77
22.84 148.18
1.2
15.44 100.19
6.2.2 Benefit analysis of ecological protection
The construction plane will be in control after the implementation of ecological protection measures.
By the end of the construction and the afforestation, the vegetation will be restored for the exposed
surface caused by the construction. The soil erosion will be effectively controlled and quality and of
the ecological environment will also be improved.
The degree of the soil erosion is weakened for the roadside side slope because there are some effective
drainage systems such as mortar-laying slabstone on the roadbed side slope, plant coverage protection,
drain gutters, side-gutters, etc. The systems are useful to the stability of side slope to guarantee the
safety of railway transportation.
There are altogether 375510 arbors and 43729.36 thousand bushes newly planted, 237.52hm2 for
grassing sowing and gardening afforestation. All these play an active role in the soil conservation and
ecological environment improving along the route.
6.3
Summary
1. The land utilization patterns are primarily farmland for the railroad construction from Harbin to
Jiamusi. Vegetation coverage is relatively ideal in Fangzheng and Ilan County. The soil erosion is mild.
Along the route, the ecological environment is comparatively stable and the bearing capacity is strong.
2. According to National vegetation regionalization, the entire line of the construction belongs to the
temperate zone prairie region－eastern prairie sub-region－temperate zone north prairie region the
temperate zone needle broad-leaf mixed forest region－temperate zone north needle broad-leaf mixed
forest region. Along the route the vegetations are mainly wildwood, planted forest, brush, meadow
prairie, bog and farmland. The common plants are the populus davidiana, the Korean pine, two-color
lespedeza and so on.
3. In the animal geography regionalization, the route belongs to Song-Liao Plain area, Changbai
Mountain and Xiao Xing’an range mountain area, because this area sees frequent human activities,
along the route mostly farmland, villages. In addition, because of the impact from The Tong-San
highway, G211 and railway, the animal resoureces are more deficient along the route and they are
primarily common kinds.
There are 28 protection animals along the route. And among them, birds are 26 kinds (national LevelII protection birds 20 kinds, Heilongjiang provincial-level protection birds 6 kinds); there are 2 kinds
of provincial-level protection animals for crawling class.
4. The permanent occupying land area in this project includes roadbed occupying land, station yard
land, the arch of bridge, access-exit tunnel land, altogether 1416.27hm2. The additional land-levying
type involves in farmland 903.20 hm2, 63.77%; forest land 419.85, 29.65%; construction land 42.63
hm2, 3.01%; orchard 7.59 hm2, 0.54%; pond 8.24 hm2, 0.58%.
The permanent occupying land impacts slightly on the local land utilization pattern along the route.
The design fully considers reducing of occupying land, and the project is in striation distribution.
Therefore it may reduce the impact to the smallest degree through economic compensation measures
making and restoring field and so on.
5. This project occupies a land area of 534.78 hm2 temporarily, primarily arid land. The temporary
project takes into account the combination of temporary and forever impact, trying to reduce landoccupying through using permanent levying-land and urban land within the scope of existed field or
station section. The established temporary store depots completely use the old stations, without new
land-occupying. Using old stations without increasing occupying, this line lays 2 rail bases, located
separately at Xinxiangfang Station and Jiamusi Station of Harbin.
6. The construction will permanently occupy forest land for 419.85hm hm2. The next design will
further make clear about the quantity and kinds of felling tree. In the design and construction process,
if national or local protective trees found, they should be transplanted. And so are done to those small
trees suitable for transplanting and those trees of great value. To those of little value and unsuitable for
transplanting, under the local forestry department’s instruction, different replanting or currency
compensation is carried on, in line with the isometric compensation principle of national and local
compensation standard.
This project takes many measures such as plantation measures on roadbed side slope plant measure,
afforestation of arbor and bush planting, forest belt on the sandstorm roadbed, afforestation on the
temporary location, earth in-take area, and waste (dregs) fields and so on. The entire line altogether
newly plants tree 375510, bush 43729.36 thousand, grass sowing and gardening afforestation
237.52hm2, which may play an active role improving the ecological environment along the route.
7. The total length of the main-line bridge is 172862.60 double linear meter /144, accounting for 51.28%
of the line span. Among it, double-line extra-longbridges are 157506.23 double extension meter/88;
double-line large bridges are 15084.71 double extension meter/53; double-line moderate bridges are
206.46 double extension meter/2; steel-framed moderate bridges are 65.2/double extension meter one.
The number of newly-built culverts is 294 and after deducting the length of the bridges and tunnels,
the culvert is 1.90 for each kilometer.
When surmounting the high-grade road, in the design the bridge directly passes through. The bridge
pier is not established amidst the road and on the roadbed side slope. Simultaneously it should be
considered that the bridge construction may impact the normal use of the road. The measures above
can satisfy the need of activities and passing for people and animals.
Some requirements are considered in the construction designing of the bridges and culverts, such as
flood expelling, irrigation, the surface runoff, and people’s outgoing, animal channels. Bridges and
culverts are all designed with a 1/100 water level ( Ilan-Mudanjiang bridge using 1/300 for
examination and calculation). And the draining ditch will be designed on both sides of the railroad to
the impact to the least degree toward the rivers, flood expelling, irrigation, surface flow and animal
channels.
8. The Harbin-Jiamusi rail line penetration plan includes 9 tunnels, all in double-line, total length
14.093km, taking up 4.18% of the entire new line. It is suggested that the tunnels shorter than 500m
use single mouth for construction and dregs outgoing to reduce the destruction toward surroundings.
The impact analysis of the tunneling to crown vegetation indicates the volume of the water upwelling
is small and leaking is mainly the micro bedrock crevice water; the water for the tunnel summit
vegetation to grow is mostly from the natural precipitation and the construction nearly has no impact
to the vegetation. There are only 2 inhabited areas within the scope of 1000m at the entrance and exit.
The production and living both use groundwater and the section of the body tunnel has little
connection with the resident’s water conservation. The construction has the slight impact to the local
people’s drinking water.
9. This design includes 487 individual roadbed points, with the total length labor 150.142km, taking
up 44.54% of the newly built total length. The constructions are mainly moat slope protection, deep
cut, sticky embankment, soft ground embankment and so on.
10. The additional soil-erosion quantity is 14.10×104t, which is more than that in natural recovery
period. This is the important section for soil erosion protection. To effectively control soil erosion,
some points must be paid attention to, such as feasible project, plant measure as well as temporary
protective measures, having a reasonable government toward the possible section for soil erosion.
In the whole line, the total quantity of earth and stone is 4111.78×104m3, among it is filling
1437.24×104 m3; the earth or stone excavated 2674.54×104 m3. The earth excavated should be used
to fill as far as possible. In this construction the used earth is 951.44×104 m3. And the total abandoned
earth is 1723.10×104 m3, in which 118.53×104 m3 topsoil is reused in afforestation with the earth,
1604.57×104 m3 taken to the dregs field as permanent waste (dregs).
This design initially chooses 12 earth in-take areas, all old stone pits. Altogether 45 dregs fields are
chosen, the area 217.78hm2 , many enough for the dregs along the route. And in this construction,
some measures are taken concerning corresponding project protection and afforestation. These
measures are all about the following aspects: mixing of earth and stone, waste (dregs) field, roadbed
side slope, foundation waste of arch and bridge. The implementation of these measures will reduce the
soil erosion and the impact of earth-stone construction on the ecological environment.
11. The monitoring and inspection of construction unit, supervisor unit and environment protection
personnel will enhance the realization of every environment protection measure.
In brief, the impact of railroad on ecological environment is mainly shown in the destruction to the
vegetation and land along the route. The destruction is from earth taking and abandoning, roadbed
excavation and backfilling, etc. Through the realization of every relieving and compensating measure,
the construction will not create serious harm toward the local ecological environment. After the
construction, the ecological environment will gradually restore and improve along the route with the
carrying out of the protection and greening measures.
7 Environmental Impact Assessment of Noise
7.1
Investigation and assessment on current status of acoustic
environment
Noise level monitoring along the alignment was conducted at noise-sensitive sites during EIA
preparation. Details of the monitoring results and prediction are shown in Annex 4.
7.2
Predication and evaluation on noise impact
7.2.1
Assessment of prediction result
Noise level prediction was conducted based on monitoring results and mathematical models. The
details of the prediction results are shown in Annex 5.
Due to the construction of the project, the quantity of freight transportation pairs within Harbin and
Jiamusi Hubs would reduce. Increasing CWR would better the noise and vibration impact within the
hubs.
1. Harbin Hub
（1）30m to the Outer Rail Central Line
The near term Leq at 30m to the old outer rail central line were 57.7～65.1dBA、54.3～66.2dBA in
the day and night, -4.4～2.5dBA、-6.8～3.9dBA higher than the current status, thus are able to meet
the standards of Day 70dBA and Night 70dBA set in the GB12525-90《Railway Boundry Noise
Limits and Measuring Methods》.
（2）residential area

Grade IV area - The near term value of each survey point in the Grade IV area were 56.0～
59.5dBA and 52.5～56.2dBA in the day and night, -4.3～-2.5dBA, -6.3～-3.2dBA higher
than the current status, up to the standards of Day 70dBA set in the GB12525-90《Railway
Boundry Noise Limits and Measuring Methods》. 7 points surpassed 0.2～1.2dBA of the
standard of Night 55dBA for the Grade IV area set in GB3096-2008.

Grade II area - The near term value of each survey point in the Grade II area were 53.7～
57.6dBA and 49.1～54.5dBA in the day and night, -4.3～-2.5dBA, -6.4～-3.1dBA higher
than the current status. 33 points surpassed 0.1～6.1dBA of the standard of Day 60dBA for
the Area II set in GB3096-2008; 154 points surpassed 0.3～4.5dBA of the standard of Night
50dBA for the Area II set in GB3096-2008.

Grade III area - The near term value of each survey point in the Grade III area along the both
sides of the old railways were 53.5～61.4dBA and 49.3～62.1dBA in the day and night, -3～
1.6dBA、-4.0～3.6dBA higher than the current status, up to the standards of Day 65dBA set
for the Grade III area in the GB3096-2008. 3 points surpassed 0.2～7.1dBA of the standard
of Night 55dBA for the Area III set in GB3096-2008.
（3）Special Sensitive Points at Schools and Hospitals
Day54.8～59.4dBA，-4.4～-2.7dBA higher than the current status, met the according criteria;
Night50.4～56.1dBA, -7.2～-3.2dBA higher than the current status. 8 Points surpassed 1.4～3.4dBA
of the criteria.
The specific estimation statistical results at Harbin are as in the table 6-2-5 below.
Table 7-1 Estimated Statistic Results
Monitoring
Measuring
Point
Points
Numbers
Estimated Value
（dB）
Day
Within 30m
to external
rail central
27
56.6～67.5
30m to
external rail
central line
31
57.7～65.1
Class IV
15
56～59.5
Area Class 1
42
53.7～57.6
Class III
10
53.5～61.4
School
20
54.8～59.4
line内
Night
54.1～
66.5
54.3～
66.2
52.5～
56.2
49.1～
54.5
49.3～
62.1
50.4～
56.1
Overstandard
Overstandard Measuring
Point
Value（dB）
Numbers
Day
Night
Day Night
/
/
/
0～0
0～0
Difference to the
Current Value
（dB）
Day
Night
/
-4.5～2.4
-7～4
0
0
-4.4～2.5 -6.8～3.9
0～0 0.2～1.2
0
7
0～0 0.3～4.5
0
33
0～0 0.2～7.1
0
3
0～0 1.4～3.4
0
8
-4.3～2.5
-4.3～2.5
-3～1.6
-4.4～2.7
-6.3～-3.2
-6.4～-3.1
-4～3.6
-7.2～-3.2
2. Jiamusi Hub
（1）30m to the Outer Rail Central Line
The near term value at 30m to the old outer rail central line were 59～69.4dBA, 55.8～69.5dBA in the
day and night, -2.5～5.9dBA, -2.4～6.7dBA higher than the current status, up to the standards of Day
70dBA and Night 70dBA set in the GB12525-90《Railway Boundry Noise Limits and Measuring
Methods》.
（2）Residential areas

Grade IV area - The near term value of each survey point in the Grade IV area were 55～
68.2dBA and 52.9～68.4dBA in the day and night, -3.5～2.2dBA, -6.8～2.6dBA higher than
the current status, up to the standards of Day 70dBA set in the GB12525-90《Railway
Boundry Noise Limits and Measuring Methods》. 23 points surpassed 0.1～13.4dBA of the
standard of Night 55dBA for the Grade IV area set in GB3096-2008.

Grade I area - The near term value of each survey point in the Grade I area were 54.6～
59.5dBA and 50.8～58.9dBA in the day and night, -2.4～1.3dBA, -4.4～2 .0dBA, -2.4～
1.3dBA, -4.4～2 .0dBA higher than the current status. 11 points surpassed 0.3～4.5dBA of
the standard of Day 55dBA for the Area I set in GB3096-2008; 12 points surpassed 5.8～
13.9dBA of the standard of Night 45dBA for the Area I set in GB3096-2008.

The near term value of each survey point in the Grade III area were 56.1～62.8dBA and
53.0～62.7d dBA in the day and night, -2.4～3.5dBA, -1.8～4.0dBA higher than the current
status, up to the standards of Day 65dBA set for the Grade III area in the GB3096-2008. 11
points surpassed 0.3～7.7dBA of the standard of Night 55dBA for the Area III set in GB30962008.
（3）Special Sensitive Points at Schools and Hospitals
Day55.8～60.0dBA，-2.2～-0.1dBA higher than the current status, met the according criteria;
Night53.1～59.4dBA, -1.4～0.6dBA higher than the current status. 2 Points surpassed 3.1～9.4dBA
of the criteria.
The specific estimation statistical results at Harbin are as in the table 6-2-6 below.
Table 7-2 Estimated Statistic Results
Measuring
Points
Within 30m
to external
rail central
line内
Monitoring
Point
Numbers
17
Estimated Value
Overstandard
（dB）
Value（dB）
Day
Night
58.2～
54.7～
73.5
73.7
Day
Night
/
/
Overstandard
Measuring
Point
Numbers
Day Night
/
/
Difference to the
Current Value
（dB）
Day
Night
-1.3～
-1.9～
13.4
16.2
30m to
external rail
central line
27
59～69.4
Class IV
26
55～68.2
Area Class 1
12
Class III
13
School
2
55.8～
0
0
-2.5～5.9 -2.4～6.7
0
23
-3.5～2.2 -6.8～2.6
5.8～13.9
11
12
-2.4～1.3 -4.4～2
53～62.7 0～0 0.3～7.7
0
11
-2.4～3.5 -1.8～4
0
2
-2.2～-0.1 -1.4～0.6
69.5
52.9～
68.4
0～0
0～0 0.1～13.4
54.6～
50.8～
0.3～
59.5
58.9
4.5
56.1～
62.8
55.8～60
53.1～
59.4
0～0
0～0 3.1～9.4
3. Inter-zone Section
（1）30m to the Outer Rail Central Line
The near term value at 30m to the old outer rail central line were 62.3～69.2dBA, 57.1～63.7dBA in
the day and night, 6.4～18.1dBA, 8.2～19.8dBA higher than the current status, up to the standards of
Day 70dBA and Night 70dBA set in the GB12525-90《Railway Boundary Noise Limits and
Measuring Methods》.
（2）Residential Houses

Grade IV area - The near term value of each survey point in the Grade IV area were 59.6～
67.8dBA and 56.3～62.3dBA in the day and night, 5.3～16.3dBA, 7.3～15.2dBA higher than
the current status, up to the standards of Day 70dBA set in the GB12525-90《Railway
Boundry Noise Limits and Measuring Methods》. 9 points surpassed 1.3～7.3dBA of the
standard of Night 55dBA for the Grade IV area set in GB3096-2008.

Grade I area - The near term value of each survey point in the Grade I area were 57.1～
61.2dBA and 53.1～57.9dBA in the day and night, 4.0～6.3dBA, 4.7～10.7dBA, -2.4～
1.3dBA, -4.4～2 .0dBA higher than the current status. 3 points surpassed 2.1～6.2dBA of the
standard of Day 55dBA for the Area I set in GB3096-2008; 3 points surpassed 8.1～12.9dBA
of the standard of Night 45dBA for the Area I set in GB3096-2008.

Grade II area - The near term value of each survey point in the Grade II area were 56.5～
66.1dBA and 51.0～60.6dBA in the day and night, 1.6～15dBA, 1.8～17.1dBA. 89 points
surpassed 0.1～6.1dBA of the standard of Day 55dBA for the Area II set in GB3096-2008;
121 points surpassed 1.0～10.6dBA of the standard of Night 50dBA for the Area II set in
GB3096-2008.

Grade III area - The near term value of each survey point in the Grade III area were 58.7～
65.5dBA and 54.1～60.2dBA in the day and night, 3.4～14.1dBA、4.4～15.4dBA higher
than the current status. 1 points surpassed 0.5dBA of the standard of Day 65dBA for the Area
III set in GB3096-2008; 4 points surpassed 0.4～5.2BA of the standard of Night 55dBA for
the Area III set in GB3096-2008.
(3) Special Sensitive Points at Schools and Hospitals
Day57.1～67.5dBA，5.1～13.7dBA higher than the current status, met the according criteria;
Night53.1～59.4dBA, 5.1～13dBA higher than the current status. 1 points surpassed 0.5dBA of the
standard of Day 65dBA for the Area III set in GB3096-2008; 5 points surpassed 1.0～7.5dBA in the
day; 7 points surpassed 1.3～12.1dBA of the standard in the evening.
The specific estimation statistical results at inter-zone sections are as in the table 6-2-6 below.
The specific estimation statistical results at Harbin is as in the table 6-2-7 below.
Table 7-3 Estimated Statistic Results
Measuring
Points
Monitoring
Point
Numbers
Estimated Value
Overstandard
（dB）
Value（dB）
Day
Within 30m
to external
rail central
line
20
30m to
external rail
central line
63
Class IV
9
Area Class I
3
Area Class
II
121
61.3～70
Night
58.0～
64.7
62.3～
57.1～
69.2
63.7
59.6～
56.3～
67.8
62.3
57.1～
53.1～
61.2
57.9
56.5～
66.1
Overstandard
Difference to the
Measuring
Current Value
Point
（dB）
Numbers
Day
Night
/
/
/
/
6.4～19.1
0～0
0～0
0
0
6.4～18.1
0～0
1.3～7.3
0
9
5.3～16.3
3
3
4～6.3
89
121
1.6～15
2.1～6.2
8.1～
12.9
51～60.6 0.1～6.1 1～10.6
Day Night
Day
Night
10.6～
20.3
8.2～
19.8
7.3～
15.2
4.7～
10.7
1.8～
17.1
Area Class
III
6
School
7
58.7～
65.5
54.1～
60.2
57.1～
51.3～
67.5
62.1
0.5～0.5 0.4～5.2
1～7.5
1.3～
12.1
4.4～
15.4
1
4
3.4～14.1
5
7
5.1～13.7 5.1～13
4. Noise Estimation Value Changes in the Long Run
The project operation train types and opening modes will have no change while the train pair numbers
will have an increase in the long run. The noise estimation will be higher than the current value: noise
equivalent grade will add 0.1~4.7dBA in the day and 0.1~1.8dBA in the evening.
5. Noise Sensitive Points in the Zone between the Old and New Lines
3 points of this sort were designed in this project. They were N38 Water Source Community
Bungalow at Harbin Hub; N113 Glass Factory Family Buildingt N137 Model Village at Jiamusi Hub.
3 functional zones were all over standard. The assessment suggested the resettlement within 30m of
the project and adopting the sound barriers and sound isolation windows at N38 and N113. Also, the
assessment suggested the sound isolation window for the inhabitants at N137 lived in dispersion ,
7.2.2
Equivalent Sound Grade Estimation Results of Typical Sections
In the light of the actual situations, the sound grade estimation results of the pure railway noise were
shown at the different sections and subgrade types and heights in the table 7-4.
Table 7-4 Shield-free Noise Equivalent Sound Level along the Route
Unit: dBA
Noise Equivalent Sound Level (dBA)
Section
Route Rail Top
Type Height(m)
30m
60m
120m
200m
Day
Night
Day
Night
Day
Night
Day
Night
Subgrade
0
58.7
56.9
55.0
53.2
51.6
50.1
48.9
48.0
Subgrade
2
60.0
58.2
55.5
53.7
51.8
50.3
49.1
48.1
Subgrade
4
61.0
59.2
56.0
54.3
52.1
50.6
49.2
48.2
Bridge
8
62.1
60.4
59.9
58.2
55.5
54.0
52.5
51.5
Subgrade
0
60.9
55.6
57.2
51.9
53.8
48.7
50.9
46.2
Taiping Bridge Subgrade
Jiamusi
2
62.2
56.9
57.7
52.5
54.0
48.9
51.0
46.3
Subgrade
4
63.2
57.9
58.2
53.0
54.3
49.2
51.1
46.4
Harbin -Taiping
Bridge
Noise Equivalent Sound Level (dBA)
Section
Jiamusi –
Eastern Jiamusi
Route Rail Top
Type Height(m)
30m
60m
120m
200m
Day
Night
Day
Night
Day
Night
Day
Night
Bridge
8
64.3
59.1
62.2
56.9
57.7
52.6
54.4
49.7
Subgrade
0
63.0
62.0
59.2
58.3
55.9
55.0
53.6
52.8
Subgrade
2
64.3
63.3
59.8
58.8
56.2
55.2
53.7
52.9
Subgrade
4
65.3
64.3
60.3
59.3
56.4
55.5
53.8
53.0
Bridge
8
66.4
65.4
64.2
63.2
59.9
58.9
57.1
56.3
Notes: 1． The noise shielding distance determination condition is the area open and without any
shield；
2． The table above considered the noise impact of the project railroad only, without taking any other
noise source and environmental background noise into consideration.
7.2.3
City Planning for the Ongoing Zone Noise Protection Distance
The assessment suggested the sound environment distances for the valuable land resource, speedy
development and the protection of the newly built buildings in the new developing zones along the
project as shown in the table 7-5.
Table 7-5 Sound Environment Protection Distance
Section
Route Rail Top
Type Height(m)
Subgrade
Harbin Taiping Subgrade
Bridge
Subgrade
Unit: m
Distance to the External Rail (m)
30m to the
exterial rail
central line
Area Class I
(70dB、70dB)
55dB)
Day
Night
0
<30
2
4
(70dB、
Area Class
III
Area Class
II
Area Class I
(65dB、
(60dB、
(55dB、45dB)
55dB)
50dB)
Day Night Day Night Day Night Day
Night
<30
<30
39
<30
39
<30
110
64
>200
<30
<30
<30
45
<30
45
31
117
69
>200
<30
<30
<30
50
<30
50
36
124
75
>200
Bridge
8
<30
<30
<30
93
<30
93
62
Subgrade
0
<30
<30
<30
34
<30
34
36
92
96
>200
Taiping Subgrade
Bridge Jiamusi Subgrade
2
<30
<30
<30
40
<30
40
42
98
101
>200
4
<30
<30
<30
45
<30
45
47
104
107
>200
Bridge
8
<30
<30
<30
82
<30
82
85
193
185
>200
Subgrade
0
<30
<30
<30
125
<30
125
53
>200 152
>200
Jiamusi – Subgrade
Eastern
Jiamusi Subgrade
2
<30
<30
<30
130
<30
130
59
>200 158
>200
4
<30
<30
<30
135
<30
135
65
>200 164
>200
8
<30
<30
<30 >200
55
>200 120 >200 >200
>200
Bridge
>200 138
>200
Notes: 1 ． The noise shielding distance determination condition is the area open and
without any shield；
2． The table above considered the noise impact of the project railroad only, without taking
any other noise source and environmental background noise into consideration.
7.3
Noise Mitigation Measures
7.3.1
Noise mitigation schemes
1. Economic Comparison of Noise Pollution Treatment Measures
The railway noise pollution treatment measures are mainly the barrier screen, green-belt, sensitive
point function change and building sound-proof protection. The noise pollution treatment measures
suitable to the sensitive points of all kinds are outlined according to the experience of the railway
noise pollution treatment of many years, the general condition of the project sensitive points, noise
over standard situation and other projects and surrounding conditions in the table 6-1-3.
Table 7-6 Economy and Technology Comparison of Noise Pollution Treatment
Measures
Treatment
Measures
Effect Analysis
Noise reduced by 6～10dBA
Barrier Screen
Investment
Suitable Sensitive Point Classification
Comparison
Applicable to the sensitive points
Large
could improve indoor and
close to the railway, high intensity
outdoor environment, not to investment
building, large scale, line mode in
affect the everyday life of the
inhabitants.
embankment and bridge
1～3dBA additional rainfall of
Green-belt
Having the best comprehensive
green belt of 10～30m while Comparative
environment effect, but involving
large
beautify the environment;
more land and resettlement. Harder in
Requiring more land and investment
realization.
resettlement
large
difference
The railway noise impact
between
Sensitive point avoided basically, but more
rural and
function changes investment
and
more
urban areas
difficult performance。
and large
investment
Building soundproof(soundproof ventilation
windows, soundproof corridors
and balconies,
etc)
Noise
Requiring the new purchase of houses
by the inhabitants and comprehensive
arrangement of the government. Not
easy in performance.
reducing
amoun >25dBA ， affecting Comparative Good noise reducing effect and less
less
investment, but affecting the everyday
visual sense and ventilation
and the everyday life of the investment life of the inhabitants
inhabitants
Effectively degraded the noise Comparative Several railways parallel, could be
Damping steel
grade and vibration, noise
large
supplementary measure to the bad
rail
investment effect of the sound barrier
reducing amount 2～3dBA
2. Noise Pollution Treatment Principles
The project is the new construction of the railway. In accordance with the project features, sensitive
point scale and position relations, the assessment was determined to employ the noise treatment
principles as follows:
1）Based on the principle of “better the old with the new”, the project treated the overstandard
sensitive points affected by the old railway.
2）In accordance with the principle of “treatment by the one who polluted”, the bidding due to the
project adopted the measures as sound barriers, sound isolation windows and the like to meet the
corresponding standard limits or house utilizing function.
3）Considering the sound barrier measures first, then the partial protection of the receiving points.
4）Adopting the installation of the sound isolation ventilation windows at the points at a small scale
or inapplicable for the sound barriers. Remeasuring the actual noise level during the trail operation
period following the project completion, carrying out the measures in case of the real overstandard
results.
5）Ensuring the schools up to the standards, or enough for the indoor function.
6）In combination with the vibration overstandard protection measures, resettle the sensitive objects
adjacent to the railways and under a greater impact.
3. The analysis and demonstration on the treatment measures for the rebuilt section in Harbin
There are normally 3 kinds of noise pollution protection measurement: resettlement, sound isolation
window and sound barrier.
The reconstruction of Harbin line under the project changed the rail only without the movement of the
line position. In the meanwhile, the sensitive points along the route were distributed in high density
and mostly the comparatively new high-storey buildings in their construction ages in Harbin Hub,
which replaced by the bodies and rails in better condition. Therefore, it was forecasted that the noise
value in the Harbin Hub in the operation period.
In view of the special circumstances at the Harbin, the assessment adopted the following noise
pollution treatment measurements:
1）Only sound proof windows were installed for the deep cutting section unable to set sound barriers
and resettlement.
2）Demolishing the houses within 30m at the plane sub-grade or bridge section.
3）The sound barrier and isolation window methods at the sensitive points in high density.
4）The sound isolation measure was used at the scattered sensitive points.
3. Noise Pollution Treatment Measures
In accordance with the noise pollution treatment principles and the economic and technical
comparative results, the summary of the noise pollution treatment measures for the sensitive objects
along the project was as in the Annex 6.
7.3.2
Noise Mitigation Measure Assessment
1. The current situation of measure assessment sensitive points at N4 Xiehe Hospital, Highway Bureau
and State Resource Bureau and N6 Hayi Hospital:
Xiehe hospital has high cutting in 3.1m, 3 floor-storey and 50 beds in in-patient department.
Highway Bureau and State Resource Bureau and Hayi Hospital has high cutting in 1.2m, 12 storey,
work in the day, no accommodation. The oral and optical departments of Hayi Hospital were affected,
having 11 storey and 300 beds altogether.
The present subgrade has 4 rails, 2 of them near the sensitive points are close to the main line of
Bingjing Line, the other are and line 3 and 4. Following the opening, 2 main line will be in use for the
straight assess from the project to Harbin Station.
The current condition is that the old lines have trains flow of 12 pairs of freight trains, passenger train
of 38.5 pairs, with the seam line.
国土资源局
哈大医院
公路局
协和医院
Current Noise Value, referring to Table 7-7。
Table 7-7 Current Noise Values at Xiehe Hospital, State Land Bureau, Highway Bureau and
Hayi Hospital
Names of
Sensative
Points
Xiehe
Hospital
State Land
Bureau,
Highway
Bureau
Subgrade
Type
Cutting
Cutting
Directions
Right
Right
Distance from
Monitoring Points to
External Rail Central
Line(m)
Project
Line
Old Line
24
24
18
Difference
between
Measuring
Points to
Rail Top(m)
Current Status
ValueLeq(dB)
Day
Night
4.3
63.2
61.9
18
2.4
63.5
62.3
18
18
17.4
61.1
59.4
18
18
32.4
59
57
Names of
Sensative
Points
Hayi
Hospital
Subgrade
Type
Cutting
Directions
Right
Distance from
Monitoring Points to
External Rail Central
Line(m)
Project
Line
Old Line
20
20
30
Difference
between
Measuring
Points to
Rail Top(m)
Current Status
ValueLeq(dB)
Day
Night
2.4
63.8
62.9
30
2.4
62.8
61.2
108
108
14.6
59.8
56.6
108
108
29.6
60.8
57.3
108
108
59.6
59.3
56.3
The current noise values are all above 55db.
The train flow after operation: 6 pairs of passenger trains, 56 pairs of motor trains with 8 in one group,
29 pairs with 16 in one group. Cancelling the freight trains, change the seam rails to seamless, close
the entire line. Due to the cancellation of the freight train pairs, improved line conditions and train
body, the noise value will better than the current status value.
The noise estimated values in the operation period are as shown in the table 6-3-4.
Table 7-8 Estimated Value of Noise at Xiehe Hospital, State Land Bureau, Highway
Bureau ,Hayi Hospital during Operation Period
Distance from
Monitoring
Points to
Names of
External Rail
Subgrade
Sensative
Directions Central Line
形式
Points
(m)
Project Old
Line Line
Xiehe
Hospital
Difference
between
Measuring
Points to
Rail
Top(m)
Difference
Current
Estimated
between
Status Value Value in 2020 Current
Leq(dB)
Leq(dB)
Value and in
2020 (dB)
Day Night
Day Night Day Night
Cutting
Right
24
24
4.3
63.2
61.9
58.8
55.2
-4.4
-6.7
State Land Cutting
Right
18
18
2.4
63.5
62.3
59.1
55.5
-4.4
-6.8
Distance from
Monitoring
Points to
Names of
External Rail
Subgrade
Sensative
Directions Central Line
形式
Points
(m)
Project Old
Line Line
Bureau,
Highway
Bureau
Hayi
Hospital
Cutting
Right
Difference
Difference Current
Estimated
between
between Status Value Value in 2020 Current
Measuring Leq(dB)
Leq(dB)
Value and in
Points to
2020 (dB)
Rail
Top(m)
Day Night Day Night Day Night
18
18
17.4
61.1
59.4
56.8
52.2
-4.3
-7.2
18
18
32.4
59
57
54.8
51.1
-4.2
-5.9
20
20
2.4
63.8
62.9
59.4
56.1
-4.4
-6.8
30
30
2.4
62.8
61.2
58.5
54.5
-4.3
-6.7
108
108
14.6
59.8
56.6
55.6
51.1
-4.2
-5.5
108
108
29.6
60.8
57.3
56.6
51.5
-4.2
-5.8
108
108
59.6
59.3
56.3
55.1
50.4
-4.2
-5.9
In view of the estimated values, 3 sensitive points will still be 55db higher than the standard in the
operation period, but lower than the current status.
The investigation to the old subgrade condition of this section shown that the ballast is 1,5m away
from the drainage ditch and embedded the telecommunication cable. Therefore, no condition in this
section is enough for the placement of the sound barrier. The assessment adopted the sound proof
windows at 3 sensitive points along this section based on the principle of the new improving the old.
2. Sensive Points Noise Pollution Treatment Measures
There were 139 sensitive points along the project line, of which, 21 were the school special sensitive
points, 118 inhabitant residences.
The noise pollution treatment measures for the entire line are as follows:
（1）46 sound barriers of 3.15m in length of 15380m at the bridge section.
（2）43 sound barriers of 3m in length of 12096m at the subgrade section. 1 sound barrier in length
of 7m.
（3）132 sound isolation ventilation windows of 107550 m2。The actual surveys will be carried out
by the completion of the project for the noise level at the sensitive points, putting in use in case of the
real overstandard conditions.
（4）In combination of the vibration estimation and measurement implementation situations, 1194
households sensitive points were resettled within 30m along the project line.
（5）The total noise protection investment is 270.187 million RMB Yuan.
41 points employed the noise reducing method of sound isolation windows to meet the relative
standard or the utilizations function requirement along the entire project.
8 points employed the noise reducing method of sound isolation windows together with the
resettlement to meet the relative standards or the utilization function requirement along the entire
project.
47 points employed the noise reducing method of sound isolation windows and sound barriers to meet
the relative standards or the utilization function requirement along the entire project.
36 points employed the noise reducing method of sound isolation windows together with the
resettlement to meet the relative standards or the utilization function requirement along the entire
project.
1 points employed the noise reducing method of sound barriers together with the resettlement to meet
the relative standards or the utilization function requirement along the entire project.
6 points employed the noise reducing method of sound barriers to meet the relative standards or the
utilization function requirement along the entire project.
7.3.3
Noise Pollution Protection Proposals
In consideration of the project measures above, the following measures should be used to abate the
noise impact to the best extent.
（1）Reinforcement of the train bodied and rail maintenance.
A regular maintenance of the train bodies and polishing the steel rails should be performed to ensure
their operation at a good condition and decrease the noise induced from the train moving and vibration.
（2）No horn within the completely closed section at Harbin and Jiamusi Hubs.
（3）Rational Scheme and Controlling the Land Usage on the both sides of the railway
It is suggested that relative city departments combine the land utilization and ciry plan with the project
construction.
In consideration of an overall thought of the interactive development and improvement, the city
planning divisions should put the land utilization function along the project under a strict control in
accordance with the stipulation in “Clause 11 in Chapter 2” of 《Environment Noise Pollution
Protection and Treatment Law of P.R.China》that the city planning divisions should determine the
noise proof distance from the buildings to the traffic trunks and put forward the corresponding plans
and design requirements while making decision of the building arrangement in accordace with the
state environment quality standard and civil building design regulations and rules.
With the reference of the noise estimation results in this report, it is commented that the planning
departments along the project make a reasonable scheme for the land function on the both sides of the
railway and strengthen the building arrangement and sound proof and noise decreasing design. The
ready researches have shown that, in view of the reducing noise impact, the surrounding building
groups were better than parallel arrangement, parallel building groups were better than the
perpendicular arrangement, and the non-noise sensitive buildings as the industy, storage and logistics
were more applicable to the first rows of the buildings for the sake of reducing the railway noise
impact to the sound environment in the building groups.
7.4
Acoustic environment asessment for the construction period
7.4.1
Noise Source in the Construction Period
The construction noise impact to the environment is due to not only the sound source and its function
period, but the surrounding sensitive points distribution and its distance to the sound source also.
The construction noise of the project included the construction machinery, transportation vehicles and
temporary construction facilities, of which, the construction machinery and transportation vehicles had
the sound grade of higher level and longer working time. As the main sound sources, the measured
values of common construction machinery noise according to a large number of the site survey data
are shown in the table 6-4-1 below.
Table 7-9 Noise Source Intensity of Major Construction Machinery &
Vehicles
Unit: dBA
Construction
Period
Earth and
gravel
Works
Transportation
Distance between Measuring
Point and Noise Source（m）
Sound Grade
AValues
Average
Bulldozer
10
78～96
88
Excavator
10
76～84
80
Loader
10
81～84
82
Names
Constructure
Installation
&
Maintenance
Road Breaker
10
80～92
85
Heavy Lorry
10
75～95
85
Blader
10
78～86
82
Compactor
10
75～90
83
Riveted Machine
10
82～95
88
Concrete Mixer
10
75～88
82
Electricity
Generator
10
75～88
82
Peumatic Presser
10
80～98
88
Vibrator
10
70～82
76
Hoister
10
84～86
85
Jumbo Crane
10
85～95
90
The main noise sources in the construction period were bulldozers, heavey trucks and road compactors.
Earthworks mixing and material transportation work affected more people due to their high mobility,
but this sort of impact most constrained to the day with the non-continuity and generally accepted by
the civilians.
7.4.2
Noise Environment Impact Assessment Standard in the Construction Period
The noise limits at different construction stages are as in the table 7-10 below.
Table 7-10 GB12523-90 Noise Limited Value at Construction Area
Unit:Leq（dBA）
Noise Limited Value
Construction
Period
Major Noise Source
Earth and
gravel Works
Pile Driving
Day
Night
Bulldozer, excavator, loader, etc
75
55
Various pile drivers, etc
85
No Construction
Structure
Concrete mixer, vibrator and electric saw, etc
70
55
Decoration
Hoister, elevator, etc
65
55
7.4.3
The Controlled Distance of the Construction Machinery to the Site
The machiney at the construction sites should be managed to be at a controlled distance up to the
requirement of the equivalent sound grade limits within the sites.
The equivalent and continuous sound grade A at this survey point could be calculated as the fomula
below:
1 n
0.1( L
C ) 
Leq ,T  10 lg   ni t eq ,i 10 p 0 ,i i 
 T i 1

Noise declining fomula is as follow:
L A  L0  20 lg( rA / r0 )
Where：
LA－sound grade at rA to the sound source, dBA
L0－sound grade at ro to the sound source, dBA
The controlled distance of the construction machinery to the site should be calculated based on the
actual situations. In this job, working period were 8, 10 and 12 hours in the day and 1, 2 and 3 in the
evening, machines were 1, 2 and 3 pieces respectively, working out the controlled distrance of the
construction machinery by the fomula. The noise impact range of the machinery under various
circumstances was as in the table 6-4-3.
Table 7-11 Typical Construction Mechinery Contro Distrance Estimation
Unit：m
Construction
Machinery
Bulldozer
Road Breaker
loader
Blader,
compactor,
generator and
concrete mixer
7.4.4
Limit Value at
the Site(dBA)
Operation Time
Day
Day
Night
Day
Night
Day
8
1
32
158
45
223
55
274
10
2
35
223
50
316
61
387
12
3
39
274
55
387
67
474
8
1
22
112
32
158
39
194
10
2
25
158
35
224
43
274
12
3
27
194
39
274
47
335
8
1
18
89
25
126
31
154
10
2
20
126
28
178
34
218
12
3
22
154
31
218
38
266
8
1
28
79
40
112
49
137
10
2
31
112
45
158
55
194
12
3
34
137
49
194
60
237
75
75
75
70
Night
55
55
55
55
（hours）
Using 1 piece Using 2 pieces Using 3 pieces
Night Day
Night
Mitigation Measurements and Suggestions
In accordance with the stipulation of Clause No.27, 28, 29 and 30 of 《Environment Protection
Methods of P.R.China》, the project should be in line with the building construction site criteria of the
state regulations; 15 days ahead of the construction, the environment protection administrative
divisions in charge should submit the project name, working location and period and possibe
environment noise values, noise pollution protection and treatment measures; No noise pollution
inducing works are allowed in the evening. In case of the special working necessary at night, the
identification issued by the government above the level of county or relative department in charge and
notify the residents the approved jobs at night.
The assessment suggested the the following measures and suggestions on the sound environment
impact during construction period in view of the actual project situation:
1. The machinery with louder noise like generators, air compactors, etc. should be arrange at a remote
area and be away from the sound environment sensitive points such as the residential areas, schools
and hospitals and so on; the sites of mixing, stirring and precasting should be in general more than
200m away from the residential areas; for those hard tto choice suitable sites should use close sound
insulation measures and carrying out a regular maintenance strictly following the operation
regulations and rules.
2. Making a rational working schedule, trying to avoid the construction in the evening or doing jobs
with lower noise. Machinery with the high sound grade should be stopped in the evening （22:00～
6:00）. The relative approval should be obtained in case of inevitable continuous construction need
and keep the residents well-informed. The construction at night should utilize the certain methods to
reduce the noise to the maxium extent. The construction produced by the staff should be supported by
the management rules and noise reducing measurement and be kept under a strict control. The vehicles
delivering the material during the night should ban the horns, be gentle in the loading and unloading,
not to disturb the people with the minimum noise.
3. During the construction period, the related vehicle passing time should be well coordinated to avoid
the traffic gams by means of a proper communication among the construction party, constructors and
traffic departments. The evening transportation should ban the horns, slower, and try not to use the
road through the towns and villages to reduce the noise impact to a minimum extent.
4. Optimizing the construction scheme, making a logical working schedule, reducing the construction
environment noise hazard to a minimum extent. The noise protection measures shoube be listed in the
construction organization design and explicate in the contracts at the stage of biding and tendering
stage.
5. In accordance with the 《Notification on the Strengthening Environment Noise Pollution
Supervision and Management during the Senior High School Examination Period 》issued by the
State Environment Bureau on Apr. 26, 1998, in the process of the senior high school examination and
2 weeks ahead of the examination, the noise overstandard and disturbing works should be banned
besides the environment noise sources of all kinds be severely under control.
6. The contruction site environment supervision should be well done in the construction period. In
accordance with 《Construction Working Range Noise Measuring Methods》, the working site
should have a noise survey with the values within the noise discharge standard. This report set out the
environment management survey schemes in the environment management and monitoring plan,
which should be stricted followed by the relative units at work, keep the working site noise within the
allowance by means of survey to reduce the construction impact on the resident living environment to
a minimum extent.
7.5
Summary
7.5.1
Assessment Standards and Protection Objects
There were 139 sensitive points, of which, 21 special sensitive points and 118 concentrated residential
housings.
The residential houses at 30m to the exterial rail central line within the assessment scope used the
limit value of 70dBA/70dBA in 《Railway Boundry Noise Limit and Measuring Method》
（GB12525-90）.
The area having the noise function divisions followed the relative noise function division criteria.
Areas through the project are mostly the villages without noise function divisions, belong the Class 2
area. The urban areas with the functional division should follow the relative functional requirement.
As for the special sensitive points as schools and hospitals, the standard is 60dBA in the day and
50dBA at night（with the requirement for the dormitory）
7.5.2
The Current Status Assessment
The current status survey results shown that the sound grades of each sensitive object were 52.4～
67.8dBA 和 45.3～68.4dBA in the day and evening.
The sound grade at 30m to outer rail central line were up to the standards of Day 70dBA and Night
70dBA set in the GB12525-90《Railway Boundry Noise Limits and Measuring Methods》.
7.5.3
Main Environment Impact and Proposed Environment Protection Measurements
1. The environment protection measures mentioned in the report for the construction period included
majorly a rational arrangement of working site, machinery with high noise be far away side for the
residential area; a rational working schedule, the job with high noise being done in the day, the
beforehand report and approval by the relative administrative departments in charge for the
technologically required continuous construction or some special needs; strengthening the
environment noise survey in construction period, and so on.
2. On the basis of the environment noise estimation, the recent sound grade of the residential houses at
30m to the outer rail central line were 57.7～69.4dBA and 54.3～69.5dBA in the day and evening;
55.0～68.2dBA and 52.5～68.4dBA within the Class IV area; 54.6～61.2dBA and 50.8～58.9dBA
within the Class I area, 53.7～66.1Db and 49.1～60.6dBA within the Class II area, 53.5～65.5dBA
and 49.3～62.7dBA within the Class III area
The forecasted survey on 21 school special sensitive point shown the noise level of 54.8～67.5dBA
and 50.4～62.1dBA in the day and evening.
3. In accordance with the environment noise estimation survey results and considering the sensitive
point scale and surrounding land condition, 46 sound barriers of 3.15m high and 15380 linear meter in
total length were placed at the bridge section; 43 sound barriers of 3m high and 12096 linear meter in
total length at the subgrade; 1 sound barrier of 7m of 380 linear meter at the subgrade section. 132
sound proof ventilation windows of 107550m2.
4. In combination with the vibration estimation and measurement utilizatioin, 1194 households at the
sensitive points were resettled.
5. The noise environment protection investment was 270.187 million RMB￥
8 Environment Vibration Impact Assessment
8.1
General
Following the project openning, the train wheels and steel rail generated the collision vibration, which
transferred from rail sleepers and bedding to the subground, then to the ground surface, vibration
disturance produced to the surroundings and the residential houses and schools along the route, having
a bad impact on the life, study and rest. That vibration of the train will be the major environmental
vibration source.
In addition, a temporary vibration interference will be generated by the subgrade filling, site
excavation, bridge foundation, pier and abutment building, tunnel blasting and the like during the
construction period.
8.2
The Current Status Assessment on Environment Vibration
8.2.1
The Current Status Investigation on Environment Vibration
The proposed railway will go through Helongjiang Province, Ha’erbing and Jimusi. The areas along
the route are mostly residential environment for cities, villages and towns.
The current status investigation and research indicated that there were 88 environment vibration
protection objects, of which, 7 schools with the structure of Class II and III; some of sensitive points
affected by the old railway with a higher vibration grade; other points’ main vibration sources were
social life induced vibration with a lower grade.
8.2.2 Current Status Monitoring
I. Monitoring Methods
The environment vibration measuring was carried out according to GB10071-88《Urban Area
Environment Vibration Measuring Methods》
In the old railway section, measurement was done by the method of “railway vibration”, that is “read
the biggest indicated number of each train passing through, 20 trains should be measured in
succession at each point, the arithmetic average of 20 readings would be the assessment value.”
Other pointing(areas without the passing-by train) were measured by “inregular vibration” method for
the urban area, that is each continuous measurement should last for no less than 1000s, sampling
interval 0.1s, reading accumulation Z percentage vibration grade, using VLz10 as assessment value.
Measuring points were arranged at the flat and firm ground no more than 0.5m away outside the
building or at the floor conter of the inside the building.
II. Measuring Unit
The measurement was performed by the Central Laboratory of No.3 Railway Investigation and Design
Institute Group, having the measurement qualification certificate No. 2009001162N of P.R.China.
III. Measuring Apparatus
AWA6256B environment vibration grade analyser was used. To ensure the measurement accuracy, the
apparatus had a self-correction before the inspection and check, up to the requirement the measure
technology requirement.
IV. Measuring
Measurement was scheduled in April of 2010.
8.2.3
Current Measuring Point Arrangement
The sensitive point distribution method was adopted to place the survey points at each sensitive object,
all at 30m to the old railway or proposed railway and at the flat and firm ground no more than 0.5m
away outside the first row of the buildings.
33 survey section, 135 point were arranged as shown in the appendix drawings.
8.2.4
The Current Monitoring Results and Assessment
The current monitoring result and assessment are as shown in the Annex 7.
The current status survey results indicated:
The sound grade of part of the sensitive points of 44 along the project were over standard due to the
impact of the old railway in the day and evening, the other 44 points were majorly impactd by the
social life noise.
The relative parameters of the old railway operation are shown in the table 6-1Table 6-2 Current Train Pair
Railway Section Ordidary Goods Train
Unit： pair/day
Ordidary
Passenger
Train
Tractive Type
Freight Train Tractive Mass
（t）
Ha’erbing Hub
12
38.5
Electrified
5000
Jiamusi Hub
31
43.5
Electrified
5000
I.
Sensitive Points Affected by the Old Railways
The sound grades at 30m to the old outer rail central line were 60.9～67.8dBA and 58.4～68.4dBA in
the day and night, up to the standards of Day 70dBA and Night 70dBA set in the GB12525-90
《Railway Boundry Noise Limits and Measuring Methods》.
II.
Other Sensive Points
No obvious vibration source at the present status, mainly from the human activity impact, the current
vibration grade of VLZ10 value is 49.0～57.0dB and 43.1～52.0dB in the day and evening, up to the
requirement of 70 dB and 67 dB in the day and night set in 《Urban Area Environment Vibration
Standards》
（GB10070-88）
8.3
Environment Vibration Impact Asessment during the
Operation Period
8.3.1
Estimation Methods
The vibration source strength and transmitting rules are affected by quite many factors. Generally,
land form, land feature, geological condition and some man-made structures should all place a special
impact on the sound generation and spreading. Therefore, the sound generation and spreading could
show their own characters under some actual circumstance.
The vibration assessment estimation mode was according to the fomula recommended in Rail
Docu.No.44, 2010《Railway Construction Project Environment Impact Assessment, Noise Vibration
Source Intensity Value-taken and Treatment Priciple Guidance and Proposals 》
（revised in 2010）.
i.
Vibration Estimation Fomula Selection
Railway environment vibrationVLz estimation calculation fomula is as follow:
VLZ 
1 n
 VLZ 0,i  Ci
n i 1

Where:
VLZ0,i——
through, dB
vibration source intensity, the maximum grade Z vibration at the train passing
Ci —— vibration correction item of the train of No.i, dB；
n —— numbers of the trains passing by
Vibration correction item Ci is calculated by Ci = CV + CW + CL + CR+ CH + CG + CD＋CB
In fomular:
CV—— velocity, dB；
CW——axle weight correction, dB；
CL—— line kind correction, dB；
CR—— rail type correction, dB；
CH—— Bridge height correction, dB；
CG—— Geological correction, dB；
CD—— distance correction, dB；
CB—— building type correction, dB。
II. Fomula Parameter Determination
1． Vibration Source IntensityVLzo
The train vibration source strength in the Assessment was determined in accordance with the Rail
Docu.No.44, 2010《Railway Construction Project Environment Impact Assessment, Noise Vibration
Source Intensity Value-taken and Treatment Priciple Guidance and Proposals 》
（revised in 2010）as
shown in the tables 7-3-1、7-3-2、7-3-3 below:
Table 8-1 Passenger Train Vibration Intensity at 160km/h or below
Speed(km/h)
Source
Geological Axle
Reference
Line Condition
Intensity(dB)
Condition Weight Point Location
50~70
76.5
80~110
77.0
120
77.5
130
78.0
140
78.5
Railway of
GradeⅠ,
seamless, rail of
60kg/m, rail
surface in good
Alluviation
condition,
Layer
concrete rail
sleeper, road
bedding with
slug, straight
subgrade line
Correction
Value
Deducting 3dB
from
the source
30m to the
strength for the
training
moving line strength value at
central line the bridge line
21t
Table 8-2 Ordinary Goods Train Vibration Source Intensity
Source Intensity(dB
Speed(km/h)
Geological Axle
Condition Weight
Line Condition
Subgrade
Bridge
50
78.5
75.5
60
79.0
76.0
70
79.5
76.5
80
80.0
77.0
Railway ClassⅠ,
seamless, seamless steel
60kg/m, rail surface
condition, concrete rail Alluviation
sleeper, rail bed with
Layer
slug，straight line, low
sub-grade or bridge of
11min height
21t
Reference
Point
Location
On the
ground 30m
to the outer
train line
center
Table 8-3 Motor Train Group Train Vibration Source Intensity
Motor Train Group
Subgrade Route
Bridge Route
Railway ClassⅠ,
without with without with
switch switch switch switch
160
70.0
76.0
66.0
67.5
170
70.5
76.5
66.5
68
180
71.0
77.0
67.0
69.0
190
71.5
77.5
67.5
69.5
200
72.0
78.0
68.0
70.5
seamless, seamless
steel 60kg/m, rail
surface condition,
concrete rail sleeper,
rail bed with slug，
straight line, low subgrade or bridge of
11min height, on the
ground 30m to the
outer train line center,
alluviation Layer，axle
weight of 16t
210
72.5
78.5
68.5
71.5
220
73.0
79.0
69.0
72.5
230
73.5
79.5
69.5
73.5
240
74.0
80.0
70.0
74.0
250
74.5
80.5
70.5
74.5
III. Estimation Technological Conditions
Rail
The main rail adopted the interval seamless line of 60kg／m. The rail structures were dominated by
the rail with the 砟 at Ha’erbing and Jiamusi and the slab-rail without the 砟 at the interval sections.
Train Travelling Speed
The actual travelling speed at each estimating point was calculated and determined by the train type
and train traction.
Locomotive Train Conditions
The electric locomotive traction mass was 5000t, the passenger trains were hauled by the locomotive
SS4.
D. Traffic Flow Distribution
The passenger and freight train paires were as in the table 7-3-4 below.
Table 7-3-4 Estimated Annual Train Pair
2020
Unit: pair/day
2030
Section
Ordinary Ordinary Motor Train Group Ordinary Ordinary
Motor Train
Goods
Train
Passenger
Train
Goods Passenger
Train
Train
8 in a
group
16 in a
group
Group
8 in a
group
16 in a
group
Ha’erbing-Taiping
Bridge
8
6
56
29
8
6
69
43
Taiping BridgeJiamusi
0
0
56
29
0
0
69
43
Jiamusi～Jiamusi 东
20
44
0
29
28
50
0
43
III.
The Vibration Estimation Results and Assessment at Grade Z
The vibration impact estimation results at Grade Z at each sensitive point during the operation period
were as in the Annex 8.
The estimation results indicated:
1．The evaluation values of Grade Z at the survey point 50 within 30m to the outer rail were 70.181.9db and 70.1-82.7db in the day and evening. 6 points were over 80dB in the day, 1.0-1.9dB higher;
11 points were over 80dB at night, 0.8-2.7dB higher.
2．The evaluation values of Grade Z at the survey point 85 within 30m to the outer rail were 52.977.2db and 53.5-77.9db in the day and evening, all meeting the standard requirement of 80db “on the
both sides of the rainway trunk” of GB10070-88
3． In the long run, due the unchanged train types and speed and only increased traffic flow, it was
estimated that the vibration estimation should have not much difference from the one in 2020,
generally 0.2~0.4 dB higher.
Estimated statistic results were as in the table 7-3-6 below:
Table 8-4 Estimated Statistic Results
Measuring
Point
Location
Estimated
Measuring
Point
Numbers
Within 30m
Beyond 30m
Monitoring Value（dB）
Over 80（dB）
Value
Over 80（dB）points
Day
Night
Day
Night
Day
Night
50
70.1-81.9
70.1-82.7
1-1.9
0.8-2.7
6
11
85
52.9-77.2
53.5-77.9
0-0
0-0
0
0
8.3.2
Vibration Distance Estimation up to the Standards
For the sake of the plan and control, the vibration estimation values at the different distances and route
types, and the vibration distance up to the standards were given as in the table 7-3-7 below:
Table 8-5 Railway Vibration Criteria Distance
Estimated Value
Speed （km/h）
Section
Ha’erbingTaiping
Bridge
Motor
Goods
Passenger
Train
Train
Train
Group
（dB）
Track Geological Line
Condition Condition Condition
15m 20m 30m 60m （m）
Subgrade
60
120
100
with slug
Alluviation （6m）
Layer
Bridge
（11m）
Taiping
BridgeJiamusi
Subgrade
/
230
/
without Alluviation （6m）
slug
Layer
Bridge
（11m）
Subgrade
Jiamusi～
Jiamusi 东
60
120
100
Distance
up to the
criteria
with slug
Alluviation （6m）
Layer
Bridge
（11m）
79.5 78.3 76.5 70.5
15
72.3 71.1 69.3 63.3
4
76.5 75.3 73.5 67.5
7
72.5 71.3 69.5 63.5
4
80.8 79.5 77.8 71.7
19
75.6 74.3 72.6 66.5
7
Note: The distance up to the criterial is for the outside.
Indicated by the data in the table 7-3-7, the vibration impact range was larger at the sub-grade line
than the bridge line.
8.4
Vibration Mitigation Measurements and Proposals
To meet the environmental vibration requirement, the following measures were proposed to decrease
the impact of train vibration on the environmental vibration in combination with estimation evaluation
results and on the principles of the technological feasibility and the economica reasonableness.
8.4.1
City and Town Schem, Control and Management
In order to mostly alleviate the railway construction impact on the environmental vibration, it was
suggested that the government divisions of planning, construction and environmental protection
should delimit a certain range of the buffer zone of no new construction of the vibration sensitve
buildings as the residential houses, schools and hospitals within 30m along the both sides of the
railway, taking into consideration of the fact of a higher vibration level along the both sides of the
railway while making a plan for the land management.
8.4.2
Source Strength Control
It was proposed that a regular polishing of the overall rail should be arranged to eliminate the wear
and reduce the unevenness between the wheels and rails after the opening of the project, a regular
wheel rounding to improve the vibration due the irregular wheel. With the development of our railway
transportation, locomotive and vehicle manufacture industry, rail conditions have upgraded, the old
trains will be replaced by the new, the nationaliztion and popularity of the large machinery like the rail
polishing will benefit the vibration impact.
8.4.3
Vibration Control Measurements
The resettlement was decided to the control the vibration impact at the points with the values over
80db after the construction.
In this assessment, 438 points along the railway were resettled in view of the noise protection
measurements. The investment induced was listed in the noise protection cost to reduce the impact of
railway vibration on the resident life, referring to the Annex 9.
8.5
Vibration Environment Impact Analysis during the
Construction Period
8.5.1
Construction Period Vibration Pullution Source Anaysis
The vibration pollution source was mainly the construction machinery working vibration largely from
pile drilling, hole boring, road(earth)compaction, raming and heavey transportation vehicles moving,
such as jumbo excavator(earth digging), air compactor, hole driller, pile driller, vibrating raming
machines and so on.
The project is newly built. The construction vibration control is focus on the rural residents
concentrated area close to the alignment and stations .
The constrution and blasting works in the construction period should also place an vibration impact on
the nearby sensitive points.
8.5.2
Construction Machinery Equipment Vibration Strength
The table 7-5-1 is mainly for the construction machinery vibration values. It is shown that the pile
driver produced the maximum vibration strength among those listed; the vibration declined with the
increase of the machines distance; With the exception of the high vibration machines, other equipment
vibration are arrange within 25～30m, up to the environment standard in “mixed area”.
Table 7-5-1 Construction Mechinery Equipment Vibration Value
（VLz：dB）
Construction
Machinery
Distance to Vibration Source（m）
5
10
20
30
Dissel Pile Driver
104 ~ 106
98 ~ 99
88 ~ 92
83 ~ 88
Vibrating Pile
Hammer
100
93
86
83
Pneumatic Hammer
88 ~ 92
83 ~ 85
78
73 ~ 75
Excavator
82 ~ 94
78 ~ 80
74 ~ 76
69 ~ 71
Compactor
86
82
77
71
Pneumatic Pressor
84 ~ 86
81
74 ~ 78
70 ~ 76
Bulldozer
83
79
74
69
Heavy Goods Train
80 ~ 82
74 ~ 76
69 ~ 71
64 ~ 66
8.5.3
Construction Vibration Control Measurements
In order to reduce the vibration to the minimum extent during the construction of the project, the
following effective measurements:
1． Logical Arrangement of the Site
The scientific site arrangement is the critical way to reduce the construction vibration. The relation
between the site arrangement and environment should be properly considered while ensuring the
construction work.
（1）Choosing the position with less environment requirement as the fixed manufacture work site,
take the girder making for instance, to avoid to be close to the sensitive areas(points) like the
residentia houses;
（2）Keeping the road for the construction vehicles, especially the heavy transportation away the
vibration sensitive areas;
（3）Trying to arrange the vibration-generated construction equipment 30m away from the vibration
sensitive area to avoid the interruption to the surrounding environment;
（4）No use of the machines with high vibration, such as the pile driver, road compactor of raming
type at the sensive construction sections as the residential areas in the evening;
2． Scientific Management, Propoganda and Civilized Construction
Under the circumstance of the construction progress, making a logical construction schedule and the
scientific management; The proper propoganda should be carried out for the impact to the surrounding
environment even with some correpondent control measurement and stradegies because of the
technology conditions and concrete environment limit at the construction sites. To increase the
residents’ mental tolerance to the bad impact, reinforce the education on the environment protection
awareness of workers, initialize the consciousness of the civilized construction to alleviate the
construction vibration due to the man-made reasons.
3． The explosion design staff should decide the allowed safe vibration speed by the controlling
standard and calculate the controlled dynamite amount each time according to the actual conditions of
the buildings at the explosive areas and the sensitive areas( points). The largest dynamite amount
should be under a strict control at the construction blasting, making a rational blasting sequence to
ensure the ground equipment safety; the explosive time should be properly selected to minimize the
impact on the residents; the efficient propoganda and safety measurement pre-scheme should be done
ahead of the explosion each time to each time to lessen or eliminate the residents’ psychological panic
and the necessary safety protection measurements.
4．In order to make an effective control of the construction vibration impact on the resident living
environment, the environmental management should be emphasized besides the performance of the
controlling measures.The construction units should accept willingly the supervision and management
of the environment department in accordance with the relative laws, rules and regulations of the state
and cities along the project.
8.6
Summary
1．Affected by the old railway, the average values of current vibration grade Vlzmax within 30m
were 73.1 dB～84.1dB and 74.3 dB～84.3dB in the day and evening. 12 points were over 80db in the
day, 0.1～4.1db higher; 12 points were over 80db, 0.4～4.4db higher. Within 30m and beyond were
57.0～78.6dB and 57.3～78.9dB in he day and evening, all points in the day and evening were up to
the standard value of 80db at “boths sides of the railway truck” of GB10070-88. No obvious vibration
sources at the current stage, mainly the man-made acitivities. The VLZ10 value of the current
vibration grade were 49.0～57.0dB and 43.1～52.0dB in the day and evening, up to the requirement
of 70 dB and 67 dB in the day and evening set in 《Urban Area Environment Vibration Standards》
（GB10070-88）
2．The evaluation values of Grade Z at the survey point 50 within 30m to the outer rail were 70.181.9db and 70.1-82.7db in the day and evening. 6 points were over 80db in the day, 1.0-1.9db higher;
11 points were over 80db, 0.8-2.7db higher. The evaluation values of Grade Z at the survey point 85
within 30m to the outer rail and beyond were 52.9-77.2db and 53.5-77.9db in the day and evening, all
meeting the standard requirement of 80db “on the both sides of the rainway trunk” of GB10070-88.
3．In this assessment, 438 points along the railway were resettled in view of the noise protection
measurements. The investment induced was listed in the noise protection cost to reduce the impact of
railway vibration on the resident life.
4．It was suggested that the government divisions of planning, construction and environmental
protection should delimit a certain range of the buffer zone of no new construction of the vibration
sensitve buildings as the residential houses, schools and hospitals within 30m along the both sides of
the railway, taking into consideration of the fact of a higher vibration level along the both sides of the
railway while making a plan for the land management.
5．The construction sequence should be logical arranged due to the vibration impact from some of the
construction machinery on the surrounding environment during the construction period. Also, it is
quite necessary and effective to take the protection measures and increase the environmental
awareness of the construction staff to decrease the environment vibration impact, which would vanish
after the completion of the construction, during the construction period.
194