China - Third National Railway Project : environmental assessment summary

Additional Second Line Project For Liupanshui Zhanyi Section - on Guiyang-KunmingRailway Line (Funded by the World Bank Loan) EnvironmentalImpactAssessment Report (Abstract The Second Survey andDesignInstitute of China Railways .- Chengdu October 2005   Table of Content 1.1 Project geographic position and construction proposal along the line ( 1) 1.2 Main technical standards and quantity of works-.. * * e* a * -.- 0 . - (1) 1.3 Nature reserve, scenic spot, water source protection area as well as cultural relics and historic site.*. ....................................... ( 5 ) 1.4 Rationality analysis on Routing plan ....................................... ( 5 ) 2 Assessment on the present status of the environment quality 2.1 The present statue of ecological environment... ........................ (11) 2.2 The present status of acoustic environment... ........................ ( 12) 2.3 The present status of vibration environment... ........................ (12) 2.4 The present status o f water environment-*. ........................ (12) 2.5 The present status o f air environment... ........................ (13) 3 Analysis of impact on Zhujiangyuan Nature Reserve caused by the Projec ............................................................ (13) 3.1 Survey of Zhujiangyuan Nature Reserve.. .................................. (13) 3.2 Relationship between the existing Liupanshui-Zhanyi Railway and Zhujiangyuan Nature Reserve... .............................. (14) 3.3 Feasibility study of the additional second line tha bypasses Zhujiangyuan Nature Reserve ................................................ (15) 3.4 Relationship between additional second line of Liu-Zhan Section and Zhujiangyuan Nature Reserve t.** .............................. (16) 3.5 "No Proposal" in Zhujiangyuan Nature Reserve... ........................ (211 3.6 Analysis o f impact on the Nature Reserve imposed by the additional second line t... ................................................ (21) 3.7 Work and measures taken on Zhujiangyuan Nature Reserve... ......... (22) 4 Environment Impact Forecast and Assessment**.-** ..................... (24) 3 ifi % = 1 THE SECOND SURVEY & DESIGN INSTITUTE gyl I iB it E  EnvironmentalImpactAssessmentReportOnthe AdditionalSecondLine Liupanshui-ZhanyiSection onGui-KunRailwayLine - 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 THE SECOND SURVEY B DESIGN INSTITUTE 2  1 Project outline 1.1 Project geographic position and constructionproposal along the line 1) Project geographic location Guiyang-Kunming Railway lies in Guizhou Province and Yunnan Province. The section of Liu- Zhan of the line, starting from Liupanshui City of Guizhou Province in the east, and connected with Qujing City o f Yunnan Province in the west, i s the important part o f "Shanghai-Kunming Passage". Details o f the line i s I shown in Chart o f Project Geographic Position 2) Routing plan Liupanshui-Zhanyi Line is started from K223+300, the entrance side o f Lanba o f Guiyang-Kunming railway to K477+000, the entrance side o f Qujing, the whole length of the existing line is 253.633km. Double track straightening proposal shall be adopted for 82.6km in Meihuashan-Quewu section o f the additional second line, target speed is 160km/h. the second track of 119km shall be added for Qiewu-Zhanyi section along the existing line, and proper reconstruction i s to be made to the exiting line, whose target speed i s 160km/h. Including the pertinent auxiliary projects of Liupanshui Hinge. After completion of the Additional Second Line, the length o f Liupanshui-Zhanyi Line is 219.349km, overall length o f bridges and tunnels i s 111.53km, accounting for 50.8% o f the whole length, the existing 14 stations such as Leju, Luopandi, Shuse, Banuokuai, Hemaling, Beikaizhu, Muga, Tianba, Dengjiacun, Xutun, Geyitou, Yanfang, Hongtugou, Lila are to be closed down, and 4 stations o f Xinpalakuai, Xinbeikaizhu, Shuilushang, Zhujiangyuan are to be newly built. Details are as shown in Schematic Chart of Route Scheme. 1.2 Main technical standards and quantity of works -~ % i3 % = THE SECOND SURVEY 81 DESIGN INST1TUTE @I% it E iB 1  EnvironmentalImpactAssessment ReporlOnthe Addihonal Second Line Liupanshui-ZhanylSectlon on Gut-Kun h l w a y Line - I 1) ComDarison of main technical standards 1 Item Standard o f Existing Line Design Standard for Additional Second Line I Railway Classification Grade I Grade I Number o f main lines Single track Double Track Gradient limit 6%0, pusher grade 12%0 6%0, boosting gradient 13%0 Minimumradius o f 2000m for general section, 1600m curve 300m for section with difficulties. Designed running speed 60km/h 160km/h Kindso f traction Electric Electric Type o f locomotive ss3 SS3B Mass o f traction 3800t 3800t Effective lengtho f reception-departure 850m 850m track Type o f blocking All-relay semi-automatic block Automatic blocking ~~ ~~ 2) Quantity o f Major Works @ eTHE a % 2 SECOND SURVEY & DESIGN INSTITUTE UJ Iift it  -- - - 00 N m 0 2 P 0 0 W N s a 00 Nm W N I- C VI m W 3 m I- d - N 2 W d 3 00 10 Q\ 8 - 00 P d d: I- 1 W VI I- 3 m 4 3 m 0 - 0 W 3 W W m mm d s N d w 00 0 00 m P Y N N 3 N m 00 N m d W 0 00 d d m f d I- m 00 5 vc! 8 W 0 - m W 0 0 0 2 0 0 d W 0 z P \o d r- m P 00 VI 3 m W m 3 zs - ~ VI z 3 v; m x N W 00 d 0 00 0 -3 m I- d 3 d N m m _. i0 .-* ih 5 tE '$ .I? E P 3 $ Y e, o a 3 W 28 9M 2 2 .- .e - 3  - m N L d r- I3 0 m d - 0 0 8 d - _. 0 -8 0 VI W 0 e 00 d d - N _. 0 N 0 0 c: r- 00 9 00 r- 0 W N W f: 0 0 Q\ N 9 N 2 Q\ 0 N - 0 z 0 d v) e m _. 5 Gs e, W  1.3 Nature reserve, scenic spot, water source protection area as well as cultural relics and historic site There are rich tourist resources, numerous human landscapes, unique style, and beautiful natural landscape within the scope o f Liupanshui-Zhanyi Railway. Within the attractive scope, there are so many places o f historic interests and scenic spots such as Danxia Mountain, one o f the 8 biggest domestic Buddhist mountains; Biyun Cave, which i s recorded in Travel Notes o f Xuxiake; Rhododendra forest of Huopu; ancient human being site o f Dadong; scenic spot of Lubuge in Luoping and Maxiong Mountain o f source o f Pearl River etc. Nature reserve that 'has close relations with Liupanshui-Zhanyi Railway along the line i s Zhujiangyuan Nature Reserve. At present, dcultural relics and historic sites have not been discovered yet within 200m from both sides o f the railway line. 1.4 Rationality analysis on Routing plan 1.4.1 Comparison and selection o f alternative proposals o f highway 1) Comparison of traffic volume and economy ( 1) Comparison of traffic volume As a national trunk railway line, Liu-Zhan Section of Gui-KunRailway Line i s o f complicated composition of railway network with many connections o f main lines and branches. The traffic volumes are mainly formed by local volume (local traffic volume refers to that delivered by the Line and to the Line, that delivered by the line and to railway lines other than the Line, or that delivered by other railway lines and to the Line) and transit volume, and the latter includes transit volume on the whole Line (traffic volume passing trough the whole Line, namely, communications between Liupanshui and beyond and Zhanyi and beyond) and mixed transit volume (traffic volume which i s from other railway lines, then transported through one section o f the Line and then again transferred to other railway lines) .The trafficvolume i s generally on the rise. Passenger flow on this section consists o f local passenger flow and transit passenger flow, among which the local passenger flow accounts for only a small proportion, while the transit passenger flow is of a large proportion. The Passenger flows are mainly purposed as tourism, business trip, family visiting and trade, etc. Yunnan and Guizhou are provinces in our country that are richly endowed with tourist resources, owning such nationally well-known tourist spots as Kunming, Dali, Dehong, Xishuangbanna, Lijiang, Shilin, Huanguoshu, etc. In THE SECOND SURVEY & DESIGN INSTITUTE % % 24 IBiBitE WI 5  EnvironmentalImpactAssessment ReponOntheAdditional Second Line Liupanshui-ZhanyiSectionon Gui-KunRailway Line - recent years, tourism has developed into the pillar industry of Yunnan Province and Guizhou Province. With the improvement of people's living standard and realization of the target of all-round construction of continuous development o f national economy and realization o f the target of all-round construction o f a well-off society, tourism for the purpose o f relaxation, sightseeing and vacation has been widely accepted by the people; therefore, passenger flow has been seeing rapid increase in recent years. Meanwhile, with the continuous development of national economy, trips for the purposes o f visiting family members, visiting friends and business activities become more and more frequent; as a result, passenger flow among different regions will see a large increase, and will keep the momentum o f rapid and stable increase. Railway, as a medium and long distance transportation means, i s obviously in a predominant position, and according the increasing demand for regional communications, it i s very difficult for highway to assume the traffic volume. (2) Comparison of traffic rate By comparison, railway passenger rate i s RMB 0.165 Yuan/person km, railway freight RMB 0.083Yuan/ton km, however, in the catchment area o f the Line, the passenger rate of average highway is RMB 0.15 - 0.20 Yuadperson km, freight rate RMB 0.35-0.50 RMB 0.20 - Yuan/ton km, and that o f high-grade highway are 0.30 Yuan/person km and RMB 0.45 - 0.60 Yuan/ton km respectively, which showing that the highway rate, especially highway freight rate i s much higher than railway rate. Compared with highway proposal, the proposal of the Additional Second Line i s obviously advantageous in terms of large traffic volume and low traffic rate. 2) Analysis and comparison o f environmental impact ( 1) Land requisition and resettlement Ifthe traffic capacity of highway has to reach the designed capacity of the railway, the existing national highways must be widened and new high-grade highways must be constructed, moreover, the length o f existing highway must be increased. Considering that the areas on both sides o f the existing highway are o f vast population and limited farmland, widening o f the highway will certainly lead to occupation o f farmland (especially a lot o f fertile land) ,felling o f trees, and resettlement o f buildings in a large number. However, construction o f the Additional Second Line does not require requisition o f large area o f land, for the section to be constructed generally could utilize the existing requisitioned land = a OND SURVEY B DESIGN INSTITUTE % %! $9 it E 6  EnvironmentalImpactAssessment ReportOnthe AdditionalSecondLine Liupanshui-Zhanyi Section on Gui-KunRailwayLineI - and thus avoid highway crossings and large number of surface structures, which results in less resettlement (2) Environmental pollution If highway proposal is adopted, the increasing passenger flow and freight flow along the line will result in large flow o f automobile, and the shuttling automobile will largely increase noise influence in terms o f time and scope along the highway, thus the noise influence caused by highway i s larger than that by railway. Exhaust discharged by automobiles will increase the concentration o f environmental pollutants in the air; however, as to railway there will be no problem o f air pollution, for traction i s provided by electric locomotive. During highway transportation, for reason of road conditions and human factors, there are serious problems of missing o f transported goods and littering o f household garbage. As to railway, such phenomena are not serious due to strict management measures. 3 1 Results of comparison and selection o f alternative proposals o f highway Whether from the aspect of ecological environmental impact, or from the aspects o f social economic benefit, traffic safety, material protection, etc., the traffic proposal of the Additional Second Line i s better than the alternative proposal of highway traffic, and is of the best proposal. 1.4.2 Comparison and selection of several proposals by Railway Administration In the process of line selection for railway proposals, protection of ecological environments along the line i s to be taken firstly into accounts according to the technical standards o f the Project, by trying to reduce disturbance to vegetation, preventing water and soil loss, meeting requirements for flood running and discharging, coordinating with the urban planning along the line, doing best to avoid and decrease the interference and segmentation to the existing towns, the final proposal is selected based on minimizing impact on environment as well as the influence to society and economy. 1) Meihuashan-Qiewu Section = THE SECOND SURVEY 0 DESIGN INSTITUTE Fx iii % t41iIiBitE 7  EnvironmentalImpactAssessmentReport On theAdditional SecondLine Liupanshul-ZhanyiSectlonon Gul-KunRailway Line - I THE ROUTE SKETCH OF MEIHUASHAN-QIEW SECTION ,,:/ The length o f this section of existing line is 82.6km, which is typical section o f difficult mountainous areas. The line traverses the majestic Wumeng mountainous area that is located in the center o f Yunnang-Guizhou Plateau, traverses the main range o f Meihuashan, crosses Keduriver and tributary such as Shitagou and Shala river to the upper reach o f Beipanjiang River. The landform i s quite steep, mountain i s high and valley i s deep, geological condition i s rather complicated along the line. K293+000- K294+300 o f the existing line Shushe outlet side section is situated in the front edge o f land slide area o f Qinglong Mountain, which are respectively Shushe No. 1 Huge ancient slide, Shushe No. 2 Huge ancient slide, each proposal for the Additional Second Line along the existing line has to pass through these places. Despite of anti-slide treatment to the existing railway, it i s not stable yet, and it i s likely to cause geological calamity, water and soil loss, and relatively larger environmental impact. Through design comparison, Xinying, Banuokuai Station Plan are proposed for the design. The two plans have small differences in length o f line, bridge and tunnel. Although the Xinying Station Plan needs comparatively lower investment, has satisfactory station construction conditions and may realize simple station layout, but the railway line has to cross the ShusheNo. 1 & No.2 that are likely to cause geological calamity, water and soil loss, and relatively larger environmental impact. Engineering treatment measures shall be very hard. The Panuokuai Station Plan avoids the landslides' impact on the railway line, shall not cause geological calamities o f landslide etc., and i s favorable for = a OND SURVEY & DESIGN INSTITUTE % 32 it E 8  environmental protection. From the point of view o f environmental protection, the Panuokuai Station Plan, which needs more investment but favorable for environmental protection i s recommended. 2 ) Proposals o f Fenghuangshan curved-track Station and Straight-track Station ( 1) Proposal of Fenghuangshan curved-track Station The existing Fenghuangshan Station is a station of straight track, with a small radius curve on both sides o f the station respectively, and connected with two special lines on Guiyang side. After connected to Fenghuangshan Station, the line turns right at the middle of the existing Fenghuangshan Station, runs through the edge of Chenjiawan Village, crosses with the existing line at K371+100, then runs across the empty space between Shangcun and Xiacun, and then extends along the routing of the existing line, passes Sujiawan and Xinfangzi, and finally reaches the terminal of proposed selection, with a total length of 5.892km, by utilizing existing line of 0.4km. (21 Scheme of Fenghuangshan straight-track Station After the line has been connected to Fenghuangshan Station, in order to make the most use of station and yard and equipment of the existing station, the station site extends toward Kunming side. The line runs across the foot o f Daping Mountain via 1960m long Sujiapo Tunnel, then runs along the existing line, passes Sujiawan and reaches the terminal of the proposed selection, with a total length o f 5.892km, by utilizing existing line o f 0.4km. -- THE ROUTE SKETCH OF FENGHUANGSHAN STATION - _I ro - By comparison, line length of the proposed Fenghuangshan curved-track = 9 THE SECOND SURVEY & DESIGN INSTITUTE % 23 3% t v 1 % iB it E  Stations is 0.116kni shorter than that of straight-track station, with less investment o f RMB 51 million Yuan. The Line runs across the front verge o f Daping Mountain. Topographic and geological conditions are relatively good, without heavy filling and cut. However, the extent o f utilization o f existing station equipment i s small, and some o f the houses in Chenjiawan Village are required to be resettled. Proposal of Fenghuangshan Straight-track Station can make most use o f the existing station equipment, and avoid dismantling houses in Chenjiawan Village. However, the 1960m long Sujiapo Tunnel i s shallow and with side earth pressure, with the burying depth o f most part being only 30-40m. The tunnel body at the entrance section is in soft soil, and the exit section has bedding planes; therefore, the geological conditions are poor and construction i s difficult. Consequently, it i s recommended to adopt the proposal o f curved-track station which i s o f better geological conditions and requires less investment. 3 1 Design plan for Xuanwei Station I THE RCUTE SKETCH OF XWMI STATIONG $R Through design comparison o f proposals o f speed-limit, curve station without speed limit, and proposal of Xuanwei Station to be newly built, the last proposal i s selected. The Proposal o f speed limit for Xuanwei Station can make full use of the equipment of the existing station, only proper reconstruction and extension to the station is required, but the station i s within the 2"d ring o f Xuanwei urban planning; while the proposal o f curve station without speed limit for Xuanwei Station could make little use o f the existing equipment, works quantity o f reconstruction and extension o f the station and yard i s great, 10  construction transition i s complicated, with big interference to operation, the houses at the site of Guiyang side i s dense, works quantity for houses removal i s big, difficult in execution, with big obstruction and interference to urban traffic, it is likely to cause a series of social and economic as well as environmental problems; the proposal o f construction o f a new Xuanwei Station i s o f a straight line, length o f the line i s shorter than that of the proposal o f speed limit. It i s well accommodate to the urban planning, however, it makes no use o f the existing equipment, with more investment, the new station is situated in the section with broad distribution o f soft soil and swelled soil, and most part o f the station i s located in the excavated area, the ditches at C2K378+160 are that formed by mudslide, elevation of the line is 10m lower than that o f bottom o f the ditch, which i s likely to induce geological and environmental disasters o f mudslide etc. and result in water and soil loss. The proposal o f speed limit with less investment and convenient execution and basically without water and soil loss i s recommended. 1.4.3 Results o f rationality comparison and selection o f railway line proposals The selected railway line proposal will result in less damage to natural and ecological environment, and less interference and obstruction to existing cities, with apparent economically boosting function, complying with the overall urban planning, conforming to the principle o f "balancing social benefit, economic benefit and environmental benefit", therefore the railway line proposal is reasonable. 2 Assessment on the present status of the environment quality along the line 2.1 The present statue of ecological environment The assessment scope of the project is an artificially ecological system based on agricultural production and focused on human activities. Rate o f land-use i s higher, farm yields i s low and agricultural industry i s underdeveloped. Annually average yield of crop is about 3690kg/hm2 in Liupanshui City and that i s 8250kg/hm2 in Qujing City. The biomass in unit area ( dry weight ) o f understory within the range of the assessment is 2.71kg/m2, that o f shrub layer and herb layer in unit area (fresh weight) are 0.98kg/m2 and 0.736kg/m2 respectively. 11 THE SECOND SURVEY & DESIGN INSTITUTE % % % Z UI 9w iB it E  1) The forest coverage in Liupanshui City is as low as 16.4%; the covered earth on field surface is thinner, companying with more serious phenomenon o f "stone desertification" ,with poor soil fertility lacking o f components of high metastability; so the biomass o f vegetation in this area i s less and the vegetation recovery capability and anti-interference capability are weaker. Categories and quantity o f natural vegetation and wild animals are distributed sparsely; the existing vegetables and animals are under the control o f the human beings; in order to satisfy the need o f the human beings, the reserved species is unitary with worsen stability o f ecological environment. 2) In recent years, Qujing City has actively advanced returning land for farming to forestry, tree planting and afforestation and protection o f natural forest, so the forest coverage is gradually risen again; the forest coverage has reached 33.0%. In the area, the stability of the ecological environment is relatively good, providing with certain anti-interference capability. 2.2 The present status of acoustic environment The sensitive spots of noise on both sides of the line are mainly villages and schools ,where i s influenced more seriously by the noise from the railway ;and part of the sensitive spots are influenced by traffic noise on roads and rural roads. The equivalent sound level o f environmental noise at the sensitive spots within the range o f assessment along the line is between 50 and 70dBA, 45-63dBA at night; part o f the sensitive spots can't meet the corresponding requirement o f the standard limit o f the environmental noise. 2.3 The present status of vibration environment The environmental vibration (VLZl0) at the place where i s 30m away from both sides o f the railway i s between 72 and 78dB, 60 and 67dB at night, which satisfies the requirement of limited value o f Vibration Standard for Regional Environment of Cities (GB10070-881 . 2.4 The present status of water environment There will be additional waste water of 5m3/dcaused by the revamping project o f Liupanshui locomotive reverse track, which will be discharged into the farming irrigation trench nearby of 3km and before inflowing into Shuichenghe River. Yaoshang Reservoir on the upper reaches o f Shuichenghe River is the drinking-water source for Liupanshui City, which i s water functional area o f Class 11; its water i s clean, satisfying the Standard o f the water quality standard o f Class 11, specified in Standard for Environmental Quality of Surface Water 12  EnvironmentalImpactAssessment ReponOnthe AdditlonaJ SecondLme Liupanshu-ZhanyiSection onGu-KunRallway Line - ( GB3838-2002 ) ; water quality of Yaoshang Reservoir satisfies Sanitary Standard for Drinking Water (GB5749-85) ; the rate o f water quality up to standard in Xiangshui River i s 25%; the two cross sections at Qingkou and Jiudong Bridge on the middle reaches are water functional areas o f Class 111, where water quality is below the standard and the water quality i s classified as Class IV, and inferior Class V respectively; the cross section at Fanjia Village on the lower reach is water functional area o f Class V, where water quality is inferior Class V. 2.5 The present status of air environment The quality of air environment in Liupanshui City in 2004 met the second-class standard of Ambient Air Quality Standard (GB3095-1996) ; the annually average value of NO;! reaches the first-class standard; the primary contaminant i s suspended particulate. Main pollutant source i s the industrial furnace, exhaust of vehicles and gas from coal burning. I t s category o f air pollution i s developed from the single type of coal to the mixed type of coal burning and exhaust of vehicles. Annually average concentration of TSP in ambient air in the area o f Xuanwei City exceeds the standard of second-class; annually average concentration o f SO;!and NOzmeet the standard. TSP and SO2 and the TSP are regarded as the main pollution in this area. 3 Analysis of impact on Zhujiangyuan Nature Reserve caused by the Project 3.1 Survey of Zhujiangyuan NatureReserve Zhujiangyuan Nature Reserve was established since 1788, which i s a National Forest Park, Provincial Nature Reserve in Yunnan Province, Provincial Scenic Resort and Historic Site o f 230459.0 hm2. In the same year, = NatureReserve 13 THE SECOND SURVEY & DESIGN INSTITUTE fx i$!% 8h % t it E  EnvironmentalImpactAssessmentReponOnthe Addinonal SecondLine Llupanshui-ZhanyiSectiononGui-KunRailway Line - Xuanwei City, with Maxiong Mountain in the northwestern area in Zhanyi County as the center; the eastern foot o f Maxiong Mountain i s the source o f the first trunk river o f the water system, Nanpanjiang River; the northwestern slope i s the source o f Gexiang River o f the water system o f Beipanjiang River; southwestern o f Maxiong Mountain i s Niulan River o f the water system o f Jinsha River. The semitropical evergreen broad - leaf forest in the Reserve, which i s affluent in categories with various species; is complex for components, the stem i s special and the botanical resources i s rich. The forest coverage in the Reserve i s bigger than 50%, with Yunnan Pinery as the main trees, which crown i s sparse and trunk i s bending, so its ecological function o f water and soil reservation i s poor. 3.2 Relationship between the existing Liupanshui-Zhanyi Railway and Zhujiangyuan Nature Reserve The section between Liupanshui and Zhanyi o f Guizhou-Kunming Railway was opened to traffic in 1966, with relative low standard and small curve radius. In November of 2000, Yunnan Provincial Government officially approved the establishment o f Provincial Zhujiangyuan Nature Reserve via issuing Document YZF [2000] No. 159; land o f both sides beyond the land mark o f the railway section (K332+500-K465+000) from Tianba Station to Hunshuitang Village in Zhanyi County with the length of 132km was allocated into the Provincial Zhujiangyuan Nature Reserve, among which the section from Songshaoguan to Resin Plant and the section from Songlin to Hunshuitang are within the experimental area o f the Reserve, and the lengths o f them are 8km and 6km respectively, covering a total area of 46.25hm'. 3.3 Feasibility study of the additional second line that bypasses Zhujiangyuan Nature Reserve The proposal of the additional second line is construction an additional second line along the existing line; in the study o f the proposal, the proposals o f the additional second line detouring Zhujiangyuan Nature Reserve were compared for selection; and the proposal was studied in depth in terms o f technology, economy and social profit as well as environment protection.. 1) Analysis o f economic traffic volume o f detouring proposal The existing Liupanshui-Zhanyi Railway passes Xuanwei City and Zhanyi County in Qujing City, Yunnan Province. In case the additional second line % = 14 THE SECOND SURVEY & DESIGN INSTITUTE i2i 32 sol% iB it Bt  project takes the proposal of detouring Zhujiangyuan Nature Reserve, it will detour two economic strongholds of Xuanwei City and Zhanyi County and a lot of villages along the existing railway; among which, Xuanwei City and Zhanyi County would be more than lOkm away from the detouring line. Taking into consideration of ensuring volume o f passenger traffic and goods traffic and local economy promotion by the construction of railway, it is disadvantageous to detour Nature Reserve. 2) Running length and investment estimation of the detouring proposal Fig.4.3-5 ComparisonView for AdditionalSecondLine DetouringZhujiangyuanNaiuralReserveP r o p d Zhujiangyuan Nature Reserve is o f 62km wide and 104km long. In case the detouring proposal is taken, the line will detour existing railway starting from Tianba Station (K332+500) o f ,turning aside from Xuanwei City and Zhanyi County, ending at Qujing Station (K477+000 );the length o f detouring is 212km, which is 80km longer than the length o f the additional second line along the existing railway. Proposal A: Proper revamping the existing railway and only let the additionaI second line detouring the Nature Reserve. RMB2.3 billion Yuan o f investment will be added on the proposal of the additional second line along the existing railway. Proposal B: abandon the existing railway at the same time and newly build the double-line detouring the Nature Reserve.RMB3.72 billion Yuan of investment will be added on the proposal of the additional second line along the existing railway. @aTHE a SECOND SURVEY I&DESIGNINSTITUTE WIs i~it I 15  The length of the existing Liupanshui-Zhanyi Railway is 253.633km; the additional second line along the existing railway i s 219.349km; the total amount of investment of estimation i s RMB90.38 billion Yuan. Whether taking Proposal A or Proposal Bythe length and investment of the additional line is relative large, so it is not reasonable based on the analysis in terms o f engineering and economy. 3 1 Environmental problems caused by the detouring proposal The new line in the detouring proposal will take lots of land and cause big quantity o f land acquisition and resettlement; it also will destroy and influence the primary surface soil and vegetation in a larger measure and cause water loss and soil erosion. And the existing railway has been operated and managed for several years, so just a little land acquisition and resettlement shall be involved by the additional second line along the existing railway and forest-grass and vegetation will not be destroyed seriously. For degree of destroy and impact on the environment, the detouring proposal is more serious than the proposal of the additional second line along the existing railway. 4 1 Analysis of operation and management after completion o f the railway 8 intermediate stations will be added and 30-50 persons are needed for each stations by the detouring proposal, so it will increase the managing difficulty by the railway operating and managing department; meanwhile, RMB1.2 million Yuan/year o f cost o f operation and management will be increased, so it goes against the operation and management o f the completed railway. 5 ) Result o f the feasibility analysis of detouring Zhujiangyuan Nature Reserve Through analysis of economic traffic volume, length and investment o f the additional line, promotion o f local economy and environmental problems caused by the detouring proposal, the result can be made clear that the proposal o f the additional second line along the existing railway i s more reasonable than the detouring proposal. 3.4 Relationship between additional second line of Liu-Zhan Section and Zhujiangyuan Nature Reserve A proposal comparison and study on partial routes was carried out based upon the condition that the additional second line crosses partial section o f Zhujiangyuan Nature Reserve, covering the following sections and proposal: 1) Gele proposal with long, middle and short tunnels THE SECOND SURVEY & DESIGN INSTITUTE % 24 % Z U $r i9 it E 16  @ Long tunnel proposal = a g .iB it L 17 THE SECOND SURVEY & DESIGN INSTITUTE % 24 I  THE ROUTE SKETCH OF GEYITOU .& 9/ 6% The track starts from Xiaojijie Station, then crosses Gele Tunnel (6,700m) and Geyitou Tunnel (950m) , before connects to the existing track ,and continues at right side o f existing track till Xiaaozi Village, where it crosses Xuantian Highway o f Class I,through Xiaaozi Tunnel ( 615m) , after that it passes through Hunshuitang and Dayaotangliwang, and finally arrives at the terminal position, covering a length of 18.475km. Mileage within the Reserve i s CK401+540-CK410+100 and the length i s 8.56km. @ Middle tunnel proposal The track starts from Xiaojijie Station, then crosses Gele Tunnel (4,910m) which reaches tunnel exit near Laiyuanpu, after that continues at left side o f Xuantian Highway o f Class Ibefore connecting with existing Yanfang Station around Shaochuandong, then passes through Shipo and crosses Xuantian Road of Class Iand reaches the terminal , covering a length o f 18.085km. Mileage within the Reserve i s C1K401+540-C1K410+000 and the length i s 8.46km. @ Short tunnel scheme Starting from Xiaojijie Station, the track extends toward east and crosses Gele Tunnel (2,850m) till Luoguhaizi, then crosses the existing railway at Geyitou Village through Geyitou Tunnel (2,155m) ,after that, continues at left side o f the existing track and connects the track o f Long Tunnel Scheme till terminal point, covering a length o f 19.848km. The track passes through the buffer area of the Reserve, but does not enter the Reserve. The track length of Long Tunnel proposal is 355m and 1,728m longer than that o f Middle and Short Tunnel proposal respectively, but total length o f tunnels i s 52m and 896m shorter, and with less investment o f RMB 68 million yuan and 18 THE SECOND SURVEY L % % i % = l  EnvironmentalImpactAssessmentReponOn the AdditionalSecondLine Liupanshui-ZhanyiSectiononGui-Kun Riulway Line - RMB 51 million yuan correspondingly. In both of the long and short tunnel proposals, Xuantian Highway of Class Ii s crossed, tunnel i s not embedded deeply and construction is difficult. In addition, track of Short Tunnel proposal intersects twice with the existing track, causing great interference for construction. Within the Reserve, tracks of Long and Middle Tunnel proposal have a length of 8.56km and 8.46km respectively, with O.lkm difference, therefore impact of both tracks upon vegetation and landscapes in Reserve i s almost the same. Through comprehensive comparison, it i s recommended to adopt Middle Tunnel proposal requiring less investment in terms o f engineering technology and economy. 2) Comparison o f Yanfang- Heilaowan tracks proposal @ The proposal to change partial curve section to straight track along the existing track Starting from newly constructed Zhujiangyuan Station, the track crosses existing Hongtugou Station, G326 National Highway, Beichun Village and Zhongchun Village, and continues along the existing track, after passing straightly through edge o f Huashan Reservoir, then reaches terminal point, covering a length o f 15.042km. Mileage within the pilot area i s CK434+500-CK442+000 and the length i s 7.50km. @ Straight track proposal Starting from newly constructed Zhujiangyuan Station, the track extends toward north, passing through Damoshan, Lina till terminal point, covering a length o f 13.772km. The track crosses the buffer area of Zhujiangyuan Reserve, covering a length o f 7.'0km in the area. THE ROUTE SKETCH OF YANFANG-HEILAOWAN SECTION 19 THE SECOND SURVEY & e k i i i l - 0  EnvironmentalImpactAssessment ReportOnthe Additional SecondLine Liupanshui-Zhanyi Section on Gui-KunRailway Line - According to the straight track proposal, the track i s 1.47km shorter than the existing track, and tunnel i s 489m shorter, but with more rock and earth works of 76.13 X 104m3 (resulting in more water and soil loss) and more investment o f RMB 48 million yuan. In addition, where the track passes through are of low land resulted from corrosion, with developed Karst, and a groove o f 1.7km i s found, which is unfavourable for water discharge, furthermore, cutting section is mainly o f bedding and difficult to treat. Straight section o f the track crosses the buffer area of Zhujiangyuan Nature Reserve. Along the track, landform is good, no unfavourable geologic condition is found and impact upon the Reserve is small. Therefore, it is recommended to adopt safe, reliable, and investment-saving proposal with straight track along the existing track. 3 )The relationship between additional second line and Zhujiangyuan Nature Reserve It can be seen from the above comparison that, in the recommended proposal, the new double tract will cross over the sections o f Xiaojijie--Zhujiangyuan, Songshaoguan-Heilaoguan and Songlin-Hunshuitang, about 20km o f the track will pass through the Reserve, the existing track of 23km inthe Reserve will be disused, and only the track from K401+000-K408+000 o f about 8km will be remained as a temporary branch o f Yangchang. The length o f the new line crossing the Reserve is 20km. For the length, scale and type of construction in the Reserve, please see Table 3.4-1. 20 THE SECOND SURVEY & % % % 8 Z g n  Table 3.4-1 General o fAdditional Second Line o f Liu-Zhan Railway CrossingZhujiangyuanNature Reserve Conditions of existing line I I Conditions of an additional second line Utilization Relation of existing lelation Remarks Mileage and betweenthe Type of line after Mileage and ketween Type of length :he line length line and the works :onstruction works Reserve ifadditional and the second line ieserve ~ CK401+540- Yangchang ;401-K408 CK406+450 Buffer Gele Tunnel branch to be 8000m To be used 4910m area - remained Double-tracl C408- K412 CK406+450- Buffer Subgrade to be 4000m I CK410+100 area constructed CK434+500- Pilot Double-tracl disused Subgrade to be I I CK438+980 4480m area constructed No. 1 To be CK438+980- Pilot Huashan Double-tracl disused CK439+350 Major to be 370m area Double-track constructed Bridge C434- K443 14000m No. 2 To be CK439+689- Pilot Huashan Double-tracl disused CK440+388 Super Major to be 699m area Double-track constructed Bridge CK440+388- Pilot Double-tracl disused CK442+000 Subgrade to be 1612m area constructed `458+000- I K461+860 Subgrade To be CK458+040- Pilot No. 1 Double-trac' Tianshengba disused CK458+816 Nanpanjiang to be 776m area Tunnel constructed C458 K467 - 9000m <461+900- Tianshengba K462+100 Tunnel No. 2 Double-trac 12 open cut To be CK459+168- CK463+188 Pilot area Nanpanjiang to be `462+100- tunnels disused 4020m Tunnel constructed K467+000 alternating with subgrade. ,ength in the Total length Reserve in the Reserve (23000m) % i g % Z l 21 THE SECOND SURVEY & DESIGN INSTITUTE  3.5 "No Proposal" in Zhujiangyuan Nature Reserve maintain single rail line in Zhujiangyuan Nature Reserve but apply to build double rail line in area out o f Zhujiangyuan Nature Reserve. "No Proposal" in Zhujiangyuan Nature Reserve will not produce any bad impact to the ecologic environment and thus it i s the best proposal for environment protection. However, it has obvious irrationality in railway network structure and railway construction technology. Firstly, Liuzhan Railway is only one section o f Shanghai - Kunming Railway which shall be totally double rail line. If one part o f the railway i s single line, it will not be out of joint with the integrity o f double line (Shanghai - Kunming Railway) and will affect the economic development. Secondly, it will not able to play a role to promote railway transportation and thus become a bottle neck to enlarge transportation capacity. Thirdly, the objective of building Liuzhan Railway i s to create an opportunity for the local economic development and reduce poverty to habitants living along rail line but "NOProposal" in Natural Reserve will not able to achieve this target and can not improve the traffic condition. In general, "No Proposal" in Zhujiangyuan Nature Reserve has obvious irrationality not only in railway network structure but also in construction technology and i s rejected according to assessment comments. 3.6 Analysis of impact on the Nature Reserve imposed by the additional second line The damage of certain quantity of vegetations by construction in the reserve will not be avoided. Bare slope caused by the construction works o f excavating and filling, temporary borrow soil and discard fragments will impose temporary impact to the sight o f the reserve. 1) The section o f the additional second line crossing the buffer zone and the pilot zone o f the reserve occupies a land area of 29.23hm2, among which 7.19hm2 i s dry land and 22.04hm2 i s woodland. It is seen from Table 3.4-1 that the length of the additional second line inthe reserve is reduced by 3km (single converted length) and the land for construction in the reserve is also reduced by about 8.26hm2. Considering the impact of separation, cutting and occupation o f land on the reserve by the railway project, the impact by the additional second line i s less than that of the existing line. 2) The length o f sub-grade in the range o f the Nature Reserve accounts for % i l i % = m 22 THE SECOND SURVEY &  33%. The excavation o f slope of the tunnel portal and the surface o f sub-grade, and the pier of bridges will cause damage to the vegetations, bareness of ground surface, water loss and soil erosion, which results in the leanness of soil. The construction o f railway will damage about 597t biomass and reduce crop production by 59.3 1t/a. 3 ) The total earth works in the reserve i s 176.33x104m3,in which the excavation works is 157.62x104m3and 18.71x104m3o f filling earth works. The amount o f water loss and soil erosion caused by the construction will be about 2756t/a under the conditions without any measures being taken. 4) Analysis o f impact on self-restraint water source The distance from the line to Huashan Reservoir (amount of water is 4300x104m3 and the water surface i s 5km2) , o f which the function i s the self-restraint water source of the forest and is not used for irrigation or drinking, i s about 2500m.The Project does not cross the reservoir directly but by subgrade and Shanhua No. 1 Double tract Bridge (without any piers in water) , Shanhua No. 2 Double tract Supper Bridge (with one pier in water) , which will cause less impact on the quantity and quality of water in the reservoir. The distance from the line to Gele Reservoir (amount o f water is 100x104m3and the water surface i s 0.1km2) , o f which the function i s the self-restraint water source and is used for irrigation but not for drinking, i s about 1kmobstruct impact on local area use o f water. 3.7 Work and measures taken on Zhujiangyuan Nature Reserve 1) In the stage o f pre-feasibility study o f additional construction o f double tract in section o f Liu-Zhan Railway, the Second Survey and Design Institute, Ministry o f Railways had asked Yunnan Provincial Forestry Department for opinion about the issue o f the passing of the additional railway construction o f double tract through Zhujiangyuan Nature Reserve in the letter o f No. [2004]35 1 document o f design o f The Second Survey and Design Institute, Ministry o f Railways . It is stated in the reply letter o f Yunnan Provincial Forestry Department on May 1,2005 that the department actively supports the construction o f the double tract in the section o f Liu-Zhan Railway and asked for the definition o f the relation between the plan o f the additional construction line o f the double tract and the position o f the reserve, strengthening o f communication with the local forestry department, protection o f bio-species in the reserve and making up the plan that i s the beneficial for both the protection 23  EnvironmentalImpactAssessmentReport On the AdditionalSecond Lme Liupanshui-ZhanviSection on Gui-KunRailway Line - and the construction of railway. 2) The designer and the evaluation unit had actively coordinated with Zhanyi Forestry Department and Yunnan Provincial Forestry Department in the stage o f the feasibility study, survey and design o f the project. Inthe letter o f No. [2005]73 document for the environment (attached with the plan chart o f the line) by the Second Survey and Design Institute, Ministry of Railways, the institute asked again Yunnan Provincial Forestry Department for opinion. Considering Zhujiangyuan Nature Reserve is under planning, Yunnan Provincial Forestry Department on Jul. 14, 2005, notified its planning preparation unit on telephone that the construction passage o f Liu-Zhan Railway should be considered when re-preparing the reserve plan and principally the existing railway and the additional second line will not be included inthe buffer zone. On Jul. 21, 2005, Yunnan Provincial Forestry Department replied: if the planning re-preparation passes audit, the section o f Liupanshui-Zhanyi Railway that passes through Zhujiangyuan Nature Reserve will be changed to pilot zone. The planning was approved technically by experts on Jul. 26, 2005. 3 ) While actively coordinating with department concerned, the full consideration has been given to the impact o f the additional second line on the reserve in the selection of the line solution in the design. During the selection and comparison o f line solution, the best line solution that has less impact on the reserve has been selected. The plans o f Gelezhong Tunnel plan in Xiaojijie-Zhujiangyuan section and the partial straightening of the Yanfang-Heilaowan o f the existing line, both o f which have less impact on the reserve have been selected to make sure that the impact o f the line solution on the Zhujiangyuan Nature Reserve should be reduced to minimum limit after the comparison o f the line plans o f Xiaojijie-Zhujiangyuan section and Yanfang-Heilaowan section with the plan o f Gele long, medium and short tunnels, the plan of the partial straightening of the existing line and the plan of straightening. 4 ) Special attention should be attached to the protection o f Zhujiangyuan Nature Reserve during construction, management o f the construction teams should be strengthened, attention should be paid to the protection o f vegetations in the reserve area, the encampment of the site be well arranged, the drainage installation around the work site camp should also be reinforced and it is not allowed to use soil and discard fragments randomly in side the reserve. 24 OND SURVEY & DESIGN INSTITUTE 5% Z UJ % ift it R  4 Environment Impact Forecast and Assessment 4.1 Ecological environment impact 1) Impact caused by the project on the land resources will be inevitable. The area o f cultivated lands and basic farmlands to be occupied i s 582.73hm2 with an annual grain production loss of 3,732t and agricultural economic losse o f about 5.5 million Yuan/Year for the stated year. In this project 70.07hm2 woodland will be occupied and 176.9 thousand trees of various kinds will be felled. 2) The debris produced in sub-grades, bridges, tunnels and stations in this project shall be in total 1781.28X 104m3,which is a relatively large number. During construction, the degree of the water loss and soil erosion caused by debris from the construction o f the main works and caused by the exposed side slopes formed during excavation and filling of the ground surface, in case no protection measures are taken for these construction sites, may reach the intensity to the extreme intensity. 3) Water inrush and mud inrush may occur in karst-crossing road sections along Fumin Tunnel, XinPanuokuai Tunnel and Sanlian Tunnel, etc, which may also affect the ground surface and ground waters. Water leakage during construction may impact the water for use of production and living o f residents on top o f tunnel. 4) Bridges along the line will not occupy riverchannel and cause impact on flood leading and discharge functions o f rivers. The design flood frequency for culverts i s 1/50, which could basically meet the requirements o f flood discharge. Upon appropriate treatment o f waste slug o f bridge piers and abutments, the construction for bridge and culvert engineering will have no further impact on flood discharge and irrigation of rivers along the line. 5 )For geological disasters that may occur inthe project, necessary measures for engineeringprotection shall be taken during construction. For example, apply tofriction piles or bypassing method for landslides; increase length o f spans for bridges and culverts in road sections liable to debris flows; remove or support dangerous rocks liable to collapses or erect retaining facilities under the rocks, etc. Upon performance o f above mentioned engineering measures, current geological dangers will not constitute a great threat to the line, nor would them induce or exacerbate any geological disasters. 6) Through afforestation at both sides o f lines inside lands occupied for % @ i % f i - I v I 25 THE SECOND SURVEY & DESIGN INSTITUTE  railways and afforestation at mud borrowing and dumping yards, vegetations lost in construction for railway engineering are basically compensated. 4.2 Noise environment impact 1) The forecast value o f railroad environmental noise at locations 30 meters from the center o f the outer rail of the railroads shall all meet the requirementso f a limit value o f 70dB (A) in days and nights as stipulated in Emission Standard and Measurement Methods of Railway Noise on the Boundary Alongside Railway Line (GB 12525-90) . 2) Schools None o f the teaching buildings o f 23 schools along the line is able to meet the requirements o f a standard limit value o f 60dBA in daytime for Class 2 area as stipulated inStandardfor Environmental Noise in UrbanAreas (GB3096-93 1. Most o f the teacher's and student's dormitories are not able to meet the requirements of a limit value of 60dBA in daytime for Class 2 area; and in the nighttime exceed to a variety of degree the requirements o f a limit value of 5OdBA innighttime for Class 2 area. 3 1 Residential area Most o f the 21 sensitive spots in villages inside the scope o f assessment are not able to meet the requirements of relevant requirements o f standard limit values as stipulated in Standard for Environmental Noise in Urban Areas (GB3096-93 ) All the points to a variety o f degree exceed the standard values . inthe nighttime, inwhich sensitive spots such as Zhuangzishang, Guojiamenqian, Qiantunshang Village, Sege Village and Songshao Village, etc, heavily exceed the standard values. 4.3 Vibration environment impact Upon construction of the additional second line, around sensitive spots such as Xiashilong, Shuicheng Vocational School, Dewuba, Pengjiazhai, etc, the long-term predictive value exceeds the standard requirements of 80dB as stipulated in GB10070-88 At Two Sides of Trunk Railways, while for areas o f various other sensitive spots that are more than 30 m to the centerline o f the outer rail o f the railway, the short- and long-term predictive values basically meet the standard requirements as stipulated in GB10070-88 At Two Sides of Trunk Railways. 4.4 Water environment impact 1) After construction o f the additional second line, amount o f discharged 26 THE SECOND SURVEY & DESIGN INSTITUTE # jli I=?B iB it E  production and living waste water of the whole line reduces by 15.5 X l o 4t/a compared to the amount before the project and reduces the consumption o f water resources. 2) Upon completion o f the project, the circulating ratio o f production wastewater along the line i s 88.4% while the amount o f circulated water is 305m3/d. 3) After completion o f the project, the discharge of water pollutants along the line has reduced. In particular, the discharge of petrolem pollutants has reduced from 2.08 t/a o f before to 0.05 t/a, which significantly improves the water environment and water quality in areas along the line. 4 1 After the alternation of the sewage disposal plant in the south maintenance turnaround depot o f Liupanshui, the outlet water is able to meet Class A standard as stipulated in Integrated Wastewater Discharge Standard and zero discharge may be realized; The sewage disposal facilities in the maintenance turnaround depot o f Xuanwei operate properly and the quality o f the outlet water meets the Class B requirements as stipulated in Integrated WastewaterDischarge Standard. 5 ) The outlet water from Liupanshui Station, Liupanshui South Station, Shuicheng Station and Zhanyi Station, etc, i s discharged into the municipal pipe network. The waste water i s able to meet the Class C discharge standard as stipulated in Integrated Wastewater Discharge Standard; Waste water from various other medium- and small-sized stations and sections along the line meets the Class B requirements for dry farming as stipulated in Integrated Wastewater Discharge Standard. 4.5 Air environment impact New dormitory for attendants with heating devices will be constructed in the south maintenance turnaround depot o f Liupanshui. The current one 4t/h steam boilers will be alternated into one 6t/h steam boilers; after exchanging sides o f the Liupanshui station building, a new station building with heating devices will be constructed. Two additional lt/h coal-burning boilers will be added with a very small discharge o f pollutants. Impact on air environment o f areas along the line caused by the construction o f the second line in this railway section i s very small. 4.6 Solid waste environment impact Existing and new added solid wastes shall be concentrated before being THE SECOND SURVEY & DESIGN INSTITUTE 27  EnvironmentalImpactAssessmentReportOntheAddihonal Second Llne Liupanshui-Zhanyi Sectionon Gui-Kun Railway Line - delivered to local environmental sanitation department for unified disposal and will not cause any pollutions or damages to surrounding environments. 4.7 Electromagnetic environment impact Residents along the line apply to wired television system and satellite television system to receive television signals. After completion o f the project, little impact will be caused on the residents for them to watch televisions. The power frequency electromagnetic field generated by the traction substation will not cause any harmful influences on the health of residents living outside the enclosingwalls ofthe substation. 4.8 Environment impact during construction period Impacts on environment during the construction period are mainly reflected by impacts caused by the construction on the noise environment, the water environment, the air environment and the construction solid waste environment. These impacts are temporary and, by applying measures and suggestions put forth in this report, impacts caused by the construction may be relieved. 4.9 Socioeconomicenvironment impact The construction of the additional second line of Liupanshui-Zhanyi Railway will play a positive part in improving the traffic condition in the district, inpromoting exploiting of mineralresources and marine resources along the line, in promoting development of tourism industry along the line and in leading the development o f local economy. Impacts o f obstructions caused by the railway may be relieved to a certain degree through construction o f overpasses and level crossing roads; the environment impact caused by the secondary development activity after completion o f the project may be controlled by taking relevant environmental protection measures; for the land requisition, demolition and relocation in the project, relevant measures for appropriate settling and reasonable compensation will be adopted so that the land requisition, demolition and relocation will not cause remarkable influences on the living o f residents along the line. 4.10 Public participation in environment impact analysis The public participation is organized through various ways including widely adopted questionnaire, random visiting, holding meeting with the public, and etc. Up to now, public survey has been carried out twice respectively in pre-feasibility study stage of March, 2004 and in site investigation and monitoring for analysis on environmental impact o f June, 2005. 1,825 people % % l % c s - l l f i 28 THE SECOND SURVEY &  EnvironmentalImpact Assessment ReportOnthe AdditionalSecondLine Liupanshui-Zhanyi%chon on Gui-KunRailwav Line - have participated the public consultatoin, including directly impacted object, related government organizations, non-government organizations and environmental protection experts, etc. Local residents, township officials and teachers who were affected participated public meetings. 1,450 people were interviewed and 456 filled out questionnaire. It is proposed to organize two more suvey for comments o f the public during and after construction, so as to feed back comments o f the public and implement appropriate measures. To a certain degree, this public participation enables the communication between the project owner and the public. Massive public information plays an important part in perfecting the design of the railway and significantly increases the effectiveness of the environment impact assessment. This public participation activity plays a part in maximizing the overall and long-term interests o f the project. Main comments of the public are listed in the Table below: S I N Content Comments YO a. Iknow 19% 1 How much do you know about the Project? b. Ihave heard of it 70% c. Idon't' know 11% a. Isupport 93% 2 What's your attitude toward the - Project? b. Iobject 5Yo c. Idon't care 2% Dose the environmental .a. Importance 94% 3 problem related to the Project b. Unimportance 5% matter in your opinion? c. Idon't know 1Yo a. Noise 80% II b. Surface water uollution 119% c. Air Dollution 113% II What environmental problems damage d. Land occupation and vegetation 5 1% 4 W i l lProbably be caused the Project do you think? e. Loss ofwater and soil 15% f.Electromagneticpollution 19% E. Vibration 37% h. Impact on TV by electromagnetic 12% i.Others 5% How do you think o f the impact a. 28% 5 o f the Project upon b. Unfavorable 33% environment? c. Common 39% 6 What are the favorable impacts a. Relief pollution to surface water 15% o f the Project upon b. Reduce discharge o f air pollutants 8% THE SECOND SURVEY & DESIGN INSTITUTE !k Gi % L tyl % iB: it E 29  Content Comments % environment? c. Make traffic more convenient and faster 63% d. Other 9% How do you think o f the impact a. Serious 38% o f the Project upon farmland? ' b, Moderate 52% c. Small 10% a. Noise 70% b. Surface water Dollution 16% What are . . the major ;s upon c. Air pollution 14% d. Loss of water and soil 18% ~ 1 e. Electromagnetic pollution 16% f. Others 8% a. Too loud to bear 38% How do you think of the impact b. Loudbut endurable 32% o frailway noise upon your life? c. Small 19% d. N o impact 110% How do you think o f the impact I b. Moderate 136% Ull upuu v : 1 II d. No imDact c. Slightlv 119% 110% II a. Too loud to bear 38% HOW do YOU think o f the impact o f train vibration upon your 39% life? c. Small 15% d. No imDact Are you satisfied with the What measures would you like to be adopted by the the railway noise upon your economic What's your comment on land requisition? I a. Cooberation ( 6 2 % II What's your comment on b. Improvement o f conditions 30% relocation and resettlement? C. 1object 2% d. Others 5% What do you think i s the best a. Construction o f pedestrian 65% solution for traffic problem? overcross and culvert = 30 THE SECOND SURVEY & DESIGN INSTITUTE t$ iB I 8 I ift it E  1) Because that the construction project of the additional second line o f Liupanshui-Zhanyi Railway has broad and profound influences in Liupanshui City and Qujing City, selection for direction o f the line and set-up schemes for the stations are determined on the basis of sufficient consultations with local governments and after detailed scientific argumentations; Thus, the project is widely supported by related governmental departments and i s well accepted by citizens along the line, which creates a positive environment for the implementation of the project. Meanwhile, through public participation, especially the participation of relevant local governmental departments, better coordination between the project, local economic development and urban planning i s achieved. Most citizens deem that the project should be implemented as soon as possible in order to improve regional traffic condition and promote development of regional economy. 2) In the engineering design, pay sufficient attention to issues such as compensation for land requisition, demolition and relocation, traffic safety, noise effect, etc, which the public widely concern about and their immediate interests involved in. 5 Measures and Recommendation 5.1 Measures for ecosystem protection 1) Prior management measures ( 1) Carry out the design concept of environmental protection and further make good engineering design. Reasonably optimize the route schedule and strengthen the protection o f land resource; especially avoid and reduce the occupation o f basic farmland. (2) The division of bid section for construction shall be conducive to the arrangement and utilization o f earthwork. The quantity o f earthwork works should be distributed appropriately. The distribution o f earthwork in commuter subgrade, yard and terminal, bridge and tunnel shall be strengthened and the quantity o f borrow soil and spoil shall be reduced. (31 The tunnel crossing the karst-developing area such as Fumin Tunnel, Banuokuai Tunnel, Sanlian Tunnel shall as per the principle of "Synthetic Administration with Blocking and Discharging", launching the design on prevention and treatment with leakage in tunnel. For water leakage occurring during construction, some expenditure should be reserved for diversion in living ~ 31 THE SECOND SURVEY & DESIGN INSTITUTE % 24 2'4 9111IiQitE  use once the spring has been affected. 2 > Management and engineering measures in constructional period (1 Protectingcontrol of geological disaster should be strengthened. > a> For those existing geological disaster, if it doesn't impose the threat on the line, it should not be touched; for the disaster which has imposed the threat on the line, actions should be adopted, whether treatment or avoidance. b ) The implementation of works such as excavation of road trench, reclaimation of road dyke, drain shall follow the specification related to design stringently. c> The location o f soil dumping and borrowing site should be positioned far away from industrial and agricultural facilities in production and living use such as domestic buildings, wire pole, etc. Protective measures should be adopted to prevent from geological disaster on dumping and borrowing sites. d> The location for keeping of constructional facilities and building o f work shed should be selected in the safe places, avoiding high and steep side slope, let alone wit'hin the scope affected by geological disaster with the concern o f flood-prevention in constructional period. e ) For the tunnels crossing the karst-developing area, environment monitoring and geology advance forecasting should be strengthened. Facilities for drainage should be done well in construction. Measures for leakage control in tunnel specified in design should be implemented, preventing the spring around from being affected. (2) Combining the slag in works with local works construction. Since the slag quantity in Meihuashan-Qiewu area i s rather large, during construction , each o f the constructional unit should keep close touch with local government and adopt the slag in railway engineering as filler for local works construction as much as possible. ( 3 ) Protection o f the soil borrowing and dumping site Measures including mortar rubble, afforestation, etc. should be adopted on soil borrowing and dumping site to control the soil and water loss in constructional period. Mortar rubble o f 558502m3and plant protection area o f 588035m2has been set for the soil borrowing and dumping site inthe project. (4) Re-ploughing and afforestationfor soil borrowing and dumping site Re-ploughing should be adopted for soil borrowing and dumping sites with sources of irrigation water and soil fertility, reducing the effect on agriculture ____~ # B % = - # i 32 THE SECOND SURVEY &  EnvuonmentaJImpactAssessmentReponOnthe Additional Second Lux Liupanshui-Zhany Section on Gm-Kun h l w a y Llne - production exerted by utilization of farmland. The area o f second-ploughing site inthis line is about 155000m2. ( 5 ) Afforestation design with the combination o f arbor, bush and grass within the scope o f land used for railway According to the characteristics of soil and climate along the railway, afforestation design with the combination o f arbor, bush and grass should be conducted within the scope o f land usedfor railway, adopting the local species as much as possible. 8.0X lo4 arbors and 12.0X lo4 shrubs respectively should be planted on the both sides of the railway. 3 ) Management measures in operational period After establishment and putting into operation, the operational units should focus on the strengthening o f management and protection o f forest and grass along the railway. 5.2 Measures for noise pollution control 1) Treatment scheme for noise pollution ( 1) The jointless railway should be paved and ensure such as fully enclosing should be adopted to reduce the effect on sensitive spot exerted by blowing o f the train. (2 ) Adoption o f sound barrier. The sound barrier should be adopted for the line when crossing the section such as Dewuba, Shuicheng County Vocational & Technical School, Gaojiachun Village and Xinchun Village, etc. with the area of 29,240m2. (3) Installation of sound-insulated window. The sound-insulated window should be adopted when the line crossing the Jiaochang Primary School, Changba Primary School, and Hongrui School o f Zhongshan District o f Liupanshui, etc. with the area o f about 2,4 lorn2. 2) Suggestion on noise protection (1) Township planning and building appropriate layout ( 2 ) Combination the noise reduction works with "green passage" construction 3 1 Protecting control distance for noise The new building o f noise-sensitive buildings such as schools, hospitals, etc. should be forbidden within the scope o f 300m away from the both sides o f railway, which should be controlled strictly by land relocation management 33 THE SECOND SURVEY & DESIGN INSTITUTE A i B % = B V 1  v EnvironmentalImpactAssessmentReport Onthe Additional SecondLine Liupanshui-Zhanyi Sectionon Cui-KunRailwayLine - department. 5.3 Measures for vibration control 1) Reduction of source strength of railway vibration Joint-less railway should be paved to reduce the source strength o f railway vibration. 2) Measures for operation and management The line and wheel track condition in operational period concern the strength o f railway vibration directly. Therefore, the maintenance o f wheel- track should be strengthened during operational period to ensure the desirable operational situation o f line and reduce the additional vibration. 5.4 Measures for electromagnetismcontrol Measures such as improving gain o f transmission channel for wired television signal, optimizing the feature of frequency-domain balance, improving the shielding property of transmission line and equipment can be adopted to further reduce the effect on watching of wired television exerted on interruption of electromagnetic radiation when train i s passing. Although power current and magnetic field outside the wall of traction substation do not exceed the standard, the location of construction should be far away from residential area as much as possible to reduce the effect on the main sensitive objectives and relieve people's worries. It is proposed to reserve RMB 200 thousand Yuan for electromagnetic prevention and one-time network access compensation. 5.5 Measure for sewage treatment Septic tank should be adopted for treatment o f sewage in living use o f new-built station; the additional sewage o f existing station i s embodied by existing sewage treatment system. The oil-included sewage treatment works for the locomotive turnaround depot in the south of Liupanshui is sponsored by Chengdu Railway Administration for rebuilding, not embodied in this project. 5.6 Measures for air pollution control It is suggested that the reconstruction of new-building of coal-burning boiler i s not favorable for heat supply. Measure such as solar or concentrated air-conditioning for hear supply and utilization o f clean burning source, etc. can be adopted. 5.7 Measures for solid waste treatment The rubbish shall be treated altogether by local environmental & hygiene 34 THE SECOND SURVEY B % % % = a  department after collection. 5.8 Estimation of investment on environmental protection engineering The total value of investment on environmental protection engineering for railway in this section is estimated to reach RMB 20,884.020 yuan, among which embodied the Project has been invested RMB 15,983.930 yuan. It i s suggested to increase RMB 4,900.090 yuan in evaluation. Total investment for construction o f works i s RMB 903,839.190 yuan. Investment in environmental protection accounts for 2.3 1% o f the whole investment. 6 Environmental Management Program 6.1 Environmental SupervisionProgram Various environmental protection tasks to be carried out during the preparation period, the construction period and various stages o f the operation period o f the Project shall all be supervised; see the following Table 6.1-1 for the detailed organizations to carry out the supervision tasks, contents o f the supervision and purposes o f the supervision. Table 6.1-1 Environmental Supervision Program Stage Supervision Organization Contents of Supervision Purpose o f Supervision the World Bank State Environmental Determine the feasibility to carry out the Protection Project; Ensure contents of the environmental report Feasibil Administration Examination and are safe; ity Guizhou verification of the Ensure that possible and potential Study Environmental Environmental environmental issues and main points of Stage Protection Administration Evaluation Report environmental protection are indicated; Yunnan Ensure that the environmental control Environmental measures and Environmental Management Protection Program are effective and feasible. Administration Examination and ~ ~ State verification of the Ensure that the environmental control Environmental environmental impact measures conform to requirements o f Protection assessment and the environmental protection and relevant laws, Design Administration Environmental regulations and standards; & Guizhou Management Program; Guarantee investment for environmental Constru Environmental Check implementation protection; ction Protection situation of easing Protect ecological environment along the line; Stage Administration measures; Ensure implementation of policies for land Yunnan Inspect measures for requisition, demolition and settlement; Environmental disease prevention and Avoid water loss and soil erosion; Protection cure; Ensure health and safety of the public and the Administration Inspect safety of field builders. construction. = ~ 3 24 34 THE SECOND SURVEY & DESIGN INSTITUTE EI ?i?I 35 ift it  Stage Supervision Organization Contents of Supervision Purpose of Supervision ~~ Inspection Yunnan Forestry Zhujiangyuan Nature Department Reserve situation during Protect Zhujiangyuan Nature Reserve construction. ~ Guizhou Inspect implementation Environmental of the Environmental Protection Management Program; Administration Examination and Yunnan verification o f the Operati Environmental environmental Ensure accordance with relexant laws, on Protection monitoring program and regulations and standards; Period Administration the environmental Protect ecological environment along the line; Environmental monitoring report; Protect health and safety of the public. Protection Apply the discharge Bureaus of Cities standards; and Towns along Perform inspections on the Line transport vehicles for dangerous articles. 6.2 Environmental Monitoring Program Contents o f the environmental monitoring during the construction period and the operation period o f the Project shall include environmental impacts such as water environment, atmosphere environment, noise, land acquisition, demolition and resettlement, solid waste, electromagnetic radiation and economic development triggered by the railway, etc. Contents o f monitoring shall include all direct and indirect impacts generated during the construction period and the operation period. Monitoring focuses on the following environmental issues specified in the environmental evaluation: land acquisition, demolition and resettlement, water loss and soil erosion, noise, raised dust, water quality o f rivers, sediments in rivers, solid wastes and electromagnetic radiation. These issues may be eased or rooted as much as possible through environmental control measures and environmental monitoring process. See Table 6.2-1 for information on the implementation o f the environmental monitoring program during the construction period and the operation period. The following texts explain the main points o f the plan. % i B % = l v 1 36 THE SECOND SURVEY B  U . . . U C .I -2 v1 W .C m0 37  1 - 13" 0rn e, izm M 38  k . s4 39  k c . 1 40  7 Comment & conclusion New-built No. 2 Line for railway in Liupanshui-Zhanyi Section comply with the national and local industrial policy. Its establishment promotes the economic development in Liupanshui City, Bijie Area, Qujing City, which will generate remarkable social benefit and economic benefit. It also plays an important role in the economic development in Guizhou Province and Yunnan Province, which will exert the profound effect. The effect on the Pearl River source Nature Reserve exerted by construction of the line near by can be minimized through multi-coordination and selection of line scheme, which will bring about minimized effect after comparison. Other schemes of partial line should be identifiedthrough comprehensivecomparison in terms of environment and economic technology, complying with the planning for the town development in local area. So its construction is supported by relevant governmentaldepartmentsandaccepted by the peoplealong the line area. The works construction will intrigue environment damage and pollution to some extent to the natural environment and social environment in the area related. The damage and pollution can be relieved and eradicated basically by adopting correspondingcontrol measures. The analysisand demonstrationinterms ofenvironmentalprotection show that this project is feasible. Attached Drawings: 1) Objective Drawing of EnvironmentalProtection 2) Spotting Map for Monitoring inEnvironmental MonitoringPlan % iB I z llfi ?s iB it E THE SECOND SURVEY & DESIGN INSTITUTE 41