World Bank Financed

ZheGanLine Railway Electrification Speedup Renovation Project

Environmental Assessment

Executive Summary

Beijing OASIS Environment Protection Technology CO, Ltd

Second Railways Survey & Design Institute January 2004

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Table of Contents

1 .

2 .

3 .

4 .

5 .

6 .

INTRODUCTION ........................................................................................................................................... 1

1.1 ~ O J E C T BACKGRO ~JND .......................................................................... 1

1.2 BASIS OF THE EA., .................................................................................. -2

PROJECT DESCRIPTION ......................................................................................................................................... 5

CURRENT CONDITION OF THE ENVIRONMENT ...................................................................................... 7

PROPOSAL COMPARISON ................................................................................................................................... 10

ENVIRONMENTAL IMPACTS ............................................................................................................................. 14

5.1

5.2

5.3

5.4 5.5 5.6

5.7

5.8

5.10

5.11

ECOLOGICALEN~O ................................................................. 14

NOISE ..................................................................................................... 15

IMPACTS ON THE SURFACE WATER ENVIRONMENT ............................ 16

IMPACTS ON THE AIRENVIRONMENT ................................................... 17

SOLID WASTE ........................................................................................ 17 IMPACTS ONTHEELECTROMAGNETICENVIRONMENT ........................ 18

SOCIAL E N V I R O ~ ~ ......................................................................... 18

SOILEROSION ........................................................................................ 20

VISUAL IMPACTS ................................................................................... 20

WORLD BANK SAFEGUARD POLTCIES ASSURANCE ............................ -20

MITIGATION MEASURES ..................................................................................................................................... 21

6.1 DESIGN PHASE ....................................................................................... 21

6.2 CONSTRUCTION PERToD ........................................................................ 31 6.3 OPERATION PERIOD ............................................................................... 32

6.4 DATA SHEET OF ENVIRONMENTAL PROTECTION MITIGATION

7 . ENVIRONMENTAL MANAGEMENT PLAN .................................................................................................. 40

7.1 OBJECTIVES ........................................................................................... 40

7.2 MANAGEMENT AND SUPERVISION ORGANIZATIONS ........................... 40

7.3 ENVIRONMENTAL MONITORING ........................................................... 41

7.4 N ~ ~ O N A L STRENGTHENING AND TRAINING ................................ 46

8 . PUBLIC CONSULTATION AND INFORMATION DISCLOSURE ......................................................... 47

9 . ESTJMATED INVESTMENT ON ENVIRONMENT PROTECTION ..................................................... 51

10 . CONCLUSIONS ............................................................................................................................................................ 52

E4 Smutmy on Reconstructed Zhejiang-Jiangxi Railway Electr i f icat ion Speedup Renovation Project

Reconstructed ZheGanLine Railway Electrification Speedup Renovation Project

Environmental Assessment Executive Summary 1. Introduction

This document is the Environmental Assessment Executive Summary for the Ministry of Railway’s World Bank Financed Project: National Railway Project 11. This document summarizes the main content of the Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP), including the relevant law and regulations as well as the applicable environmental quality standards in addition to pointing out the major potential negative impacts on the natural, ecological and social environment in the project area. The document also briefly describes the alternative proposals comparison, design of mitigation measures, public participation survey programs and the Environmental Management Plan for the Project. This summary could also serve as a concise environmental report to environmental administrators, employers, project-affected groups, non-governmental organizations and the general public at the same time that it is submitted to the executive board of directors of the World Bank for their review.

1.1 Project Background

The ZheGanLine Railway is a state-level main-line railway and the most important westward running artery that runs east-to-west south of Yangtze River. The line is an important component of a multidirectional framework system, in which, 8 state trunk lines run down from the north to the south and another 8 extend from the east to the west. It is also an important component of the express passenger transport system of China, in which, 4 lines run from the north to the south and another 4 extend from the east to the west. The two systems also handle most of the material and personnel interchange in the regions of East, South and Southwest China. The ZheGanLine Railway, together with the Beijing to Kowloon Railway, forms the fastest and most convenient landway route between the Yangtze River Delta and the Pearl River Delta.

The engineering feasibility study and preliminary design of the Project were completed in October 2001 and November 2003 respectively while the final elaborative design of the construction drawings is expected to be finished by April 2004. The EIA of electrification speedup renovation project for the reconstructed Zhejiang- Jiangxi Railway is presided over by the China Academy of Railway Sciences (CARS) and compiled by Second Railways Survey & Design Institute (SSDI). The assessment team submitted the outline of EIA in April 2002 and it was reviewed and approved by State Environmental Protection Administration (SEPA) on May 28, 2002. In December 2002, the Environmental Impact Report was completed and passed the review performed by SEPA on January 26 and 27, 2003. Due to changes in technical norms and parts of line proposals of the Project, the

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revised EIA report was worked out in November 2003 and reviewed and approved by SEPA on December 6 and 7 , 2003. The Environmental Assessment Unit (EA Unit) furnished to the World Bank the first edition of the Report in May 2003. It passed the pre-evaluation by the delegation of the World Bank in June 2003. The EA Unit amended the report and presented the second edition in November 2003 according to the changes in technical norms and part of the line proposals for the Project. It again passed the pre-evaluation of the delegation of the World Bank. Based upon the memorandum for the pre-evaluation, the third edition of the Report and compilation of the EMP and summary on environmental impact were amended and completed by the EA Unit in December 2003.

This Project is a renovation to the existing railway. Part of the sections on the railway were renovated and rebuilt due to updated technical norms. The renovation in this Project will lead to such problems as increase in noise, land occupation, interference with the biological system, community severance, soil and water loss and resettlement and therefore is designated as a Category A construction project.

1.2 Basis of the EA

Regulatory, policy and administrative requirements for environmental assessment of development projects in China were followed during the preparation and evaluation of the EA, as were the World Bank’s safeguard policies. Major laws and regulations applied to the EA are as follows:

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

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

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

4) Law of the People’s Republic of China on Prevention and Control of Pollution From Environmental Noise;

5 ) Law of the People’s Republic of China on the Prevention and Control of Atmospheric Pollution;

6 ) Law of the People’s Republic of China on Prevention and Control of Water Pollution;

7 ) Law of the People’s Republic of China on the Prevention and Control of Environmental Pollution by Solid Waste;

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Forestry Law of the People’s Republic of China

Law of the People’s Republic of China on the Protection of Cultural Relics;

Decree of Agricultural Land Protection

State Council Order No. 253; Ordinance of Environmental Management for the Construction Projects

State Environmental Protection Administration of China Order No. 18; Environmental Protection Management Procedures for Electromagnetic Radiation

State Council Document GF [2000] No.31; “State Council’s Circulation Concerning Further Advancement of the Nation-wide Construction of Environmentally-Friendly Routeways. ’’

State Environmental Protection Administration of China Document GHF [2001] No. 108; “Circulation Concerning the Strengthening of Prevention and Control of Pollution From Environmental Noise on Railways. ’’

Circulation on Strengthening EIA for Construction Projects Receiving International Financing

Comments Made by Zhejiang Province on the Implementation of Management Rules on Environmental Protection of Construction Projects

Environmental Protection Regulations for Construction Project of Jiangxi Province

Environmental Pollution Prevention Regulation of Jiangxi Province

Environmental Protection Regulation of Hunan Province

Environmental Protection and Control Regulations for Construction Project of Hunan Province

“Notice Concerning the Issuance of Management Procedures for Environmental Impact Assessment of Railway Construction Projects and Management

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Procedures for the “Three Simultaneous Actions to be Taken” During Railway Construction. ”

22) Ministry of Railway TJZ [1997] No.46; “Notice Concerning the Issuance of the Environmental Protection Regulations for Railways.”

23) Railroad Development Planning Commission TJ [2001] No.8; “Circulation of the State Council’s Notice Concerning Further Advancement of the Nation-wide Construction of Environmentally-Friendly Routeway.”

24) Technical Guide Rule for Environmental Impact Assessment

Of the ten World Bank Safeguard Policies, Environmental Assessment (OP/BP/GP4.01 and its attachments), Environmental Action Plan (OP/BP/GP 4.02), Natural Habitats (OP/BP/GP 4.04), Cultural Property (OP 4.1 l), Znvoluntary Resettlement (OP/BP 4.12) and Forestry (OP/GP 4.36) are applied in the EA first as a screening and included in the full assessment process. Through screening it was discovered that the World Bank Policies that are not fully applicable were: Pest Management (OP4.09) and Indigenous People (OD4.20). The remaining World Bank Policies: Safety of Dams (OP4.37), International Waterways (OP7.50) and Disputed Areas (OP7.60) were completely inapplicable and therefore these subjects are not applied in the EA. Relevant international environmental agreements in which China is a signing party have also been included where applicable as a basis for the EA.

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2. Project Description

The ZheGanLine Railway, which cuts through Zhejiang Province, Jiangxi Province and Hunan Province, travels in an east-to-west strike. It starts from Hangzhou City of Zhejiang Province in the east, crosses through Yiwu City, Jinhua City, Quzhou City of Zhejiang Province and Shangrao City, Yingtan City, Nanchang City, Xinyu City, Yichun City and Pingxiang City of Jiangxi Province, and finally reaches the end of the railway at Zhuzhou City of Hunan Province (refer to Attached Drawing 1).

The existing ZheGanLine Railway has a total length of 942.64km. After reconstruction, the railway will have a total length of 916.067km, which is 26.58km shorter than the original length. The designed speed will be 140-200Km/h. There will be 29 sets of tunnels to be used or built with a total length of 11222 linear meters, which is 1.3% of line length. One set of 936 linear meter long existing tunnel will be used while 24 sets of 9449 linear meter long double track tunnels and 4 sets of 1837 linear meter long single track tunnels will be built; 109 sets of 26774.32 linear meter long bridges will be built, including 12 sets of 15019.45 linear meter long extra-large bridges, 86 sets of 11421.4 linear meter long large or medium bridges and 11 sets of 333.47 linear meter long small bridges. 1439 sets of 32390.1 linear meter tunnels will be built. There are totally 43309.7mu in acquisitioned land along the line, including 29076.9mu newly acquisitioned, 628 lmu railway existing re-used land and 7951.8mu temporary land, such as borrow ard and soil rejection yard. Earthworks for the entire line totals 6404.95x104m , including 5491.69x104m3 for subgrade works and 913.26x104m3 for station yard works. Area of building removal is 151.0889x104m2 and total investment for the Project is RMB 13.94 billion Yuan.

Y

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Item

Please refer to Table 2-1 for the main technical standards of this Project.

~~

Existing I Design Standard

Table 2-1 Parallel Table of Main Technical Standards

Double Track Number of Main Tracks Double Track

Railway Rating I Class I I Class I

Limiting grade

Minimum curve radius

Type of Traction

7.2%0 7.2%0 Designed running speed is 200Kdh; length: 2800m, in individual section: 2200m;

400m (There are 33 curves Designed running speed is 160Kdh; <400m, with the smallest section length: 1600m;

Designed running speed is 140Kdh; being Rmi,=332m) section length: 1200m; Designed running speed is 120Kdh; section length: 800m.

Diesel Electric

Traction quality Active length to

receiving- departure track

Type of blocking

Passenger locomotive: motor train unit, SS8 Freight locomotive: SS4 NDz, DF4 Type of

locomotion 3500t 4000t

850m 850m

Automatic blocking Automatic blocking

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3. Current Condition of the Environment

3.1 Natural Environment

The areas along the ZheGanLine Railway line belong to a semi-tropical region with a continental climate. The climate is warm and humid with abundant rainfall mean yearly rainfall being between 1500 and 2300mm that is mainly concentrated in the months from April through June (these months account for approximately 45%-60% of the rainfall each year). All three provinces along the line are impacted by monsoons, but the changes in the mean wind during the four seasons are not very big; mean annual wind speed is 2.0-3.5ds. The north wind prevails in the winter and southeast wind in summer.

The rivers along the line are all supplied by rainfall. The Bailutang to Quzhou section has the Puyang River, Jinhua River, Qujiang River and other water basins that make up the Qiantang Water System along its line. The Jinhua to Pingxiang section has the Xinjiang River, Ganjiang River, Yuanshui River and other water basins that make up the Poyanghu Water System. The Pingxiang to Zhuzhou section has the Lushui River and Xiangjiang River water basins that make up the Dongtinghu Water System.

3.2 Natural Reserves and Scenic Sites Scenic Sites

This Project does not run through any national or local natural reserves or scenic sites within Zhejiang, Jiangxi or Hunan Provinces. All of the natural reserves and scenic sites are at least 15km or more away from the railway in beeline distance and therefore the project construction will not impact any of these sites.

3.3 Ecological Environment

There are complex and various types of vegetation in the project area along the line. Most of the surface vegetation is secondary vegetation (re-planted vegetation) and there is good vegetation coverage in line-pass area, but the vegetation is not evenly distributed throughout the areas. The percentage of forest coverage in each area is usually 40% or more.

There is an extensive amount of farmland in the project area that is mainly cultivated land and orchards in addition to a small amount of barren land, forests and ponds. There is no wildlife or rare animals in project area because of the high frequency of human activity and development in the many villages, towns and cities along the line as well as the long period of operation of existing railway. There are not any rare vegetation, old trees or special types of word that needs special protection in the

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project areas within the three provinces.

3.4 Acoustic Environment and Distribution of Sensitive Receptors

The Assessment Team has identified 112 concentrated residential areas, 39 schools and 5 hospitals as the environmental sensitive receptors through field survey and investigation. It has been shown through field investigation that the acoustic environment is considerably impacted by the noise of the existing ZheGanLine Railway, roads and civilian activity. There are occurrences of exceeding the limits in areas within 60m on both sides of the existing railway line that are mainly impacted by the railway locomotive whistle noise as well as the noise from train operations. The areas more that 60m away from the line and the new construction sections for the railway are mainly impacted by the noise from civilian activities. The quality of the acoustic environment is good.

3.5 Surface Water

The rivers such as the Puyang River, Jinhua River, Qujiang River, Xinjiang River, Ganjiang River, Yuanshui River, Lushui River and Xiangiiang River and their branches that the Project will pass by are seasonal rivers and the annual water flow change greatly. According to the perennial monitoring data of the environment authorities along the railway, the sewage discharging volume is great due to rapid economic development. In addition, due to limitation of the river flow and self-purification capacity, the water quality of each river is polluted by industrial pollution sources and domestic wastewater of the local residents.

3.6 Ambient Air Quality

The quality of the air environment in regions and cities along the line all basically satisfy the level I1 standards of ambient air quality standards with the exception of but a few locations. The main pollutants are: TSP, SOz, and NOx.

3.7 Cultural Property and Historical Sites

According to field investigation and the information of the cultural property departments, the Donghuanshan-Shitatou Tombs of the Han Dynasty (county-level Cultural Property Protection Unit) is located in Longyou County, Quzhou City, Zhejiang Province and is on the existing railway K228+000-K232+000,

3.8 Current Situation of the Social Economy

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The Project-absorption area includes Hangzhou City, Shaoxing City, Jinhua City, Quzhou City, Shangrao City, Yingtan City, Nanchang City, Xinyu City, Yichun City, Pingxiang City and Zhuzhou City. The acreage is 11.5x104Km2 with a total population of 40,586,900 people. The GDP for 2002 was RMB 421.138 billion Yuan with a per capita GDP of RMB 10,376.21 Yuan.

The agricultural, forestry, animal husbandry and fishery industries are flourishing in the areas along the line of the absorption area and the various kinds of specialty agriculture and livestock breeding are rapidly developing. In the absorption area during 2002,. the area of cultivated land was 1.82 million hectares while the gross product of the agricultural, forestry, animal husbandry and fishery industries was RMB 83.082 billion Yuan. The output of major products was 1528x104t in grain, 39x104t in oils and 179x104t in meats.

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4. Proposal Comparison

This Project is a renovation project of the existing railway. In the course of line selection of the project, based on the technical standard of the Project, famous scenic sites, natural reserves, and cultural properties should be firstly considered for protection. In addit.ion, the ecology environment along the line should be protected, and the disturbance to vegetation should be minimized whenever possible so as to prevent from soil and water loss and meet the requirement of flood discharge of rivers. All provinces and cities along the line should be properly organized and coordinated in their planning to avoid and reduce the disturbance and segmentation to existing townships. The final recommended proposal is selected based on the preconditions that the environmental and social economic impacts have been minimized. After renovation, the length of the ZheGanLine Railway will be 885.667km, with single detour of 79.846km and double detours of 353.96km. Many local proposal selections have been made within the scope of whole line, among them, the proposal selections dominated by environment protection are as follows:

4.1 Zhuji Line Proposal (K66+400-K93+500)

The existing railway passes through the city area of Zhuji City and is 27.lkm long. It is advantageous for this section of the line to use the existing railway to carry out renovation as described in Proposal A or to do straightening with new construction on the line as in Proposal B. Proposal I of the Line Straightening Proposal is far from the Hang-Jin-Qu Expressway and is compared to proposal I1 that goes near to the Hang-Jin-Qu Expressway. Proposal A passes through the city area and there are concentrated amounts of residential areas. The impacts from the existing railway are considerably severe and the renovation of the railway line will necessitate the removal of numerous residents. The closed railway will have a large impact on community severance in the city and will make noise protection difficult and add to the difficulties in construction and also requires more capital. Proposal B mainly passes through the outskirts of the city and country districts with dispersed inhabitants and will have slight community severance, only a small number of residents that will be removed, noise protection will be easily effected, the potential safety hazards in the construction are minimal, it conforms to the Master Plan of Zhuji City and it has gained the support of the city government. However, Proposal B does occupy a large amount of cultivated land and had a large investment. After comprehensive comparison, the assessment team recommends Straightening Proposal B. The assessment team feels that of proposal I and I1 in line Straightening Proposal B, proposal I1 that is near to the Hang-Jin-Qu Expressway has little impact on community severance, saves cultivated land and is beneficial to urban development and utilization of land and therefore recommends that proposal I1 be adopted. (Please refer to Line Position Sketch Diagram 4.1-1). Total investment in the Project is RMB 173 million Yuan.

4.2 Longyou Line Proposal (K222+600-K238+380)

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The existing railway passes through the city area of Longyou County and this section of the line is 15.78 km long. It is advantageous for this section of the line to use the existing railway to carry out renovation as described in Proposal A or to do straightening with new construction on the line as in Proposal B. Proposal A passes through the city area and there are concentrated amounts of residential areas as well the Donghuashan-Shitatou Tombs of the Han Dynasty (the tombs are a county-level site protected for its historical and cultural value). The impacts from the existing railway are considerably severe and the renovation of the railway line will necessitate the removal of numerous residents and will also impact the Han Dynasty Tombs. The closed railway will have a large impact on community severance in the county seat and will make public participation difficult and add to the difficulties in construction. Proposal B mainly passes through the outskirts of the city and country districts with dispersed inhabitants. Proposal B will have slight community severance, only a small number of residents that will be removed, it will not impact the cultural property protection area of the Donghuashan-Shitatou Tombs of the Han Dynasty, the potential safety hazards in construction are small, it conforms to the Master Plan of Longyou County, is beneficial to urban development and land utilization and has also gained the support of the county government. However, Proposal B does occupy a large amount of cultivated land and had a large investment. After comprehensive comparison, the assessment team recommends Straightening Proposal B. (Refer to Line Position Sketch Diagram 4.1-2).

4.3 Quzhou Line Proposal (K258+770-K270+000)

The existing railway passes through the city area of Quzhou City and has a length of 11.23 km. It is advantageous for this section of the line to use the existing railway to carry out renovation as described in Proposal A or to do straightening with new construction on the line as in Proposal B. Proposal A passes through the city area and there are concentrated amounts of residential areas. The impacts from the existing railway are considerably severe and the renovation of the railway line will necessitate the removal of numerous residents. The closed railway will have a large impact on community severance in the county seat and will make public participation difficult and add to the difficulties in construction. The new Quzhou Station will be moved 3.5 km south in Proposal B; the line in the straightening proposal steers clear of the city area and is located on the edge of the Economic Development Zone of Quzhou City (a receding economic development zone. Proposal B mainly passes through the outskirts of the city and country districts with dispersed inhabitants. Proposal B will have a slight community severance, only a small number of residents that will be removed, the potential safety hazards in construction are small, it conforms to the Master Plan of Quzhou City, is advantageous to urban development and land utilization and has gained the support of the city government. However, Proposal B does occupy a large amount of cultivated land and had a large investment. After comprehensive comparison, the assessment team recommends Straightening Proposal B. (Refer to Line Position Sketch Diagram 4.1-3).

4.4 Dongxiang Line Proposal (K529+900-K539+100)

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The existing railway passes through the edge of the Dongxiang County city area and is 9.2km long. It is advantageous for this section of the line to use the existing Dongxiang Station to carry out renovation as described in Proposal A or to move the Dongxiang Station and use the existing line as in Proposal B. Proposal A will pass through the Dongxiang Hongxing Economic Development Zone and there are also many enterprises, residents, and schools along the line and it will require heavy amount of moving. The closed line will also ruin the current lay out of the development zone add to the difficulties in construction. The new Quzhou Station will be moved 2Km to the west in Proposal B and the new construction on the line will steer clear of the county seat and mainly pass through the outskirts and country districts where the residents are dispersed. The proposal will use the existing railway near the Dongxiang Hongxing Economic Development Zone that will not necessitate the removal of many residents, has minimal potential safety hazard in the construction and conforms to the Master Plan of Dongxiang County, is advantageous to urban development and land utilization and has gained the support of the city government. However, Proposal B does occupy a large amount of cultivated land and had a large investment. After comprehensive comparison, the assessment team recommends Straightening Proposal B. (Refer to Line Position Sketch Diagram 4.1-4)

4.5 Luxi Line Proposal (K835+100-K848+700)

The existing railway passes through the edge of the Luxi County city area and is 13.6 km long. It is advantageous for this section of the line to use the existing Luxi Station to carry out renovation as described in Proposal A or to move the Luxi Station as in the line straightening of Proposal B. Proposal A will be close to the Luxi County Seat area and there are many residents located along the line and it will require a heavy amount of moving and add to the difficulties in construction. The new Quzhou Station will be moved 3km to the west in Proposal B and the new construction on the line will steer clear of the county seat and mainly pass through the outskirts and country districts where the residents are dispersed and will not necessitate the removal of many residents, has minimal potential safety hazard in the construction and conforms to the Master Plan of Luxi County and is advantageous to urban development and land utilization. However, Proposal B does occupy a large amount of cultivated land and had a large investment. After comprehensive comparison, the assessment team recommends Straightening Proposal B. (Refer to Line Position Sketch Diagram4.1-5).

4.6 Baiyuan to North Pingxiang Line Proposal (K855+000-K858+300)

The existing line is 3.3km long. The line curve radius of the line is not able to satisfy the requirements of the speed targets and therefore line straightening must be done. The line has proposed 200km/h as a speed target value for Proposal A and a 140km/h speed target value for Proposal B and a 120km/h speed target value for Proposal C. Proposal A passes through the zone of the Baiyuan coal mine while Proposal B passes through part of the zone of the Baiyuan coal mine which pose potential safety hazards

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and add to the difficulty of the construction and could possibly lead to problems in the environmental geography. Proposal C does not pass through the zone of the Baiyuan coal mine and there are not any potential safety hazards potential safety hazards and the construction is more easily effectuated. After comprehensive comparison, the assessment team recommends the Straightening Proposal C. (Refer to Line Position Sketch Diagram4.1-6)

4.7 Liling Line Proposal (KS89+000-K899+000)

The existing railway passes though the city area of Liling City and is 10 km long. It is advantageous for this section of the line to use the existing Liling East Station to carry out renovation as described in Proposal A or to steer clear of the Liling East Station with Line Straightening Proposal B. There are many residents located along the line for Proposal A and the reconstruction of the line will require a heavy amount of moving and the overlapping that will happen with the new construction of the Lushui extra-large bridge will impact water navigation and add to the difficulties in construction. Proposal B steer clear of the Liling West Station and the new construction will be far from the city area. The residents are dispersed and will not necessitate the removal of many residents, has minimal potential safety hazard in the construction and conforms to the Master Plan of Liling City and is advantageous to urban development and land utilization. However, Proposal B does occupy a large amount of cultivated land and had a large investment. After comprehensive comparison, the assessment team recommends Straightening Proposal B. (Refer to Line Position Sketch Diagram 4.1-7)

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5. Environmental Impacts

5.1 Ecological Environment

The line selection of ZheGanLine Railway was strictly compared. The railway will go basically along the existing line. Due to the high frequency of human development activities along the railway and the long-term operation of the existing railway, there are not any natural reserves, scenic sites or wild animal and plant habitats or other ecologically sensitive areas within construction scope.

There are no valuable and rare plants and famous trees protected by the government within the project scope. There are 1,130,600 trees in the areas that the railway will pass that will be cut off and removed; most of which are trees planted by humans. Therefore, woodland resources will not be impacted. 1,778,500 trees could be planted on the two sides of the railway and the borrow and spoil yards, equal to 2251mu of recovered woods, which shall eliminate the negative effects brought by the cutting down of the forests and occupancy of woodlands and shall be beneficial to the recovery of woods resource and improvement of the woodland environment along the line.

In the 43309.7 acres of land requisition for the Project, of 75% of land requisition are paddy fields and dry land and 10% of land requisition are barren lands, 8.0% of land requisition are woodland and economic tree land and 7.0% of land requisition are others. After implementation of the Project, the railway station, subgrade and other production organizations will supersede the original semi-natural ecosystem with agricultural activity as the main part, which will loss the part of or all of the original land function causing certain impacts to the local agriculture and aquaculture. There is a total of 3119.3mu of borrow yards and soil rejections yards as well as other farmland that is temporarily used that can have their impacts rectified to some extent through re-cultivation and creation of cultivatable land.

As the landform and topography is flat, the entire project will be mainly performed with backfill of subgrade. The total earthwork is 6404.95x104m3, of which the excavation work is 3863.63x104m3, backfill 2541.33x104m3, excavation used as backfill 1422.05x104m3, borrow is 1200.01x104m3, purchased earth 135.71x104m3, spoil is 2217.61x104m3, and channel slag used as backfill material 7.53x104m3. The excavation and backfilling of earth and stone will have impacts on the ecological environment. The Project adopts project safeguards and vegetation protection measures that will be beneficial to reducing the impacts that the earthworks have on the ecological environment. This Project will use 1200.01x104m3 in borrow and will have 2210.33x104m3 in spoil. This Project will use slag retaining walls, planting trees and grass and other vegetation measures to carry out protection and rectification on the borrow yards and soil rejection yards that can will minimize the soil and water loss

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created by the borrow yards and soil rejection yards to the lowest possible level.

5.2 Noise

5.2.1 Construction Period

The noise during construction phase is mainly from the construction equipment. The forecasted result of noise additive effects attenuation model indicates that the national standard can be met for area beyond 60m at daytime and 120m at night. However, there will be evident impacts of the residents' life for areas within 60m at daytime and 120m at night.

5.2.2 Operation period

The environment assessment team forecasted the noise level of 112 concentrated residential areas, 39 schools and 5 hospitals along the railway in 2011 (short-term operation period) and 2016 (long-term operation period). The result shows:

As for 113 concentrated residential areas, at the location 30m away from centerline of the railway, the short-term equivalent continuous class A acoustic level will be 63.2-71.ldB at daytime and 56.9-70.5dB at night. The long-term equivalent continuous class A acoustic level will be 63.9-71.9dB at daytime and 57.5-71.2dB at night. Compared to the standard GB12525-90, the short-term acoustic level at daytime and night will exceed the standard by 0-1.1 and 0-0.5dB, while the long-term acoustic level at daytime and night will exceed standard by 0-1.9 and 0-1.2dB. The reason is the noise caused by railway operation. For the first row of residential house within 30m, the short-term equivalent continuous class A acoustic level will be 66.2-74.8dB at daytime and 66.5-72.9dB at night. The long-term equivalent continuous class A acoustic level will be 66.9-74.2dB at daytime and 66.2-73.4dB at night. Compared to the standard GB12525-90, the short-term acoustic level at daytime and night will exceed standard by 0-3.6 and 0-2.9dB, while the long-term acoustic level at daytime and night will exceed standard by 0-4.2 and 0-3.4dB. The reason is the noise caused by railway operation. In the residential areas within 30-60m scope, the short-term equivalent continuous class A acoustic level will be 58.3-72.ldB at daytime and 54.6-70.3dB at night. The long-term equivalent continuous class A acoustic level will be 59.9-72.3dB at daytime and 55.4-71.2dB at night. Compared to the standard GB3096-93 Class 4, the short-term acoustic level at daytime and night will exceed standard by 0-2.1 and 0-0.3dB, while the long-term acoustic level at daytime and night will exceed standard by 0-2.3 and 0-1.2dB. The reason is the noise caused by railway operation, traffic noise by highway and social noise. In the residential areas beyond' 60m, the short-term equivalent continuous class A acoustic level will be 61.4-67.6dB at daytime and 55.4-64.4dB at night. The long-term equivalent continuous class A acoustic level will be 62.1-67.8dB at daytime and 56.1-65.0dB at night. Compared to the standard GB3096-93 (with class 2 as standard), the short-term acoustic level at

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daytime and night will exceed standard by 1.4-7.6 and 5.4-14.4dB, while the long-term acoustic level at daytime and night will exceed standard by 2.1-7.8 and 6.1-15.0dB. The reason is the noise caused by railway operation, traffic noise by highway and social noise.

As for 39 schools and 5 hospitals, the short-term equivalent continuous class A acoustic level will be 57.0-71.3dB at daytime and 55.4-70.6dB at night. The long-term equivalent continuous class A acoustic level will be 57.5-71.8dB at daytime and 56.1-71.2dB at night. Compared to the standard GB3096-93 Class 2, the short-term acoustic level at daytime and night will exceed standard by 0-11.3 and 5.4-20.6dB, while the long-term acoustic level at daytime and night will exceed standard by 0-11.8 and 6.1-21.2dB. The reason is the noise caused by railway operation and traffic noise by highway.

In addition, in sections of Zhuji City, Quzhou City, Longyou County, Dongxiang County, Luxi County and Liling City that the existing railway will pass by, there are many noise sensitive receptors. Since the railway will be newly constructed in these sections, the noise impact after implementation of the Project will disappear.

5.3 Impacts on the Surface Water Environment

5.3.1 Construction Period

5 extra-large bridges and 15 large bridges across the river will be constructed in the Project. The construction of these bridges will impact on the surface water quality. The impact will come from the oil that may leak into the river; the construction under water will cause silts to be suspended, the loss of abandoned construction waste or construction material, construction clay mortar and domestic wastewater near construction site. If not managed well, these activities will cause surface water in construction site and near construction campsite to be polluted. This pollution will impact a certain length downstream of the bridges for a long period of time after completion of the construction.

5.3.2 Operation Period

In operation period, the sewage sources are mainly locomotive depot, wastewater that contains oil discharged from production sections such as vehicle section and domestic wastewater discharged from each station. The total wastewater will increase to 77453m3/a. Since electric locomotive will be adopted, the pollutants such as CODcr, BODS, and SS in wastewater discharged from production organizations will be reduced. Since the increase of additional railway staff and passengers, the pollutants such as plant and animal oil in wastewater discharged from each station will be increased. The production wastewater from Shangrao Locomotive Depot, Yingtan

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E4 Sunairy on Reconstructed Zhejiang-Jiangxi Railway Electrification Speedup Renova tion Project

Locomotive Depot, Nanchang Locomotive Depot, Xiangtang Locomotive Depot and Jinhua East Locomotive Turnaround Depot, Jinhua West Locomotive Turnaround Depot, Xiangtang West locomotive turnaround depot, Xinyu locomotive turnaround depot, Pingxiang Locomotive Turnaround Depot, Zhuzhou North Locomotive Turnaround Depot and the domestic wastewater discharged from Jinhua Station area, Shangrao Station area, Yingtan Station area, Nanchang Station area, Xinyu Station area, Pingxiang Station area, Zhuzhou Station area can meet the wastewater discharging requirement after treatment. As suggested by the assessment group, the new constructed Zhuji passenger station, Zhuji East Station, Yiwu Station, Quzhou passenger station and Shangrao Station shall be incorporated into municipal sewage treatment system for disposal. Taking the above measures, although the wastewater is increased, the main pollutant discharging quantity is reduced. The main pollutant discharging quantity, reduction quantity and reduction ratio after completion of the Project is as follows: CODcr will be 1689.77t/a, 56.68t/a, 3.2%; BOD5 will be 589.61t/a, 78.18t/a, 11.2%; SS will be 762.01t/a, 79.29t/a, 9.4%; Petroleum will be 3.27t/a, 12.64t/a, 79.4%.

5.4 Impacts on the Air Environment

5.4.1 Construction Period

The main air pollution in construction phase will be from construction dust. The construction dust is mainly from uncompleted road foundation, laydown areas and transportation road. There are many reasons that cause the dust, including weather conditions (mainly wind direction, wind speed, air humidity) and construction activity. The scope of impact can extend 150-200m from the construction site and both sides of the road.

5.4.1 Operation Period

After implementation of the Project, the existing diesel engine traction locomotives will be replaced by electric traction locomotive. Since the change of energy type, the pollutant discharging quantity will be less than the existing railway, with smoke emissions reduced by more than 86.9%, SO2 by more than 70.27%, NOx by more than 86.7% and CO by more than 80.21%, which will play an advantageous role to the improvement of the air quality along the railway.

5.5 Solid Waste

After implementation of the Project, with the increase of additional railway staff and passengers, the domestic waste and train waste generated from each station and section will also increase. The new added waste will be 23738.7t/a; the newly added train waste will be 25575 t/a. The train waste will be disposed of after it is bagged in

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Jinhua, Quzhou, Shangrao, Yingtan, Xiangtang, Nanchang, Xinyu, Yichun, Pingxiang and Zhuzhou passenger stations. The waste from passenger trains and railway stations and sections will be transported to the designated locations for disposition after collection. Therefore, there will be no obvious impact on the environment along the railway.

5.6 Impacts on the Electromagnetic Environment

After implementation of the Project, a new environment impact, electromagnetic pollution will occur. When electric locomotive is running at high speed, electric spark will occur when locomotive electric bow isolate transient with catenary, forming electromagnetic radiation. Its formation has fortuity and randomness, and this high frequency electromagnetic radiation will impact on the TV receiving with 40m from railway (mainly 20m). Through measurement and pre-estimate of 43 channels of 11 electromagnetic sensitive receptors, 16 channels that meet the requirement of field strength of television signal and signal-to-noise ratio reduced to 10 channels. The signal-to-noise ratio of other channels will be reduced by different extent.

According to investigation, the towns and villages within 40m from the Project have realized efficient closed-circuit television signal transfer or optical fiber transfer through the “China Broadcasting and Television Ministry Village Project”. Therefore, electromagnetic pollution after completion of the Project will be minimal.

5.7 Social Environment

5.7.1 Land Acquisition

This Project will acquisition 43309.7mu of various types of land, including 795 1.8mu of land that will be used temporarily and 151.0889x104m2 of housing that will be removed. The local land resources will definitely be impacted due to the large amount of land acquisition and removal. The railway construction unit will entrust the local land administration bureaus along the line to acquisitioned the needed land in a unified manner and also to pay the compensation for the land acquisition and removal. The land administration bureaus will sign land acquisition contracts with the town committees and through readjustments of the land will pay the compensation and use other methods to resettle the farmers who lose their land. The construction unit will arrange for the resettlement of demolished units or residential housing in the cities and towns though the land administration bureaus according to the relevant national laws and methods of compensation in order to ensure that the impacts on the farmers and residents caused by the land acquisition and removal will be reasonably compensated and not lower their original living conditions.

5.7.2 Local Economy

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E4 Summy on Reconstructed Zhejiang-Jiangxi Railway Electrification Speedup Renovation Project

The construction of the Project will bring more convenient transportation for the areas along the railway, will expedite the passenger and material flow as well as information flow, and will benefit the circulation of the local industrial and agricultural products to the outside world. The construction and operation periods of the Project will provide many work opportunities, which will increase income of the residents and the local farmers along the railway. The convenient transportation will bring many tourists to the local areas. The improvement of infrastructure conditions will help attract foreign investment. All of these will help improve local economy along the railway.

5.7.3 Resident Severance

After implementation of the Project, the fully enclosed railway may isolate the village and the fields on both sides of the railway. A total of 145 villages and residential areas will be isolated to different extents. This impact was considered when the Project design was conducted. A total of 493 channel and 298 over bridges have been designed, with average one channel/650m. A total of 3070 culverts and 687 bridges have been designed. The impact of the Project on water facilities in the design has been minimized.

5.7.4 Cultural Property and Historical Sites

According to field investigation and the information of the cultural property department, the Donghuanshan-Shitatou Tombs of the Han Dynasty (county-level cultural property protection unit) are located in Longyou County, Quzhou City, Zhejiang Province and is on the existing railway K228+000-K232+000. Moreover, cultural properties and historical sites will be unearthed on occasion during the construction and if prompt and appropriate protection measures are not adapted then the cultural property will be impacted and damaged.

5.7.5 Health and Safety

Health risks are primarily related to increased transient population during construction and operation periods. The increase in the transient population could potentially bring and spread infectious diseases in the project area. The unhygienic and un-healthy lifestyle of the construction workers could spread diseases such as hepatitis and AIDS to local residents as well as among themselves.

The safety risk is primarily in the construction phase with the local residents, particularly children who have little awareness of construction site safety in the linear construction sites that often do not have any isolation or control measures. The explosion operation for deep cutting of the sections and tunnels could result in flying stones as well as the explosions themselves that will be potential safety hazards to the residents that live near the construction sites.

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EA S u m m y on Reconstructed ZhejYang-Jiangxi Railway Electrification Speedup Renova tion Project

5.8 Soil Erosion

During railway construction, soil and water loss may occur due to damage to and interference of the original surface vegetation and soil. The soil erosion areas including deep excavation and high backfill sections borrow yards; spoil yards, temporary construction camps, special geological sections and other surface soil interference sections. According to model calculation result, the soil loss of the entire project during construction phase will be nearly 595x104t, more than the existing intensity of soil erosion. During the initial several years of operation, soil erosion phenomenon still will occur as the vegetation has not been completely restored. According to the research results of the Academy of Sciences of China, soil erosion may be reduced 80-100% only after the first three years of appropriate vegetation planting. Within the first three years, the efficiency of soil retention and erosion control by the newly planted vegetation will be limited. However, the soil erosion will be fully controlled immediately in areas where disturbed soil is paved by concrete or stone.

5.10 Visual Impacts

The construction of the Project may damage the landscape; mainly form the interference between the existing natural landscape, railway landscape and landscape environment. The main works that will cause environmental impacts are extreme deep excavation and high backfill sections that will interfere with the surface landscape, especially acute interference will be from large bridges, spoil yard, borrow yard and large buildings that are not compatible with the surrounding environment. Some of these impacts are of a temporary nature such as borrow yards and spoil yards that can be restored through well planned landscaping. The other visual impacts can only be given full consideration during the design phase to be harmonized into the background landscape and reduce the visual sensitivity and reduce and mitigate the visual contrasts to the maximum extent possible.

5.11 World Bank Safeguard Policies Assurance

The assessment team conducted initial screening of the ten World Bank Policies and fully implemented any policy when it was discovered that any part of the Project touched upon the policies. The World Bank Policies that were fully applied were: Environmental Assessment (OP/BP/GP4.01 and its attachments), Environmental Action Plan (OP/BP/GP 4-02), Natural Habitats (OP/BP/GP 4.04), Cultural Property (OP 4.1 l), Involuntary Resettlement (OP/BP 4.12) and Forestry (OP/GP 4.36). Through screening it was discovered that the World Bank Policies that are not fully applicable were: Pest Management (OP4.09) and Indigenous People (OD4.20). The remaining World Bank Policies: Safety of Dams (OP4.37), International Waterways (OP7.50) and Disputed Areas (OP7.60) were completely inapplicable and therefore these subjects are not applied in the EA.

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6. Mitigation Measures

For the negative environmental impacts of the project construction, the assessment team has developed a series of measures to avoid, minimize, mitigate or otherwise compensate the negative impacts from the Project. These mitigation measures are summarized below.

6.1 Design Phase

6.1.1 Protection of the Ecological Environment

The following mitigation measures will be incorporated into the railway design:

The railway line will be carefully selected to avoid occupying the sensitive ecosystems.

The earthworks will use the excavated earth as backfill where at all possible and minimize the occupation of farmland, cultivated land and woodlands. Careful selection of the location and position of the borrow yards and soil rejection yards as well as other land that will be temporarily occupied shall be done in order to control abrupt erosion; it has already been considered to use grouting and slab stones as well as plants and grass to prevent high backfilling and deep cutting of the slopes near the subgrade. The borrow yards and borrow soil will undergo tree planting or level re-cultivation after completion. The slag rejection yards will have slag retaining walls and drainage systems as well as other measures to carry out protection. The spoil pile will be leveled, overturned and landscaped or re-cultivated when full.

Carefully select the types of plants and trees to be used for the landscaping of the railway and use local varieties in the selection.

Vertical landscaping shall be carried out on the outer sides of the railway stations, large bridges and other man-made structures.

6.1.1 Noise

A number of measures to minimize noise will be incorporated into the design for sensitive receptors at which the noise level is predicted to exceed the applicable standards. These measures, and the proposed implementation time, are summarized in Table 6- 1 - 1.

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6.1.2 Surface Water Environment

As per the function of direct receiving body of water of domestic wastewater of each station or section, batch activities sludge method (SBR), anaerobic organism filter chambers or septic tanks shall be applied for treatments. For factory wastewater discharged by production units, such as locomotive departments and vehicle, sedimentation adjustment and regulation, oil separation by tilted board, air floatation (adsorption) or filtering shall be applied. The technology is well developed and applicable. Proposed wastewater can meet national discharge standards as well as the provincial and municipal standards along the line.

6.1.3 Resident Severance

493 channels and 298 platform bridges are designed in total in order to reduce severance impact on various towns, villages and residential areas. There is one channel every 650m on average. 650m is the longest distance for railway crossing. There are 3.4 channels for each village on average. Passing requirements for various agricultural mechanisms has been considered in the channel height.

6.1.4 Cultural Property and Historical Sites

For discovered cultural property and historical sites, namely, the Donghuanshan-Shitatou Tombs of the Han Dynasty (county-level Cultural Property Protection Unit) that is located in Longyou County, Quzhou City, Zhejiang Province and is on the existing railway K228+000-K232+000, the line shall be adjusted in the design stage in order to keep away from such types of cultural property. Railway location of this Project has been approved by the local government. Protection methods of cultural property have been drafted in cooperation with the cultural property departments and listed in the Design Schedule. Special cultural property protection expenses have been included in the investment estimate.

6.1.5 Impacts on the Electromagnetic Environment

Compensation shall be carried out for the residents in places where the forecasts cannot meet the requirements. In addition, it is suggested that the residential areas that have had closed circuit television or possess the conditions for closed circuit television to hook up to the cable television net. Generally, scattered residents along the line are comparatively far away from the line. For the scattered TV users who use antennas for reception, strong directivity antennas shall be used to enhance the signal to noise ratio and improve reception quality. The height of the antennas shall be more than that of the locomotives to lighten or eliminate the impacts of electromagnetic radiation when the locomotives pass.

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E4 Suaimary on Reconstructed ulejiang-Jiangxi Railway Electrification Speedup Renovation Project

6.1.6 Visual Impacts

The design of railway will follow the natural terrain as much as possible and will avoid deep cut and high filling. For areas where deep cutting or high fills cannot be avoided, mild slopes will be adopted in the design so that they look natural. The tunnel entrance and exits will be shaped to match the surrounding environment. The colors of the stations structures and that of the visually sensitive high or large structures (such as large bridges, etc) will be selected such that it will be blended into the background colors and should display local characters and configurations, which harmonize with the surrounding scenery and landscape.

6.2 Construction Period

6.2.1 Protection of the Ecological Environment

The land that is temporarily used will be re-stored promptly following its use. For construction activities near woodlands, the forest authority will be notified first. Where necessary, protective zones will be defined together by the local forest authority and construction unit or protection walls/slopes will be built during the initial phase of the construction. Other mitigation measures during construction include careful selection of borrow yards and spoil yards locations, contractor training, and close supervision and inspection of the construction.

6.2.2 Construction Noise

The operation of high-level noise construction shall be 200 meters far from the residential areas, and the low-level noise equipment shall be used. Main construction activities shall be strictly controlled within the daytime. Temporary sound-insulation facilities shall be used to decrease the effect of mechanical noise. Construction vehicles shall be arranged to steer clear of the residential areas whenever possible. At the same time, such vehicles are forbidden to go through the residential areas at night.

6.2.3 Surface Water Pollution

In order to lighten the negative impacts on surface water during the construction period, the cofferdam method shall be adopted during the construction of the major-bridge piers. The construction of river crossing structures shall be arranged in low water season whenever possible. Domestic wastewater from the construction camp buildings is a potential pollutant source and must be treated before it is discharged. Wastewater or local storage shall be periodically drawn off and transported away or septic tanks shall be established to treat it. It shall be discharged after the treatment has met the relevant discharge standard.

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E4 Sunuuary on Reconstructed Zhejiang-Jiangxi Railway Electrification Speedup Renovation Project

6.2.4 Ambient Air

Watering shall be carried out for temporary roads that have not been laid that are built for the construction site. It shall be done two times per day (one time in morning and another in afternoon) to ease the pollution of dust emissions. The number of waterings shall be augmented in dry or blustery weather. Covering canvas shall be used for the transportation of cement, sand, lime and so on. Temporary construction roads shall stay away from the existing residential areas whenever possible.

6.2.5 Cultural Property and Historical Sites

Before the construction, the Contractors shall be notified of the procedure of the treatment and report on cultural property and historical sites that are encountered during the construction. The Contractors shall be required to stop their construction immediately and wait for the investigation and appraisal by professional archaeologists. The construction can be resumed when the approval has been obtained from the department in charge of cultural property. The Contractors shall be asked to strictly implement the content. All Contractors and construction supervisory companies shall accept the appraisal on the cultural property and historical sites and maintain basic information and the treatment procedure training on cultural property and historical sites that are encountered during the construction.

6.2.6 Contractor Management

From the implementation condition of China Railway Project financed by the World Bank, it has be found that it is very effective for the protection of the ambient environment near the construction site and the control of pollution if the Contractor is permitted to undertake a part of the environmental management work. Environmental protection shall be a basic condition for the competency of the contractor qualifications. Environmental protection consciousness and environmental management system shall also be taken as a basis for the assessment. Environmental mitigation measures, environmental management and monitoring programs shall be brought into the bidding documents so that they can arrange corresponding assessments and the environmental protection measures shall be presented as the duty and responsibility of the bid winner. Finally, relevant environmental protection training on environment policies and laws, possible environmental impacts, mitigation measures, routine monitoring, reporting systems, emergency treatment, etc., shall be conducted for all accepted Contractors and construction supervison engineers.

6.3 Operation Period

6.3.1 Ecological Environment

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Publicity and education shall be intensified to improve the environment protection conscious of railway staff and residents along the line. Administration and education to the greening works shall be enhanced, fire proofing and moth proofing shall be taken and crops to the trees on the two sides of railway line and damages to the slope of subgrade on the station fields and grass section on the spoil yard are forbidden so as to protect the water and soil conservation works facilities.

The operation units should enhance the maintenance, service and administration of various protection works and continuously enhance the deficient parts.

The field supervision on the ecological environment along the line shall be enhanced and the potential negative geological effects from the construction site shall be found in a timely manner. The mitigation measures shall be adopted to prevent the occurrences of new geological disasters.

6.3.2 Acoustic Environment

Residential buildings, schools, hospitals or other noise sensitive receptors shall not be newly constructed within a 30m range of the line. Concentrated residential areas shall not be newly constructed within 30-120m of the line. If it is unavoidable, sound insulation and noise reduction shall be applied in order to satisfy operational requirements of indoor environment in sensitive buildings. In layout of building, the first row of buildings near the railway shall be planned as non-sensitive building. It is better to lay the buildings parallel to the railway.

All railway departments shall strengthen management on train operations, maintain good traffic and reduce blocking as well as reduce random whistling whenever possible and improve environmental protection consciousness of crew members at the same time. They shall also strictly obey whistle regulations in the technical specification of the Ministry of Railways. Wireless communication shall be used in station and sectional operations in order to reduce impacts of whistle on the acoustic environment.

6.3.3 Surface Water Environment

Railway bureau shall strengthen management and ensure the treatment facilities used for production waste drainage and domestic wastewater that are drained into area surface waters are running normally. All provincial and municipal environmental protection departments along the railway shall perform real time monitoring on main railway pollution sources or take random samples and strictly control railway sewage drainage to within the standards.

6.3.4 Environmental Monitoring

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E4 Suamry on Reconstructed Z h e j i w J i a n g x i Railway Electrification Speedup Renovation Project

The environmental monitoring programs implemented during the railway construction and operation period will verify that the negative impacts forecasted during the assessment phase will obtain effective results through the environmental mitigation measures. It will also aim to solve the negative impacts that exceed the environmental impact assessment summary and supplement the basis provided by the environmental protection measures.

6.4 Data Sheet of Environmental Protection Mitigation Measures

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7. Environmental Management Plan

The EMP has already been completed and bound. The EMP includes policies, regulations and applicable environmental standards as well as the environmental management system and the mitigation measures and Environmental monitoring programs for the implementation and operation phases.

7.1 Objectives

The EMP provides a framework for the implementation of mitigation measures and environmental management and monitoring during the project implementation. As such, it represents the commitment of project proponent as well as the governments of the project area for environmental protection, pollution control and impact minimization. More specifically, the EMP aims to:

. Set out the legal and policy framework as well as applicable environmental standards with which the Project will be in compliance with.

. Identify and design with sufficient details and specify the mitigation measures for the adverse impacts of the Project.

. Specify institutional roles and responsibilities for mitigation measures implementation and environmental management during the Project.

. Outlines the requirements for environmental monitoring programs and reporting needs.

. Provides a stand alone document which may be used during project implementation for project supervision.

7.2 Management and Supervision Organizations

There are two layers of organization that are responsible for the environmental performance. The first layer is the environmental management organizations, which include the Environmental Protection Office of the Ministry of Railways, Shanghai Railway Bureau, Nanchang Railway Bureau, Guangzhou Railway Group, regional railway administrations and management sections of each station and section that support the Project that will be responsible for the various technologies for the operation of the railway and environmental monitoring. The other layer is the

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E4 Sumnary on Reconstructed Zhe jiang-Jiangxi Railway Electrification Speedup Renovation Project

supervision organizations that include SEPA and the various levels of the governmental environmental protection bureaus located in the project area.

7.3 Environmental Monitoring

EMP includes environmental monitoring programs for both construction and operation phases. The monitoring content includes soil and water loss, noise, dust, and degradation of water quality, river sedimentation, solid waste treatment and electromagnetic radiation. During the construction phase, environmental monitoring will be conducted in two approaches: daily and routine monitoring consisting of mainly visual observations and limited equipment measurements and periodic monitoring by professionals using standard methods recognized by regulatory authorities. Monitoring reports will be compiled at intervals of once every six months, summarizing the findings of the monitoring. The reports will be submitted to project proponents as well as relevant organizations and the World Bank. During the operation phase, monitoring shall be conducted once after project completion and then twice each year for the first three years after completion; water quality shall be monitored once every year. Refer to Table 7.3-1 for the specific monitoring plan.

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- - a 5 e, w

C 0 m

.- Y

E 0

c 0 cd ." Y

8 0"

Daily Routine

Construction

Daily Routine monitoring monitoring

Construction

h 0 Y

2 4 Y

c 0 cd .3 Y

k 0

Daily Routine monitoring monitoring

Construction

EA Suamary on Reconstructed Zhejiang-Jangxi Railway Electrification Speedup Renovation Project

7.4 Institutional Strengthening and Training

In order to ensure the environmental performance of the Project, the EMP particularly emphasizes institutional building and strengthening. In addition, the EMP also formulated a detailed training programs for the personnel at the various management and supervision organizations that are involved with the Project. These organizations are responsible for the formulation on environment policies as well as the planning and implementation of the environmental monitoring reports and mitigation measures. Training includes domestic as well as overseas training. Personnel include professional personnel, management personnel and technical personnel that come from governmental, project support and operation units as well as environmental management organizations, contractors and construction supervision departments.

The environmental training for contractors and construction supervisors will be held prior to the commencement of construction. The objective is to ensure that each contractor and construction supervision unit will have staff on site full time for environmental monitoring on a daily basis. The training will cover the basic knowledge of environmental protection and pollution control, the result of EIA and requirements of EMP, methodology of site environmental management and monitoring, and reporting requirements. The trainings for the various railway bureaus (groups), regional railway administrations, management sections of the various stations and railway sections as well as the environmental organizations will cover environmental management, management organization, applicable environmental standards, mitigation measures, environmental policies and pollution control technologies.

THE SECOUD SURVER & DESlG\ IUSTlTLTE OF RAILWAYS 46

E4 S m y on Reconstructed ~ejiang-JiafIgxi Railway Electrification Speedup Renova tion Project

8. Public Consultation and Information Disclosure

Two rounds of public consultation have been carried out during the EA: the first round at the preparation of EA Outline between April, 2002 and the second round at draft EA reports between May and June to September of 2002. Various techniques have been used in public consultation, including survey questionnaires, public meetings, and interviews with affected groups and individuals as well as small discussion groups. The people consulted included mainly those who will be affected directly by the Project, relevant government and non-government organizations and environmental as well as other experts. In total, 2580 people have participated in public consultation.

The primary concerns of the public on the noise and impacts to traffic during the construction period were understood through the public consultation. The EA team responded to the public concerns including the construction of underpasses and over-crossings for convenience of farm vehicles and mitigating the impacts on the daily farm work and communication. The EA team also set up noise barriers and installed sound insulation to minimize the impacts of noise from the railway and provided full consideration to local economy and transportation needs such as providing employment opportunities during construction, etc. In addition, the group also visited the local water conservation, planning, urban construction, tourism and forestry bureaus as well as other administrative departments along the line. These individuals and agencies all express their views on the railway construction and also proposed mitigation measures that could be adopted.

In compliance with EIA process requirements of Chinese government and the World Bank, the completed EIA Outline and EMP as well as part of the public consultation records were distributed in public places, such as libraries, township areas, etc. The concerned public can have the access to and review of the reports at these places. In addition, the project information and feasibility reports were advertised in provincial and municipal daily newspapers along the line as well as on broadcasting stations, television stations, Xinhua Net and National Traffic Net (both websites cover the entire nation), and were also posted on the websites of the Foreign Capital Center of MOR, Second Railways Survey & Design Institute and the World Bank (China). The public consultation and information disclosure are shown in Table 8-1 and Table 8-2. The EA team plans to disclose the final EA reports in public places to the general public once the final version is completed.

~~

THE SECOUD SURVER & DESIGN IhSTlTUTE OF RAILWAYS 47

E/1 S-y on Reconstructed ZhejiangJiangxi Railway Electrification Speedup Renovation Project

Time March 12,2002

March 14,2002

March 15,2002

March 9,2003

Table 8.2-1 Public Consultation

Location Disclosure content Report “ZheGanLine Railway Electrification Renovation”

Report “ZheGanLine Railway Electrification Renovation”

Report “ZheGanLine Railway Station Electrification Renovation”

Report “Railway Authority is to invest 9,000,000,000 RMB to Electrification Renovation of

ZheGanLine Railway”

Jiangxi Provincial Broadcasting Station

Zhuzhou City Broadcasting Station

Zhej iang Provincial Broadcasting

Jiangnan Urban Daily (a comprehensive daily which has the most influence in

Jiangxi Province)

Content

Environment program, group discussion, individual visit, public meeting

Environment report first draft, public meeting, special visit and group discussion, field investigation and questionnaire

Environment report revised draft, public meeting, special visit and group discussion, field investigation and questionnaire

Investigator, informant

Railway Academy of Sciences, Second Survey and Design Institute of China Railways (project group), residents, school teacher, doctors, nurses and in hospitals and government staff Railway academy of sciences, Second Survey and Design Institute of China Railways (project group), residents, school teacher, doctors, nurses and in hospitals and government staff Railway academy of sciences, Second Survey and Design Institute of China Railways (project group), residents, school teacher, doctors, nurses and in hospitals and government staff

Time

April-May, 2002

June-July, 2002

September-October, 2002

Location

Resident homes, offices of villages and towns, school offices, administration organization offices along the railway

Resident homes, offices of villages and towns, school offices, administration organization offices along the railway

Resident homes, offices of villages and towns, school offices, administration organization offices along the r ai 1 way

Bank Policy

OP4.01

OP4.01

OP4.01

Table 8.2-2 Information Disclosure

THE SECOUD SURVER k DESIGN INSTITUTE OF RAILWAYS 48

E4 Sununary on Reconstructed ZhejiangJiangxi Railway Electrification Speedup Renovation Project

August 29, 2003

Rednet (a comprehensive network station of Hunan Provincial Party

Committee and Government) (http://www,rednet,com,cn)

March 10,2003

Jxnews (sponsored by Jiangxi Daily) (http://www.jxnews.com.cn/)

Information Daly (a comprehensive daily for information in Jiangxi

Province)

August 28, 2003

August 28, 2003

China Jiangxi Network Station (http://www.jxcn.cn)

August 28, 2003

Xinhuanet Jiangxi Channel Network (http://www.j x.xinhuanet.com)

August 2 8, qnnq LUUJ I (httu://www.sh.xinhuanet.coml

Xinhuanet Shanghai Channel Network Station

Sept. 10,2003

Sept. 10,2003

Sept. 10,2003

January, 2004

January, 2004

January, 2004

January, 2004

February 1, 2004

China Transportation Broadcasting Network Station

(http://www,eroute,com.cn/)

Changsha Evening Paper (a comprehensive daily which has the most

influence in Hunan Province)

Csonline (a network station of Changsha Evening Paper)

(http://csonline.com.cn)

Libraries in Quzhou, Jinhua and Zhuji Cities in Zhejiang Province, Nanchang, Shangrao, Yingtan, Xinyu, Yichun and Pingxiang Cities in Jiangxi Province, and Zhuzhou City in Hunan Province

Reference libraries of Shanghai Railway Bureau, Nanchang Railway Bureau,

Guangzhou Railway Group ZheGanLine Railway Construction Directorate

Network Station of Second Survey and Design Institute of China Railways

Network Station of World Bank (China)

Jiangxi Daily

Report “Railway Authority is to invest 9,000,000,000 RMB to Electrification Renovation of

ZheGanLine Railway” Report “Nearly 10,000,000,000 RMB is to invest to ZheGanLine

Railway, 6 hours from Nanchang - to Hangzhou”

Report “Nearly 10,000,000,000 RM-B is to invest to ZheGanLine

Railway, 6 hours from Nanchang - to Hangzhou”

Report “ZheGanLine Railway Electrification Speedup

Renovation” Report “ZheGanLine Railway

Electrification Speedup Renovation, 1 kilometedl minute is to

speedup” Report “ZheGanLine Railway

Electrification Speedup Renovation”

Report “ZheGanLine Railway begin Electrification Speedup

Renovation”

Report on Changsha Evening Paper A7 “ZheGanLine Railway Begin Implementation of Electrification

Speedup Renovation” Report “ZheGanLine Railway

Begin Implementation of Electrification Speedup

Renovation”

Environment Assessment Abstract

Environment Assessment Abstract, Administration Environment Program and Environment

Assessment Report Environment Assessment Brief

Introduction Environment Assessment Brief

Introduction “ZheGanLine Railway Begin

Implementation of Electrification Speedup Renovation” and

Information Proclamation of

THE SECOhD SLRVER B DESION IhSTITUTE OF RAILWAYS 49

EA Summy on Reconstructed aejiang-Jiangxi Railway Electrification Speedup Renovation h o j e c t

Hunan Daily February 1, 2004

Zhejiang Daily February 1, 2004

“ZheGanLine Railway Begin Implementation of Electrification

Speedup Renovation” and Information Proclamation of

Environment Protection “ZheGanLine Railway Begin

Implementation of Electrification Speedup Renovation” and

Information Proclamation of Environment Protection

THE SEC0h.D SURVER & DESlOh IVSTITLTE OF RAILWAYS 50

E4 Suainary on Reconstructed Zhe j i m J i a n e i Railway Electrification Speedup Renovation Project

Translation and edition cost of EIA report

9. Estimated Investment on Environment Protection

55 Preparation and translation cost of EIA report

Training of full and part time environmental protection staff 15

Table 9-1 Estimated Investment on Environment Protection

Environment monitoring and control cost

cost

- time environmental protection staff 10

during operation period.

Environmental supervision and control during construction period

Based on 150 60 thousand

Yuadvear

Environment a1 Protection Items I

Total

Content

I 43409.2 I

I thousand (Ten I Remarks Yuan)

I I I

during construction period. Staff training Training of additional full and part I

Cultural property ~~

protection Excavation cost per actual cost that are

The estimated environment protection cost for the Project is RMB 434.092 million Yuan and the total project construction cost is RMB 13.94 billion Yuan. The environmental protection cost accounts for 3.1% of the total project investment.

THE SECOUD SURVER Q DESlGh IUSTITUTE OF RAILWAYS 51

EA S m y on Reconstructed Bejiang-Jiangxi Railway Electrification Speedup Renovation Project

10. Conclusions

The ZheGanLine Railway is the most important, westward running artery that runs east-to-west to the south of Yangtze River. The line is an important component of a multidirectional framework system, in which, 8 state trunk lines go down from the north to the south and another 8 extend from the east to the west. It is also an important component of an express passenger transport system of China, in which 4 lines go down from the north to the south and another 4 extend from the east to the west. The two systems also handle most of the material and personnel interchange in the regions of East, South and Southwest China. The ZheGanLine Railway, together with the Beijing to Kowloon Railway, forms the fastest and most convenient landway route between the Yangtze River Delta and the Pearl River Delta. Therefore, the ZheGanLine Railway will play an important role in strengthening the contacts between the eastern and western regions as well as the contacts between east China and south China in addition to the internal contacts within east China. The railway will also promote the related economic development along the line and carry out the Western Development Strategy as well as narrow the gaps between the eastern and western regions.

The construction and operation of the railway will result in a number of negative impacts to the physical and socio-economic environment in the project areas. These impacts include damages to the ecosystem, permanent occupation of land, impacts on vegetation and agriculture, increased soil erosion, increased noise along both sides of the railway alignment (particularly in the sensitive receptors), community severance, health and safety of local residents, water quality and irrigation systems, and resettlement of residents impacted by land acquisition and removal. Some of these impacts can be significant.

However, with the adaptation mitigation measures designed specifically for the negative impacts, the impacts will be prevented, reduced, mitigated or otherwise compensated. Furthermore, an EMP involving environmental management and supervision organizations, environmental monitoring, institutional strengthening and personnel training will be established to ensure the implementation of the environmental protection work of the Project. The effective implementation of the environmental protection measures and the high-efficiency operation of the environmental management system will reduce the negative impacts of this Project to within acceptable levels. The Project is environmentally acceptable and feasible when mitigation measures and the EMP are implemented effectively.

52 THE SECOND SURVER & DESIGU INSTITLTE OF RAILWAYS