Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Environmental Impact Report Owner: Chuzhou-Nanjing Intercity Railway Development and Construction Co., Ltd. Environmental Assessor: China Railway SIYUAN Survey and Design Group Co., Ltd. May 2019 Wuhan 1 Environmental Impact Report Chapter 1 Overview 1.1 Project background and significance (1) Project background The Chuzhou-Nanjing Intercity Railway, passing through Chuzhou, Anhui and Nanjing, Jiangsu, is located at the edge of the Yangtze River delta, connecting the southeastern coastal areas and central and western inland regions. The urban integration development of Chuzhou and Nanjing has now been the local trend of future development. With the establishment of national Jiangbei New Area of Nanjing, Chuzhou has ushered in a new opportunity for development. In September 2015, the National Development and Reform Commission (NDRC) released FGJC [2015] No.2182 Document to approve the Construction Planning (2015-2020) of Wanjiang Intercity Railway (Construction Planning) and propose to construct this Project, i.e. Chuzhou-Nanjing section of Bozhou-Bengbu-Chuzhou-Nanjing Intercity Railway. Chuzhou-Nanjing Intercity Railway Legend Chuzhou-Nanjing Intercity Railway Figure 1.1-1 Line Location Diagram 2 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ (2) Construction significance Upon the completion of the Project, it only takes about 40min from Chuzhou to Nanjing, with the time and space length between them greatly reduced. Besides, the linkage between Chuzhou (Wanjiang Economic Belt) and Nanjing will be enhanced and the attraction of Nanjing to the surrounding cities outside the province strengthened. Thus, the regional integration will be stimulated. (3) Project objectives In accordance with the related laws, regulations, policies and standards of China and the related policies and EIA procedures of the World Bank, the positive environmental impact brought about by the construction of the Project is reviewed and commented; the potential adverse impact on environment is identified, screened and predicted; the mitigation measures and environmental & social management measures against the major negative environmental impact are specially proposed to lay the basis for the independent assessment by the World Bank and make available the decision-making and management foundation to the comprehensive management department and environment management department of the government. 1.2 Overview of environmental impact report (EIR) According to the Notice on Strengthening the EIA Administration of the Loan Construction Projects of International Finance Organizations (HJ[1993]No.324) and the Safeguard Policies of the World Bank (Environmental Assessment (OP4.01)), this Project is defined as Class A based on the identification and screening results of its environment assessment factors. Therefore, the related EIR must be prepared as per the content and scope specified for the Class A project. Chuzhou-Nanjing Intercity Railway Development & Construction Co., Ltd. (the Executing Agency of the Project) entrusts China Railway Siyuan Survey and Design Group Co., Ltd. with the EIA works of the Project. Upon accepting the commission, we have carried out the site survey, data collection, environmental quality monitoring and public engagement, etc. In accordance with the related laws, regulations and technical guidance on environmental assessment of China and the related requirements under the World Bank Operation Manual - Environmental Assessment, the Environmental Impact Report of the World Bank Loan Project of Chuzhou-Nanjing Intercity Railway has been prepared. 3 Environmental Impact Report 1.3 Basis of preparation The preparation basis of the Project mainly includes the Law of the People's Republic of China on Environmental Impact Assessment , the Regulations on the Administration of Environmental Protection for Construction Projects , the Notice on Strengthening the EIA Administration of the Loan Construction Projects of International Finance Organizations and the Safeguard Policies of the World Bank. The environmental assessment is carried out in accordance with the related laws, regulations and standards of China and the related policies of the World Bank. 1.3.1 Related laws and regulations on environmental protection of China (1) Environmental Protection Law of the People’s Republic of China (2014 revision); (2) Law of the People's Republic of China on Environmental Impact Assessment (2018 revision); (3) Law of the People's Republic of China on the Prevention and Control of Atmospheric Pollution (2018 revision); (4) Law of the People's Republic of China on the Prevention and Control of Ambient Noise Pollution (2018 revision); (5) Law of the People's Republic of China on the Prevention and Control of Water Pollution (2017 revision); (6) Law of the People's Republic of China on Prevention of Environmental Pollution Caused by Solid Waste (2015 revision); (7) Law of the People's Republic of China on Water and Soil Conservation (2011 revision); (8) Law of the People's Republic of China on the Protection of Cultural Relics (2017 revision); (9) Law of the People's Republic of China on the Protection of Wildlife (2018 revision); (10) Regulations of the People’s Republic of China on the Protection of Wild Plants (2017 revision); (11) Regulations on the Administration of Construction Project Environmental Protection (2017 revision); (12) Measures on the Administration of Electromagnetic Radiation 4 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Environmental Protection (1997); (13) Catalogue for the Classified Administration of Environmental Impact Assessments for Construction Projects (2018 revision); (14) Measures for the Public Participation and Administration of Environmental Impact Assessment (2019); (15) Regulations of Anhui Province on the Environmental Protection (2018 revision); (16) Regulations of Anhui Province on the Prevention and Control of Atmospheric Pollution (2015); (17) Notice on the Issuing the Regulations on the Implementation of the Construction Engineering Dust Pollution Prevention and Control of Chuzhou (JG [2014] No.87); (18) Notice of the People’s Government of Chuzhou on Issuing the Implementation Scheme of the Atmospheric Pollution Prevention and Control Plan of Chuzhou (CZ [2014] No.21); (19) Measures for the Administration of Urban Construction Waste Disposal of Chuzhou (CZ [2015] No.4); (20) Regulations of Jiangsu Province on the Prevention and Control of Ambient Noise Pollution (2018); (21) Regulations of Jiangsu Province on the Prevention and Control of Atmospheric Pollution (2018); (22) Measures for the Prevention and Control of Dust Pollution of Nanjing (2013); (23) Adjustment Scheme of Regionalizing Environmental Noise Function of Nanjing (NZF [2014] No.34); (24) Notice on Strengthening the EIA Administration of the Loan Construction Projects of International Finance Organizations (HJ [1993] No.324); (25) Notice on Further Strengthening the Administration of the Loan Construction Projects of International Finance Organizations issued by the NDRC (FGWZ [1998] No.1269). 1.3.2 Technical Guidelines and Specifications of EIA (1) Technical Guidelines for Environmental Impact Assessment - General Principle (HJ2.1-2016); 5 Environmental Impact Report (2) Technical Guidelines for Environmental Impact Assessment - Urban Rail Transit (HJ453-2018); (3) Technical Guidelines for Environmental Impact Assessment - Atmospheric Environment (HJ2.2-2018); (4) Technical Guidelines for Environmental Impact Assessment - Surface Water Environment (HJ2.3-2018); (5) Technical Guidelines for Environmental Impact Assessment - Groundwater Environment (HJ610-2016); (6) Technical Guidelines for Noise Impact Assessment (HJ2.4-2009); (7) Technical Guidelines for Environmental Impact Assessment - Ecological Impact (HJ19-2011); (8) Technical Guidelines for Environmental Risk Assessment on Projects (HJ169-2018); (9) Technical Specifications for Regionalizing Environmental Noise Function (GB/T15190-2014); (10) Technical Guidelines for Environmental Impact Assessment - Power Transmission Project (HJ24-2014); (11) Guideline on Management of Radioactive Environmental Protection - Methods and Standards for Environmental Impact Assessment of Electromagnetic Radiation (HJ/T10.3-1996); (12) Specification for Environmental Protection of Catering Trade (HJ554-2010); (13) Technical Guidelines for Environmental Noise and Vibration Control Engineering (HJ2034-2013); (14) Controlling Limits for Electromagnetic Environment (GB8702-2014). 1.3.3 Design documents of project (1) Engineering Feasibility Study Report of Chuzhou-Nanjing Intercity Railway (Chuzhou Section) (China Railway Siyuan Survey and Design Group Co., Ltd., Oct. 2017); (2) Overall Design of Chuzhou-Nanjing Intercity Railway (China Railway Siyuan Survey and Design Group Co., Ltd., Sep. 2018); (3) Preliminary Design of Phase I Project of Chuzhou-Nanjing Intercity Railway (China Railway Siyuan Survey and Design Group Co., Ltd., Nov. 2018); 6 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ (4) Social Assessment Report of Chuzhou-Nanjing Intercity Railway (Hohai University, Apr. 2019). 1.3.4 Safeguard Policies and Guidelines of the World Bank The assessment has analyzed the correlation between the Project and the safeguard policies/procedures of the World Bank. Please refer to Table 1.3-1 below for the results. Table 1.3-1 Analysis on the Correlation between the Project and the Safeguard Policies of the World Bank The World Bank’s business Related Cause of relation policies/procedures or not Related. The Project has a great range of influence and the certain impact on environment will be caused during both the OP/BP4.01 Environmental construction period and the operation period. Therefore, the √ Assessment environmental impact assessment is required. According to the environmental screening results, the Project is defined as a Class A project. Not related. No natural habitat is within the assessment scope OP/BP4.04 Natural Habitats × of the Project. Not related. The Project will neither cause any impact on the OP/BP 4.36 Forestry × forest health and quality nor impair the interests of the forest owners and the symbiosis between them and the forest. Not related. The Project requires of no insecticide and OP/BP 4.09 Pest × pesticide application equipment and is not related to the pest Management management policies. Related. The graveyard will be occupied for the purpose of the OP/BP 4.11 Physical Cultural √ Project. The underground cultural relics may be found during Resources the construction period. Not related. The project site is not an area of aborigines or OP/BP 4.10 Minority × minorities. OP/BP 4.12 Involuntary Related. The land will be temporarily or permanently occupied √ Resettlement for the purpose of engineering construction. Not related. The Project involves no and is independent of any OP/BP 4.37 Dam Safety × dam in being or under construction. Not related. The project site is located in Chuzhou (Anhui OP/BP 7.50 International × Province) and Nanjing (Jiangsu Province) and is free of any Waters international waters. OP/BP 7.60 Disputed × Not related. The project site is free of any disputed regions. Regions BP17.50 Information Related. The EIA documents of the Project are open to public √ Disclosure consultation and information disclosure. The General EHS Guidelines of the International Finance √ Applicable to the Project. Corporation (IFC) The General EHS Guidelines for Water and Sanitation of the √ Applicable to the Project. International Finance Corporation The General EHS Guidelines for Waste Management √ Applicable to the Project. Facilities of the International Finance Corporation The Performance Standards √ Applicable to the Project. on Social and Environmental 7 Environmental Impact Report Sustainability of the International Finance Corporation The OP/BP4.01, OP/BP 4.11, OP/BP 4.12 and BP17.50 under the Safeguard Policies/Procedures of the World Bank are applicable to the Project, with the IFC’sGeneral Environment, Health and Safety Guidelines (General EHS Guidelines), General EHS Guidelines for Water and Sanitation, General EHS Guidelines for Waste Management Facilities and Performance Standards on Social and Environmental Sustainability as the technical references of the Project. 8 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ 1.4 Regionalizing Environmental Function 1.4.1 Regionalizing Environmental Noise Function Refer to Figure 1.4-1 and 1.4-2 for the regionalizing environmental noise function along Chuzhou Section and Nanjing Section. Regionalizing Environmental Noise Function Diagram of Chuzhou Demonstration Park Station Suzhou-Chuzhou - Nanjing North Industrial Park Railway Station Station Youyi Road Station Fengyang Road North Station Longpan Avenue Station City Hall Station Vocational and Technical College Station Legend: Class 0 area Chuyang Road South Station Class 1 area Class 2 area Class 3 area Chuzhou High-speed Railway Station Route position of the Project Hongwu Road Stabling Yard 9 Environmental Impact Report Figure 1.4-1 Position Relationship between the Project and the Regionalizing Environmental Noise Function of Chuzhou Legend Class 0 area Class 1 area Class 2 area Class 3 area Prepar ed by: Figure 1.4-2 Position Relationship between the Project and the Regionalizing Environmental Noise Function of Nanjing 1.4.2 Regionalizing Environmental Water Function The surface waters crossed by the Project mainly include Qingliu River (Danzi Zhaoyoufang to Chuhe River estuary), Laihe River (Chuzhou Section), Chuhe River (Chahe River Barrage to joint of Xinzao River and Chuhe River) and Zhuajiashan River (Zhangbao - Pukou Town). According to the regionalizing environmental water function of Anhui Province and the regionalizing environmental surface water function of Jiangsu Province, four rivers above are all of Class IV. Please refer to Table 1.4-1 for details. Table 1.4-1 List of Regionalizing Environmental Water Function of the Project Description Form Water functions Related area Qingliu River Bridge Class IV Transition area Laihe River Bridge Class IV Agricultural water area Chuhe River Bridge Class IV Transition area Zhujiashan River Tunnel Class IV Industrial water area 1.4.3 Regionalizing Ecological Function According to the Regionalizing Ecological Function of Anhui Province, the Chuzhou Section of the Project is classified as II 3-1: the Weifan water system wetland and agricultural ecological functional area of Chuhe River plain of the Chuhe River plain’s agricultural ecological subregion of Jianghuai hilly and downlandecotope, 10 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ with no major ecosystem function protection zone involved. The major local ecological issues are: low-lying Chuhe River plain, poor drainage capacity and high risk of flood and waterlogging. According to the Regionalizing Major Ecological Protection Function of Jiangsu Province, the Nanjing Section of the Project is located in the northern suburbs of Nanjing. Where, the farmland water network area and urban development zone are along the line, with no major ecosystem function protection zone involved. 1.4.4 Regionalizing Environmental Air Function No regionalizing environmental air function is available for Chuzhou and the Nanjing Section is out of the range of Nanjing’s regionalizing environmental air function. According to the related rules, the Class 2 function shall be referenced for regionalizing the environmental air function along the line. 1.5 Assessment Grade (1) Eco-environment assessment grade The Project occupies a land area of less than 2 km2 and the line is shorter than 50 km, with no major ecologically sensitive region (e.g. tourist attraction and forest park) involved. According to the Technical Guidelines for Environmental Impact Assessment - Ecological Impact (HJ19-2011), the ecological impact assessment shall be of Grade 3. (2) Environmental noise assessment grade Upon the completion of the Project, the ambient noise level in the noise areas at both sides of the ground line, underground wind pavilion and cooling tower is significantly increased (by mostly more than 5dB (A)), with definitely more population exposed to the noise. According to Technical Guidelines for Noise Impact Assessment (HJ2.4-2009), the environmental noise assessment shall be of Grade 1. (3) Environmental vibration assessment grade Before and after the operation of the Project, the variation of the sensitive structures’ vibration level within the scope of assessment is generally more than 5dB. According to the Technical Guidelines for Environmental Impact Assessment - Urban Rail Transit (HJ453-2018), the environmental vibration assessment shall be of Grade 1. (4) Environmental surface water assessment grade 11 Environmental Impact Report The total sewage discharge of the Project is 324.8m 3/d, which is less than 1,000m3/d and shared by the draining exits of the vehicle depots, stabling yards, control centers and stations along the line. The pollutant in the sewage discharged is mainly non-persistent. The water quality parameters required of concentration prediction is less than 10. Therefore, the complexity of the sewage quality is “medium�. According to the Technical Guidelines for Environmental Impact Assessment - Surface Water Environment (HT/J2.3-93) and the Technical Guidelines for Environmental Impact Assessment - Urban Rail Transit (HJ453-2018), only the analysis on surface water environment is required. (5) Groundwater assessment grade According to Appendix A to the Technical Guidelines for Environmental Impact Assessment - Groundwater Environment (HJ610-2016), the maintenance section is of Class III and the rest is of Class IV for the railway project. For the purpose of the Project, no sensitive area or relatively sensitive area of groundwater (e.g. centralized and potential conservation area of drinking water source) is involved. According to the measures on groundwater EIA grading for Class IV construction projects, the groundwater assessment shall be of Grade 3. Table 1.5-1 Groundwater Assessment Grades Category Class I projects Class II projects Class III projects Sensitivity Sensitive I II II Relatively sensitive I II III Insensitive III III III (6) Environmental air assessment grade The trains of the Project are driven by EMU and free of exhaust emission. The surrounding residents may only suffer from the unpleasant odor from the wind pavilion of the underground station. During the construction period, the dust pollution constitutes the major impact factor. Therefore, only the analysis on the atmospheric environment impact is required. 1.6 Assessment Standards This EIA will compare and analyze the pollutant control standards and requirements specified by the domestic environment quality standards and pollution discharge standards applicable to the Project and the General EHS Guidelines 12 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ released by the World Bank. The stricter one will be the basis for monitoring and assessment. 1.6.1 Environment Quality Standards 1. Environment noise quality standards According to the Regionalizing Noise Function of Chuzhou (2012-2020) and the Adjustment Scheme of Regionalizing Environmental Noise Function of Nanjing (NZF [2014] No. 34), there are mainly the Class 1 areas, Class 2 areas, Class 3 areas and Class 4 areas along the line. Please refer to Table 1.6-1 for the environmental quality standards for noise applicable to the line. 13 Environmental Impact Report Table 1.6-1 Environmental Quality Standards for Noise Applicable to the Line Categories and Standards standard values of Scope of application functions The Class 4a area includes: the structures at both sides of Linhongwu Road, Fengle Avenue, Xijian Road, Longpan Avenue, Huizhou Road, National Road G104, etc.: (1) the street-facing buildings of 3 storeys or more and the area Standards for of the first row of buildings towards the road; Class 4a area: (2) In Chuzhou: the street-facing buildings of less than 3 storeys 70dB (A) in (including the open land). For example, if it is adjacent to an area daytime of Class 1, 2 or 3, the area within 50m, 35m or 20m respectively 55dB (A) at night from the road boundary shall be counted. In Nanjing: the street-facing buildings of less than 3 storeys (including the open land). For example, if it is adjacent to an area of Class 1, 2 or 3, the area within 50m, 35m or 25m respectively from the road boundary shall be counted. The Class 4b area includes: Environmental In Chuzhou: the area within a certain distance from the land for Quality the proposed Chuzhou-Nanjing Intercity Railway: for example, if it Standards for Standards for is adjacent to an area of Class 1, 2 or 3, the area within 80m, 65m Noise (GB3096 Class 4b area: or 50m respectively from the center line of outer rail shall be -2008) 70dB (A) in counted. daytime In Nanjing: the area within a certain distance from the land for the 60dB (A) at night proposed Chuzhou-Nanjing Intercity Railway: for example, if it is adjacent to an area of Class 1, 2 or 3, the area within 80m, 65m or 55m respectively from the center line of outer rail shall be counted. The Class 1 area includes: (1) The area from Longxing Road to Jingzi Road (DK4+900~DK5+800) and at the right side of Xijian Road; Standards for (2) The area from Jingzi Road to Dongpo Road Class 1 area: (DK5+800~DK6+900) and at both sides of Xijian Road; 55dB (A) in (3) The area from Dongpo Road to Fengle Avenue daytime (DK6+900~DK7+700) and at both sides of Xijian Road and 45dB (A) at night Longpan Avenue; (4) The area from Zhongdu Avenue to Nanqiao Road (DK10+100~DK10+650) and at the left side of Longpan Avenue. 14 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ The Class 2 area includes: (1) The area from the start to Yongle Road (DK0+000~DK0+900) and at the right side of Hongwu Road; (2) The area from Hongwu Road to Hengfeng Road (DK2+400~DK4+300) and at the left side of Fengle Avenue; (3) The area at both sides from Hengfeng Road to Longxing Road (DK4+300~DK4+900); (4) The area from Longxing Road to Jingzi Road (DK4+900~DK5+580) and at the left side of Xijian Road; Standards for (5) The area from Fengle Avenue to Zhongdu Avenue Class 2 area: (DK7+700~DK10+100) and at both sides of Longpan Avenue; 60dB (A) in (6) The area from Zhongdu Avenue to Nanqiao Road daytime (DK10+100~DK10+650) and at the right side of Longpan Avenue; 50dB (A) at night (7) The area from Nanqiao Road to Jinling Road (DK10+650~DK11+900) and at both sides of Longpan Avenue; (8) The area from Beijing-Shanghai Railway to Zhujiang Road (DK13+600~DK18+000) and at both sides of Longpan Avenue and Huizhou Road; (9) The area at both sides from Nanjing-Qidong Railway to the end (DK53+300~DK54+600); (10) The area from the start of Hongwu Road Stabling yard’s entrance/exit to Rulin Road (CDK0+000~CDK0+850) and at the left side of Hongwu Road. Continued Categories and Standards standard values Scope of application of functions The Class 3 area includes: (1) The area from Yongle Road to Hengfeng Road Standards for (DK0+900~DK4+300) and at the right side of Hongwu Road and Class 3 area: Fengle Avenue; 65dB (A) in (2) The area from Jinling Road to Beijing-Shanghai Railway daytime (DK11+900~DK13+600) and at both sides of Longpan Avenue; 55dB (A) at night (3) The area from Zhujiang Road to Jiuzhou Avenue (DK18+000~DK22+100) and at both sides of Huizhou Road and National Road G104. Environmental The standards for Class 2 areas may be applicable to the area Quality without regionalizing the noise function, including: Standards for (1) The area from the start to Fengle Avenue Noise (GB3096 (DK0+000~DK2+400) and at the left side of Hongwu Road; -2008) (2) The area at both sides from Jiuzhou Avenue to Others: Nanjing-Qidong Railway (DK22+100~DK53+300); 60dB (A) in (3) The area from the start of Hongwu Road Stabling yardLot daytime entrance/exit to Rulin Road (CDK0+000~CDK0+850) and at the 50dB (A) at night right side of Hongwu Road; (4) The area at both sides from Rulin Road at Hongwu Road Stabling Yardentrance/exit to the end (CDK0+850~CDK1+135); (5) The area at both sides from the start of Xiangguan Vehicle depotentrance/exit to the end (CDK0+000~CDK1+647.979); 15 Environmental Impact Report “Notice on the Environmental Noise Related Issues in the Construction Project The special sensitive buildings (including schools and hospitals) in 60dB (A) in Environmental the Class 4 area within the scope are assessed (no noise is daytime Impact controlled at night for a school without any resident student or a 50dB (A) at night Assessment of hospital without an inpatient department) Highway and Railway (Light Rail Inclusive)� (HF [2003] No. 94) Table 1.6-2 Comparison of Environmental Quality Standards for Noise (Unit: dBA) Environmental Quality Standards for Noise (GB3096-2008) EHS guidance value of noise Categories Daytime Nighttime Daytime Nighttime Applicable area of 6:00~ 22:00~ Subject 7:00~ 22:00~ functions 22:00 6:00 22:00 7:00 Residence, medical treatment Residence; and public health, cultural Class 1 55 45 office; cultural 55 45 education, S&T research and education design, office Industry; Residence-business-industry Class 2 60 50 business 70 70 mix area facilities Both sides of arterial traffic Class 4a 70 55 Both sides of railway Class 4b 70 60 Compared with the General EHS Guidelines of the World Bank, the Environmental Quality Standards for Noise (GB3096-2008) regionalizes the function in a more detailed manner. The different quality standards are applicable to the areas of different categories, which are more well-directed. Meanwhile, the Class 1 and 2 standards for the Project are stricter than the General EHS Guidelines. The Class 4a and 4b standards are applicable to the special areas at both sides of arterial traffic and railway only, which are more suitable for the local conditions. Therefore, the Environmental Quality Standards for Noise (GB3096-2008) shall be applicable. 2. Environmental quality standards for vibration The environmental quality standards for vibration is absent in the General EHS Guidelines of the World Bank. Therefore, the EIA standards of China are applicable to the Project, i.e. the functional area where the sensitive points are located is bound by the corresponding standards in the Standard of Environmental Vibration in Urban Area (GB10070-88). Refer to Table 1.6-3 for the specific standard values. 16 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 1.6-3 Standards for Environmental Impact Assessment of Vibration(Unit: dB) Selection Functional area Daytime Nighttime Scope of application basis Residence and cultural Sensitive points in “Class 1� noise 70 67 education area functional area Refer to the Mixing area and Sensitive points in “Class 2� noise 75 72 category of business center functional area noise Industrial concentration Sensitive points in “Class 3� noise 75 72 functional area functional area area Both sides of arterial Sensitive points in “Class 4� noise 75 72 traffic functional area 3. Environmental quality standards for water The environmental quality standards for surface water are absent in the General EHS Guidelines of the World Bank. The existing Environmental Quality Standards for Surface Water (GB3838-2002) of China has defined the different quality standards for different water functions for the purpose of better monitoring and assessment. The water bodies crossed by the Project mainly include Qingliu River, Laihe River, Chuhe River and Zhujiashan River, all of which are subject to the Class IV standards under the Environmental Quality Standards for Surface Water (GB3838-2002). Please refer to Table 1.6-4 for details. Table 1.6-4 Environmental Quality Standards for Surface Water (mg/L, excluding pH) Class IV standards of the Environmental Quality Standards for Basis of standards Surface Water (GB3838-2002). Assessment factors Concentration limit (mg/L) pH 6-9 Dissolved oxygen ≥3 Permanganate index ≤10 COD ≤30 TN ≤1.5 NH3-N ≤1.5 TP ≤0.3 Petroleum ≤0.5 Sulfide ≤0.5 Fecal coliform ≤2,000 Applicable rivers Qingliu River, Laihe River, Chuhe River and Zhujiashan River 17 Environmental Impact Report No function regionalization is available for the groundwater along the line. Therefore, the Class III standards of the Environmental Quality Standards for Groundwater (GB/T14848-93) shall be applicable. Please refer to Table 1.6-5 for details. Table 1.6-5 Environmental Quality Standards for Groundwater (mg/L, pH exclusive) Assessment standards Class III Permanganate index ≤3.0 Ammonia nitrogen ≤0.2 Total hardness ≤450 Chloride ≤250 Sulfate ≤250 Total dissolved solids ≤1000 Nitrate ≤20 Nitrite ≤0.02 Iron ≤0.3 Lead ≤0.05 Total coliform group ≤3.0 4. Ambient air quality standards According to the General EHS Guidelines of the World Bank, the national ambient air quality standards shall be applicable. In case of the absence of such standards, the latest WHO Air Quality Guideline or other reference benchmarks globally recognized shall prevail. The Class II standards under the Ambient Air Quality Standards (GB3095-2012) shall be applicable to the areas along the line. Please refer to Table 1.6-6 for the specific limits. Table 1.6-6 Ambient Air Quality Standards (μg/m3) Concentration limit of Class II standards Item 1h average 24h average Annual average SO2 500 150 60 NO2 200 80 40 TSP - 300 200 PM10 - 150 70 PM2.5 - 75 35 5. Electromagnetic radiation The related public exposure control limits in the Controlling Limits for Electromagnetic Environment (GB8702-2014) are applicable to the power frequency electric field and power frequency magnetic field, i.e.: For the assessment limits, the electric field intensity of power frequency electric field is 4kV/m and the magnetic induction intensity of power frequency is 100μT; According to the previous study results, the 5 grades of damages as 18 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ recommended by the Consultative Committee of International Radio (CCIR), the impact by the running trains on the TV performance is evaluated on the basis of a SNR of no less than 35dB (i.e. normal TV performance). 1.6.2 Pollutant Discharge Standards 1. Noise emission standards The noise standards for construction site and the boundary of industrial enterprise/factory are absent in the EHS Guidelines of the World Bank. Therefore, the Chinese standards for noise emission shall be applicable. The limit of noise on the boundary 30m away from the center line of outer rail is subject to the “Announcement on the Release of the Revised Scheme of Emission Standards and Measurement Methods of Railway Noise on the Boundary Alongside Railway Line (GB12525-90)� (2008 No.38 Announcement of the Former Ministry of Environmental Protection); the factory boundary noise is subject to the Emission Standard for Industrial Enterprises Noise at Boundary (GB12348-2008). The specific category of regionalizing environmental noise function shall prevail. The construction noise is subject to the Emission Standard of Environment Noise for Boundary of Construction Site (GB12523-2011). Please refer to Table 1.6-7 for the specific standard limits of the above emissions. Table 1.6-7 Summary of Noise Emission Standards Emission levels and standard limits Standards Scope of application (unit: dBA) Announcement on the Release of Revised Scheme of Emission Standards and Measurement Limit of noise on the Methods of Railway Noise on the railway boundary 30m Boundary Alongside Railway Line 70 in daytime and 60 at night away from the center (GB12525-90)� (2008 No.38 line of outer rail Announcement of the Former Ministry of Environmental Protection) East, west, south and north boundaries of the 55 in daytime and 45 at Class 1 area main substation of night Chuzhou Vocational and Technical College East, west and south Emission Standard for Industrial boundaries of Hongwu Enterprises Noise at Boundary Road Stabling Yard; (GB12348-2008) 60 in daytime and 50 at boundary of Class 2 area night Xiangguan Vehicle depot; south boundary of the main substation of Xiangguan Town Class 4 area 70 in daytime and 55 at North boundary of 19 Environmental Impact Report night Hongwu Road Stabling Yard; east, west and north boundaries of the main substation of Xiangguan Town Emission Standard of Environment Noise for Boundary of 70 in daytime and 55 at night Construction Site (GB12523-2011) According to the EHS Guidelines, the wastewater drainage shall comply with the national or local discharge standards for sanitary wastewater. The Chinese standards for water pollution discharge and recovery are sound and applicable to this assessment. During the operation period, the Class III standards under the Integrated Wastewater Discharge Standard (GB8978-1996) are applicable to the stations and yards qualified to access the municipal sewage plant; and the car washing or urban landscaping standards under the Reuse of Urban Recycling Water - Water Quality Standard for Urban Miscellaneous Water Consumption (GB/T18920-2002) are applicable to the stations and yards unqualified to access the municipal sewage plant. Please refer to Table 1.6-8 and 1.6-9 for the specific standard limits of emission. Table 1.6-8 Integrated Wastewater Discharge Standard (Unit: mg/L, excluding pH); Pollution factors Concentration limit Scope of application pH 6~9 13 stations (e.g. Chuzhou High-speed SS 400 Railway Station and Chuyang Road BOD5 300 South Station), control center and COD 500 Hongwu Road Stabling Yard Petroleum 30 Table 1.6-9 Standard Limits Specified by the Reuse of Urban Recycling Water - Water Quality Standard for Urban Miscellaneous Water Consumption (Unit: mg/L, excluding pH) Concentration limit Pollution factors Scope of application Urban landscaping Vehicle washing pH 6~9 6~9 Laian South Station, BOD5 20 10 Xiangguan North Station and Xiangguan Town Ammonia nitrogen 20 10 Station and Xiangguan Vehicle Depot 4. Exhaust emission standards The standard limits for fugitive emission and effluvium emission are absent in the EHS Guideline. Therefore, the related Chinese standards for exhaust emission shall be applicable. 20 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ During the construction period, the Class II standards and monitoring concentration limits of fugitive emission specified in Table 2 of the Integrated Emission Standards for Atmospheric Pollutants (GB16397-1996) shall be applicable. Upon the completion of the Project, the oil-smoke generated by Xiangguan Vehicle Depot, Hongwu Road Stabling Yard and the staff canteen of control center shall be controlled as per the Emission Standard of Cooking Fume (Trial) (GB18483-2001). Please refer to Table 1.6-10 for details. Table 1.6-10 Emission Standard of Cooking Fume Scale Small Medium Large Benchmark number of cooking ranges ≥1, <3 ≥3, <6 ≥6 Corresponding total power of cooking ≥1.67, <5.00 ≥5.00, <10 ≥10 ranges (108J/h) Corresponding total projected area of ≥1.1, <3.3 ≥3.3, <6.6 ≥6.6 exhaust hood on cooking surface (m2) Maximum allowable emission 2.0 concentration (mg/m3) Minimum removal rate of purification 60 75 85 equipment (%) Note: benchmark air output of single cooking range: 2,000m3/h uniformly for the large, medium and small sizes 5. Solid wastes During the operation period, the hazardous wastes of stabling yard and vehicle depot shall be identified as per the National Hazardous Waste Inventory and the Identification Standards for Hazardous Wastes (GB5085-2007) and stored and disposed as per the Standard for Pollution Control on Hazardous Waste Storage (GB18597-2001) and its amendment in 2013 (2013 No.36 Announcement). 1.7 Scope and Time Period of Assessment 1.7.1 Scope of Assessment (1) Scope of environmental noise assessment: the area within 50m around the underground station’s wind pavilion, cooling tower and main substation; the area within 200m at both sides of the center line of the outer rail of overhead railway; the sensitive points at 1m and within 150m outside the boundaries of stabling yard and vehicle depots; the sensitive points at 1m and within 100m outside the enclosure of the main substation (110kV). (2) Scope of environmental vibration assessment: 60m at both sides of the center line of outer rail. 21 Environmental Impact Report (3) Scope of water environment assessment: The draining exits of the stations along the line, vehicle depots, stabling yards and control center. (4) Scope of ambient air assessment: 50m around the underground station’s piston wind pavilion and exhaust pavilion. (5) Scope of electromagnetic environment assessment: The assessment scope of TV performance for residents along the line is 50m from the center lines of on-ground outer rails at both sides; the electromagnetic environmental impact assessment scope of the main substation (110kV) is within 30m outside the boundary of the substation. (6) Scope of solid waste assessment: The solid wastes generated by the stations along the line, vehicle depots, stabling yards and control center. (7) Scope of urban ecological environment assessment: The longitudinal scope is equivalent to the engineering design scope; the horizontal scope: in full consideration of the attraction area of the proposed project and the land planning at both sides of the line, the assessment scope is 100m at both sides of the line; 100m outside the boundaries of vehicle depots, stabling yards and temporary sites and within 500m outside the enclosure of the main substation (110kV). 1.7.2 Time Period of Assessment The analysis and assessment are mainly carried out within 2 Time Periods, which are respectively the construction period and operation period. The construction period is from February 2019 to December 2022, which is 46 months in total. For the operation period, the initial term till 2024, short term till 2031 and long term till 2046 1.8 Objectives of Environmental Protection Please refer to Figure 1.8-1 (1)~1.8-1 (10) for the distribution of the points sensitive to noise, vibration, water environment and electromagnetic environment within the assessment scope of the Project. 22 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 1.8-1 (1) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project 23 24 Environmental Impact Report Figure 1.8-1 (2) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 1.8-1 (3) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project 25 26 Environmental Impact Report Figure 1.8-1 (4) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 1.8-1 (5) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project 27 28 Environmental Impact Report Figure 1.8-1 (6) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 1.8-1 (7) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project 29 30 Environmental Impact Report Figure 1.8-1 (8) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 1.8-1 (9) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project 31 32 Environmental Impact Report Figure 1.8-1 (10) Distribution Diagram of Environmental Sensitive Points within the Assessment Scope of the Project Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ 1.8.1 Objects of Environmental Noise and Vibration Protection The objects of environmental noise protection mainly include the both sides of elevated rail, the surroundings of underground station’s environment control equipment (wind pavilion and cooling tower, etc.), the sensitive points (e.g. residential area, school and hospital) around stabling yard, vehicle depot and main substation. There are totally 40 points sensitive to noise within the assessment scope of the Project, 38 of which are located at both sides of the elevated rail and two of which are located around the vehicle depot. Wherein, 36 points are the residential areas, three points are the schools and one point is the hospital. No point sensitive to noise is identified within the assessment scope of underground station’s environment control equipment, main substation and stabling yard. Please refer to Table 1.8-1 for details. 33 Environmental Impact Report Table 1.8-1 List of Distribution of Points Sensitive to Noise along the Line Overview of points sensitive to environmental noise Corresponding project profile Current Scales of different functional areas No. of environmental Administrative Scale within Building Horizontal Elevation sensitive Use Location of corresponding noise region Description assessment Number of Building age Section distance difference Class 4a Class 3 Class 2 Class 1 point function noise source (line) functional scope storeys (m) (m) area Chuzhou High-speed Railway Station ~ Nanqiao 1~3 From 1990s DK1+600~DK1+850 Two N1 Pai Fang 28 households Residence Chuzhou Line 46.2 -11.3 Class 4a/2 26 households District storeys to now Left side households Vocational and Technical College Station Chuzhou High-speed Railway Station ~ Nanqiao 1~2 From 1990s DK2+050~DK2+190 N2 Yaopu Village 10 households Residence Chuzhou Line 72.8 -11.9 Class 2 10 households District storeys to now Left side Vocational and Technical College Station Chuzhou High-speed Railway Station ~ Nanqiao 1~2 From 1990s DK2+300~DK2+710 8 52 N3 Dadun 60 households Residence Chuzhou Line 8.6 -13.3 Class 4a/3 District storeys to now Both sides households households Vocational and Technical College Station Chuzhou High-speed Railway Station ~ Nanqiao Jianghuayuan and 1,170 2~18 DK3+980~DK4+660 950 N4 Residence 2011 Chuzhou Line 88.7 -13.1 Class 3/2 220 households District Dongxiang households storeys Right side households Vocational and Technical College Station Chuzhou 13,000+ Chuzhou Teachers and Vocational and Nanqiao 4~11 DK6+380~DK6+800 teachers N5 Vocational and students Education 2002 Technical College Line 78.6 -7.4 Class 1 District storeys Right side and Technical College 13,000+ Station ~ Longpan students Avenue Station City Hall Station ~ Nanqiao Guxiafan, Wanqiao 1~4 From 1990s Both sides of 100 N6 100 households Residence Youyi Road Line 9.0 -10.8 Class 3 District Village storeys to now DK12+520~DK12+910 households Station City Hall Station ~ Nanqiao 1~3 From 1990s Left side of N7 Zhizihuawang 22 households Residence Youyi Road Line 106.2 -15.5 Class 2 22 households District storeys to now DK13+900~DK14+100 Station City Hall Station ~ Nanqiao From 1990s Left side of N8 Geyoufang 20 households 1 storey Residence Youyi Road Line 145.0 -15.6 Class 2 20 households District to now DK14+900~DK15+230 Station Suzhou-Chuzhou Industrial Park Nanqiao 1,500 15~18 Right side of 1,500 N9 Dongsheng Garden Residence 2014 Station ~ Line 45.9 -13.7 Class 3 District households storeys DK19+500~DK20+000 households Demonstration Park Station Suzhou-Chuzhou Industrial Park Langya 11~18 Left side of 350 N10 Linlouxiaoqu 350 households Residence 2017 Station ~ Line 81.6 -15.0 Class 4a District storeys DK20+300~DK20+440 households Demonstration Park Station 34 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Suzhou-Chuzhou Industrial Park Nanqiao 22~26 Right side of 560 420 N11 Suyuan 980 households Residence 2017 Station ~ Line 59.7 -16.4 Class 4a/3 District storeys DK20+520~DK20+860 households households Demonstration Park Station 300+ teachers Suzhou-Chuzhou 300+ teachers and students, Industrial Park Nanqiao Dawang Junior Right side of and students, with N12 with no resident 3 storeys Education 1965 Station ~ Line 33.5 -11.1 Class 2 District Middle School DK21+020~DK21+100 no resident teacher or Demonstration teacher or student student Park Station Suzhou-Chuzhou 750+ teachers Suzhou-Chuzhou 750+ teachers Branch School of and students, Industrial Park Nanqiao 2~4 Right side of and students, with N13 Nanjing Langya with no resident Education 2015 Station ~ Line 92.2 -11.4 Class 2 District storeys DK21+120~DK21+300 no resident Road Primary teacher or Demonstration teacher or student School student Park Station Demonstration 1~2 From 1990s Park Station ~ Both sides of 23 Laian County N14 Lvying 63 households Residence Line 30.8 -12.9 Class 4a/2 40 households storeys to now Xiangguan North DK24+590~DK24+910 households Station Demonstration Park Station ~ Both sides of Laian County N15 Zhuzhuang 15 households 1 storey Residence 1980s Line 33.9 -13.5 Class 2 15 households Xiangguan North DK26+720~DK26+760 Station Demonstration 1~2 From 1990s Park Station ~ Right side of Two Laian County N16 Luowei 7 households Residence Line 13.0 -13.9 Class 4a/2 5 households storeys to now Xiangguan North DK26+860~DK26+890 households Station Demonstration Zhuyuanzhuang, 1~3 From 1990s Park Station ~ Right side of Laian County N17 15 households Residence Line 81.0 -13.4 Class 2 15 households Panzhuang storeys to now Xiangguan North DK27+100~DK27+800 Station Demonstration 1~2 From 1990s Park Station ~ Left side of Laian County N18 Dazhuang 20 households Residence Line 66.6 -12.5 Class 2 20 households storeys to now Xiangguan North DK28+820~DK29+020 Station Demonstration 1~2 From 1990s Park Station ~ Left side of 1 Laian County N19 Shuangmiaoliu 20 households Residence Line 47.9 -13.3 Class 4a/2 19 households storeys to now Xiangguan North DK29+570~DK29+830 household Station Demonstration 1~2 From 1990s Park Station ~ Right side of 3 Laian County N20 Xiaoliuying 33 households Residence Line 54.0 -10.8 Class 4a/2 30 households storeys to now Xiangguan North DK31+460~DK32+070 households Station 35 Environmental Impact Report Continued Overview of points sensitive to environmental noise Corresponding project profile Current Scales of different functional areas No. of environmental Administrative Scale within Elevation sensitive Number of Use Horizontal distance Location of corresponding noise noise Class region Description assessment Building age Section difference Class 4a Class 3 Class 2 point storeys function (m) source (line) functional 1 scope (m) area Xiangguan North 1~2 From 1990s Two 22 Laian County N21 Pengying 24 households Residence Station ~ Chahe Line 51.3 -24.4 Left side of DK32+700~DK32+940 Class 4a/2 storeys to now households households New Town Station Dianzhuang, Xiangguan North 1~3 From 1990s 5 25 Laian County N22 Xiaobuzhuang and 30 households Residence Station ~ Chahe Line 27.7 -13.2 Both sides of DK33+630~DK33+900 Class 4a/2 storeys to now households households Caoxiaoying New Town Station Xiangguan North 1~2 From 1990s 3 18 Laian County N23 Chengzhuang 21 households Residence Station ~ Chahe Line 40.7 -12.8 Left side of DK34+400~DK34+590 Class 4a/2 storeys to now households households New Town Station Xiangguan North 1~2 From 1990s 3 15 Laian County N24 Jinying 18 households Residence Station ~ Chahe Line 38.3 -12.4 Both sides of DK34+810~DK34+890 Class 4a/2 storeys to now households households New Town Station Xiangguan North 1~3 From 1990s 1 16 Laian County N25 Xiangguan Village 1 17 households Residence Station ~ Chahe Line 48.7 -12.9 Both sides of DK35+630~DK35+980 Class 4a/2 storeys to now household households New Town Station Xiangguan North 1~2 From 1990s 3 8 Laian County N26 Linying 11 households Residence Station ~ Chahe Line 41.1 -13.6 Left side of DK36+500~DK36+610 Class 4a/2 storeys to now households households New Town Station Xiangguan North 1~2 From 1990s 5 10 Laian County N27 Xiangguan Village 2 15 households Residence Station ~ Chahe Line 44.7 -11.2 Right side of DK37+500~DK37+840 Class 4a/2 storeys to now households households New Town Station Xiangguan North 1~2 From 1990s 1 88 Laian County N28 Luozhuang 89 households Residence Station ~ Chahe Line 36.9 -11.2 Right side of DK37+900~DK38+230 Class 4a/2 storeys to now household households New Town Station Xiangguan North 1~3 From 1990s 1 29 Laian County N29 Jinghua 30 households Residence Station ~ Chahe Line 28.4 -10.9 Left side of DK39+350~DK39+480 Class 4a/2 storeys to now household households New Town Station New Town at Xiangguan North 2,230 5~6 430 1,800 Laian County N30 Mingfa North Residence 2013 Station ~ Chahe Line 53.9 -13.4 Both sides of DK39+700~DK40+910 Class 4a/2 households storeys households households Station New Town Station Xiangguan North Kongquecheng, 3,200 22~30 Under 1,200 2,000 Laian County N31 Residence Station ~ Chahe Line 43.8 -16.8 Left side of DK41+600~DK42+050 Class 4a/2 LaianXuefuYinxiang households storeys construction households households New Town Station Country Garden·- Chahe New Town Meiguiyuan, 3,000 3~30 3,000 Laian County N32 Residence 2015 Station ~ Chahe Line 74.8 -12.9 Right side of DK41+720~DK43+630 Class 2 Country Garden·- households storeys households Town Station ChengshiHuayuan The Second Chahe New Town Medical 150+ Laian County N33 People’s Hospital of 150+ sickbeds 5 storeys 2017 Station ~ Chahe Line 83.4 -12.9 Left side of DK42+180~DK42+300 Class 2 care sickbeds Laian County Town Station Chahe New Town 14~28 400 Laian County N34 DuhuiYijing 400 households Residence 2018 Station ~ Chahe Line 92.3 -13.6 Right side of DK44+200~DK44+350 Class 2 storeys households Town Station Chahe New Town 45 Laian County N35 Mengta Kali 45 households 2 storeys Residence 2015 Station ~ Chahe Line 88.2 -13.6 Right side of DK44+450~DK44+610 Class 2 households Town Station Chahe Town 1~6 From 1990s Station - Nanjing 25 80 Laian County N36 Chahe Township 105 households Residence Line 30.9 -15.4 Right side of DK44+800~DK45+500 Class 4a/2 storeys to now North Railway households households Station Chahe Town Jintaiytang – 3~28 12 248 Laian County N37 260 households Residence 2017 Station - Nanjing Line 41.9 -17.4 Left side of DK45+140~DK45+580 Class 4a/2 Yangguangcheng storeys households households North Railway 36 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Station Chahe Town Daqiao Community 1~2 From 1980s Station - Nanjing 150 Nanjing N38 150 households Residence Line 17.1 -23.4 Both sides of DK46+070~DK46+270 Class 2 Road West storeys to now North Railway households Station Entrance/exit depot 1~2 From 1990s Xiangguan line: 15.2m; 18 Laian County N39 Luowei 18 households Residence -9.4 Right side of CDK0+840~CDK1+200 Class 2 storeys to now Vehicle Depot Commissioning line households 62.0m Outside of the eastern boundary: 1~2 From 1990s Xiangguan 6.3m; 20 Laian County N40 Baozhuang 20 households Residence 0 Periodical & temporary repair shed Class 2 storeys to now Vehicle Depot Periodical & households temporary repair shed: 31.6m 37 38 Environmental Impact Report There are totally 40 points sensitive to environmental vibration within the assessment scope along the line, 37 of which are in Chuzhou and three of which are in Nanjing, including one school, five office buildings and 34 residential areas (villages or communities). There are respectively 26 points at both sides of bridge and line and 14 points over the tunnel section. Please refer to Table 1.8-2 for details. Table 1.8-2 List of Distribution of Points Sensitive to Vibration along the Line Position relationship with Overview of sensitive points line Administrativ Line Number of S/N Description Line mileage location Section Minimum Elevation e region form families Numbe horizonta differenc Use Buildin Buildin within r of Structure type l distance e function g age g type assessmen storeys (m) (m) t scope Chuzhou High-spee d Railway Station ~ From Nanqiao Left side of Chuzhou 23 1~3 Residenc Brick-concret V1 Pai Fang Bridge 46.2 -11.3 1990s Ⅱ District DK1+650~DK1+840 Vocational households storeys e e to now and Technical College Station Chuzhou High-spee d Railway Station ~ From Nanqiao Both sides of Chuzhou 50 1~2 Residenc Brick-concret V2 Dadun Bridge 8.6 -13.3 1990s Ⅱ District DK2+300~DK2+710 Vocational households storeys e e to now and Technical College Station Longpan Avenue Nanqiao LongpanHuijin Right side of Tunne 27~30 Residenc V3 Station ~ 57.1 15.9 3 blocks 2010 Framework Ⅰ District g DK8+090~DK8+270 l storeys e City Hall Station Longpan Avenue Nanqiao LongpanXiyua Right side of Tunne 6 Residenc Brick-concret V4 Station ~ 43.7 16.2 2 blocks 2010 Ⅱ District n DK8+290~DK8+410 l storeys e e Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ City Hall Station Longpan Land and Avenue Nanqiao Property Tax Left side of Tunne 4~12 V5 Station ~ 49.6 17.8 1 block Office 2014 Framework Ⅰ District Bureau of DK8+535~DK8+600 l storeys City Hall Chuzhou Station Longpan Entry-Exit Avenue Nanqiao Inspection and Left side of Tunne 5 Brick-concret V6 Station ~ 49.4 19.7 2 blocks Office 2014 Ⅱ District Quarantine of DK8+620~DK8+820 l storeys e City Hall Chuzhou Station Longpan Avenue Nanqiao Right side of Tunne 30 Residenc V7 SainaHepan Station ~ 46.8 27.3 6 blocks 2010 Framework Ⅰ District DK8+900~DK9+180 l storeys e City Hall Station Longpan Avenue Nanqiao Left side of Tunne 18 Residenc V8 TianyiHuafu Station ~ 47.4 29.7 5 blocks 2010 Framework I District DK8+900~DK9+560 l storeys e City Hall Station Longpan Faneng Avenue Nanqiao Right side of Tunne 25 Residenc V9 International Station ~ 47.5 26.8 5 blocks 2012 Framework I District DK9+610~DK10+000 l storeys e City City Hall Station 39 40 Environmental Impact Report Municipal City Hall Bureau of Left side of Station ~ V1 Nanqiao Tunne 10 Quality and DK10+700~DK10+82 Youyi 53.0 19.0 1 block Office 2013 Framework I 0 District l storeys Technology 0 Road Supervision Station Municipal City Hall Administration Left side of Station ~ V1 Nanqiao of Land Tunne 5~11 DK10+620~DK10+72 Youyi 54.4 16.2 1 block Office 2014 Framework I 1 District Resources and l storeys 5 Road House Station Property Continued Position relationship Overview of sensitive points with line Elevatio Number S/ Administrati Line mileage Line Minimum Numb Description Section n of families N ve region location form horizontal er of Use Building Structure Buildin differen within distance storey function age type g type ce assessme (m) s (m) nt scope Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Left side of City Hall 6 V1 Nanqiao Chuzhou Public Tunn Brick-concr DK10+990~DK11+1 Station ~ Youyi 54.2 15.1 1 block storey Office 2014 Ⅱ 2 District Security Bureau el ete 20 Road Station s Left side of City Hall 19~28 V1 Nanqiao Tunn Residen ZuoanXiangsong DK11+230~DK11+5 Station ~ Youyi 47.2 14.6 6 blocks storey 2010 Framework I 3 District el ce 40 Road Station s Both sides of City Hall 80 1~4 From V1 Nanqiao Guxiafan, Bridg Residen Brick-concr DK12+520~DK12+9 Station ~ Youyi 9.0 -10.8 household storey 1990s to Ⅱ 4 District Wanqiao Village e ce ete 10 Road Station s s now Suzhou-Chuzh Right side of ou Industrial 1,224 15~18 V1 Nanqiao Dongsheng Bridg Residen DK19+500~DK20+0 Park Station ~ 45.9 -13.7 household storey 2014 Framework Ⅰ 5 District Garden e ce 00 Demonstration s s Park Station Suzhou-Chuzh Right side of ou Industrial 880 22~26 V1 Nanqiao Bridg Residen Suyuan DK20+520~DK20+8 Park Station ~ 59.7 -16.4 household storey 2017 Framework Ⅰ 6 District e ce 60 Demonstration s s Park Station 300+ teachers Suzhou-Chuzh and Right side of ou Industrial 3 V1 Nanqiao Dawang Junior Bridg students, Educatio Brick-concr DK21+020~DK21+1 Park Station ~ 33.5 -11.1 storey 1965 Ⅱ 7 District Middle School e with no n ete 00 Demonstration s resident Park Station teacher or student Both sides of Demonstration 54 1~2 From V1 Laian Bridg Residen Brick-concr Lvying DK24+620~DK24+9 Park Station ~ 30.8 -12.9 household storey 1990s to Ⅱ 8 County e ce ete 10 XiangguanNort s s now 41 42 Environmental Impact Report Continued Position relationship Overview of sensitive points with line Elevatio Number S/ Administrati Line mileage Line Minimum Numb Description Section n of families N ve region location form horizontal er of Use Building Structure Buildin differen within distance storey function age type g type ce assessme (m) s (m) nt scope h Station Demonstration Both sides of 13 V1 Laian Park Station ~ Bridg 1 Residen Brick-concr Zhuzhuang DK26+720~DK26+7 33.9 -13.5 household 1980s Ⅱ 9 County Xiangguan e storey ce ete 60 s North Station Demonstration Right side of 5 1~2 From V2 Laian Park Station ~ Bridg Residen Brick-concr Luowei DK26+860~DK26+8 13.0 -13.9 household storey 1990s to Ⅱ 0 County Xiangguan e ce ete 90 s s now North Station Demonstration Left side of 12 1~2 From V2 Laian Park Station ~ Bridg Residen Brick-concr Shuangmiaoliu DK29+650~DK29+8 47.9 -13.3 household storey 1990s to Ⅱ 1 County Xiangguan e ce ete 30 s s now North Station Demonstration Right side of 22 1~2 From V2 Laian Park Station ~ Bridg Residen Brick-concr Xiaoliuying DK31+460~DK31+7 54.0 -10.8 household storey 1990s to Ⅱ 2 County Xiangguan e ce ete 70 s s now North Station Xiangguan Left side of 18 1~2 From V2 Laian North Station ~ Bridg Residen Brick-concr Pengying DK32+700~DK32+9 51.3 -24.4 household storey 1990s to Ⅱ 3 County Chahe New e ce ete 40 s s now Town Station Xiangguan Dianzhuang, Both sides of 25 1~3 From V2 Laian North Station ~ Bridg Residen Brick-concr Xiaobuzhuang DK33+630~DK33+9 27.7 -13.2 household storey 1990s to Ⅱ 4 County Chahe New e ce ete and Caoxiaoying 00 s s now Town Station Xiangguan Left side of 15 1~2 From V2 Laian North Station ~ Bridg Residen Brick-concr Chengzhuang DK34+400~DK34+5 40.7 -12.8 household storey 1990s to Ⅱ 5 County Chahe New e ce ete 90 s s now Town Station Continued Position relationship Overview of sensitive points with line Elevatio Number S/ Administrati Line mileage Line Minimum Numb Description Section n of families N ve region location form horizontal er of Use Building Structure Buildin differen within distance storey function age type g type ce assessme (m) s (m) nt scope Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ XiangguanNort Both sides of 13 1~2 From V2 LaianCount h Station ~ Bridg Residen Brick-concr Jinying DK34+810~DK34+8 38.3 -12.4 household storey 1990s to Ⅱ 6 y Chahe New e ce ete 90 s s now Town Station Xiangguan Right side of 10 1~3 From V2 Laian Xiangguan North Station ~ Bridg Residen Brick-concr DK35+630~DK35+7 48.7 -12.9 household storey 1990s to Ⅱ 7 County Village 1 Chahe New e ce ete 70 s s now Town Station Xiangguan Left side of 9 1~2 From V2 Laian North Station ~ Bridg Residen Brick-concr Linying DK36+500~DK36+6 41.1 -13.6 household storey 1990s to Ⅱ 8 County Chahe New e ce ete 10 s s now Town Station Xiangguan Right side of 10 1~2 From V2 Laian Xiangguan North Station ~ Bridg Residen Brick-concr DK37+500~DK37+8 44.7 -11.2 household storey 1990s to Ⅱ 9 County Village 2 Chahe New e ce ete 40 s s now Town Station Xiangguan Right side of 86 1~2 From V3 Laian North Station ~ Bridg Residen Brick-concr Luozhuang DK37+900~DK38+2 36.9 -11.2 household storey 1990s to Ⅱ 0 County Chahe New e ce ete 30 s s now Town Station Xiangguan Left side of 25 1~3 From V3 Laian North Station ~ Bridg Residen Brick-concr Jinghua DK39+350~DK39+4 28.4 -10.9 household storey 1990s to Ⅱ 1 County Chahe New e ce ete 80 s s now Town Station Xiangguan New Town at Both sides of 1,680 5~6 V3 Laian North Station ~ Bridg Residen Brick-concr Mingfa North DK39+700~DK40+9 53.9 -13.4 household storey 2013 Ⅱ 2 County Chahe New e ce ete Station 10 s s Town Station V3 Laian Kongquecheng, Left side of Xiangguan Bridg 3,200 22~30 Residen Under 43.8 -16.8 Framework Ⅰ 3 County LaianXuefuYinxi DK41+600~DK42+0 North Station ~ e household storey ce constructi 43 44 Environmental Impact Report Continued Position relationship Overview of sensitive points with line Elevatio Number S/ Administrati Line mileage Line Minimum Numb Description Section n of families N ve region location form horizontal er of Use Building Structure Buildin differen within distance storey function age type g type ce assessme (m) s (m) nt scope ang 50 Chahe New s s on Town Station Chahe Town Right side of Station - 80 1~6 From V3 Laian Bridg Residen Brick-concr Chahe Township DK44+800~DK45+5 Nanjing North 30.9 -15.4 household storey 1990s to Ⅱ 4 County e ce ete 00 Railway s s now Station Chahe Town Jintaiytang – Left side of Station - 60 3 V3 Laian Bridg Residen Brick-concr Yangguangchen DK45+140~DK45+5 Nanjing North 41.9 -17.4 household storey 2017 Ⅱ 5 County e ce ete g 80 Railway s s Station Chahe Town Pukou Daqiao Left side of Station - 71 1~2 From V3 Bridg Residen Brick-concr District of Community Road DK46+070~DK46+2 Nanjing North 17.1 -23.4 household storey 1980s to Ⅱ 6 e ce ete Nanjing West 70 Railway s s now Station Right side of Entrance/e 18 1~2 From V3 Laian Xiangguan Bridg Residen Brick-concr Luowei CDK0+840~CDK1+ xit depot -9.4 household storey 1990s to Ⅱ 7 County Vehicle Depot e ce ete 200 line 15.2 s s now Chahe Town Pukou Both sides of Station - 60 1~3 From V3 Tunn Residen Brick-concr District of Zaoshuchen DK52+800~DK53+1 Nanjing North 0 26.8 household storey 1980s to Ⅱ 8 el ce ete Nanjing 50 Railway s s now Station Chahe Town Pukou Left side of Station - 10 1~2 From V3 Tunn Residen Brick-concr District of Chali Village DK53+230~DK53+3 Nanjing North 53.0 24.1 household storey 1980s to Ⅱ 9 el ce ete Nanjing 00 Railway s s now Station Continued Position relationship Overview of sensitive points with line Elevatio Number S/ Administrati Line mileage Line Minimum Numb Description Section n of families N ve region location form horizontal er of Use Building Structure Buildin differen within distance storey function age type g type ce assessme (m) s (m) nt scope Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Chahe Town PukouDistri Both sides of Station - 30 1~3 From V4 Tunn Residen Brick-concr ct of Yujiaying DK53+680~DK54+0 Nanjing North 0 12 household storey 1980s to Ⅱ 0 el ce ete Nanjing 20 Railway s s now Station Note:The “-� in the elevation difference column means that it is higher than the sensitive point. Otherwise, it is lower than the sensitive point. 45 Environmental Impact Report 1.8.2 Objects of Ecological Environmental Protection 1. Various ecological preservation areas There is no ecologically sensitive region (e.g. natural reserve, natural/cultural relic, scenic spot and red line for ecological protection) along the line. The ones relatively close to the line are Mount Langya and National Forest Park of Mount Langya (which are overlapped in part). Please refer to Figure 1.8-2 for details. The line is about 450m from the boundary of the National Forest Park of Mount Langya and about 310m from the boundary of Mount Langya. Boundary of forest park Boundary of scenic spot 450m 310m Figure 1.8-2 Position Relationship (Partial) of the Project and Mount Langya and Mount Langya National Forest Park 2. Rare and endangered animals and ancient and famous trees The Project is located in the downtown area and town area. The site survey and the consultation with the local forestry sectors indicate neither any rare and endangered animals nor ancient and famous trees in the assessment scope of the Project. 3. Cultural relics and historical buildings According to the site survey and the consultation with the local authorities of 46 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ cultural relics, no cultural relic or historical building is identified in the assessment scope of the Project. 4. Tangible cultural heritage There are 152 tombs (52 earth graves and 100 cement graves) in the land occupied by Xiangguan Vehicle Depot of the Project. 1.8.3 Objects of Water Environment Protection 1. Water environment The major sensitive water environment involved in the Project includes Qingliu River, Laihe River, Chuhe River and Zhujiashan River, all of which are the surface rivers. Please refer to Table 1.8-4 for the position relationship of the Project and the four rivers above. Table 1.8-4 List of Objects of Water Environment Protection Bed width at Regionalizing River Center chainage Railroad section Line form the cross function location Fengyang Road North Class IV, transition Qingliu River DK15+355.8 Station~Youyi Road Bridge 30 m area Station Demonstration Park Class IV, Laihe River DK26+790.0 Station~Laian South Bridge 50 m agricultural water Station area Chahe Town Class IV, transition Chuhe River DK45+650.0 Station~Beidou Bridge 100 m area Industrial Park Station Beidou Industrial Park Zhujiashan Class IV, industrial DK50+097.8 Station~Nanjing North Tunnel 12m River water area Railway Station 2. Water source conservation area No drinking water source conservation area is along the line. 1.8.4 Objects of Electromagnetic Environmental Protection All sensitive points around the main substation and the sensitive points with the TV performance affected at both sides of the elevated rail are included. The site survey indicates no sensitive point around two main substations (110kV) newly built. Please refer to Table 1.8-5 for the TV performance sensitive points at both sides of the elevated rail. 47 Environmental Impact Report Table 1.8-5 TV Performance Sensitive Points along the Line Minimum TV access Description of horizontal Scale S/N Location of sensitive point rate sensitive point distance (Family) (%) (m) E1 Pai Fang Left side of DK1+650~DK1+840 46.2 23 100 E2 Dadun Both sides of DK2+300~DK2+710 8.6 50 100 Guxiafan, Wanqiao Both sides of E3 9.0 80 100 Village DK12+520~DK12+910 Right side of E4 Dongsheng Garden 45.9 1224 100 DK19+500~DK20+000 300+ Dawang Junior Right side of teachers E5 33.5 100 Middle School DK21+020~DK21+100 and students Both sides of E6 Lvying 30.8 54 100 DK24+620~DK24+910 Both sides of E7 Zhuzhuang 33.9 13 100 DK26+720~DK26+760 Right side of E8 Luowei 13.0 5 100 DK26+860~DK26+890 E9 Shuangmiaoliu Left side of DK29+650~DK29+830 47.9 12 100 Dianzhuang, Both sides of E10 Xiaobuzhuang and 27.7 25 100 DK33+630~DK33+900 Caoxiaoying E11 Chengzhuang Left side of DK34+400~DK34+590 40.7 15 100 Both sides of E12 Jinying 38.3 13 100 DK34+810~DK34+890 Xiangguan Village Right side of E13 48.7 10 100 1 DK35+630~DK35+770 E14 Linying Left side of DK36+500~DK36+610 41.1 9 100 Right side of E15 Luozhuang 36.9 86 100 DK37+900~DK38+230 E16 Jinghua Left side of DK39+350~DK39+480 28.4 25 100 Kongquecheng, E17 LaianXuefuYinxian Left side of DK41+600~DK42+050 43.8 3200 100 g Right side of E18 Chahe Township 30.9 80 100 DK44+800~DK45+500 Jintaiytang – E19 Left side of DK45+140~DK45+580 41.9 60 100 Yangguangcheng Daqiao Community E20 Left side of DK46+070~DK46+270 17.1 71 100 Road West Right side of E21 Luowei 15.2 18 100 CDK0+840~CDK1+200 48 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Chapter 2 Project Description 2.1 Basic Information of Project Project name: Chuzhou-Nanjing Intercity Railway Project site: Chuzhou City and Nanjing City Investment: The total investment is estimated to be RMB 15,641,110,500.00. The Employer: Chuzhou-Nanjing Intercity Railway Development & Construction Co., Ltd. Please refer to Figure 2.1-1 and Figure 2.2-2 for the horizontal and vertical section diagrams of the Line: 49 50 Environmental Impact Report Route Direction Diagram of Chuzhou-Nanjing Intercity Railway Demonstration Park Station Laian South Suzhou-Chuzho Station u Industrial Park Xiangguan Station North Station Youyi Road Station City Hall Vehicle Depot Longpan Station Avenue Station Fengyang Road North Xiangguan Vocational Town Station and Station Chahe New Technical Town Station Chuyang College Road South Chahe Town Station Station Station Beidou Chuzhou Industrial Park High-speed Station Railway Station Nanjing North Railway Station Legend Chuzhou Section of Chuzhou-Nanjing Nnajing Section of Intercity Railway Chuzhou-Nanjing Transfer Intercity Control center Railway station General Main substation station Reserved station Figure 2.2-1 Horizontal Section Diagram of Route Chuyang Road South Station (reserved) Suzhou-Chuzho u Industrial Park Chahe New Vocational Xiangguan Chuzhou Fengyang Road Station Town Station and Technical North Station High-speed Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ North Station Demonstrati Railway College Laian South Station Xiangguan Town Station Longpan Youyi Road on Park Chahe Town Station (reserved) Station Beidou Industrial Avenue Station Station Station Park Station Station City Hall Nanjing North Station Railway Station Figure 2.2-2 Vertical Section Diagram of Route 51 Environmental Impact Report The major route directions: The line starts from Chuzhou High-speed Railway Station in Anhui Province, goes along Hongwu Road, Fengle Avenue, Xijian Road, Longpan Avenue, Huizhou Road, Yangzi Road and G104 and finally ends at Nanjing North Railway Station under planning. It passes by Chuzhou downtown, Suzhou-Chuzhou Industrial Park, Laian County and Pukou District of Nanjing and is divided by Chuhe River into the Chuzhou Section and Nanjing Section. The line is about 54.4 km in length with 16 stations, including 3 underground ones and 13 elevated ones. For the whole line, one yard is set for one section, Where, Xiangguan Vehicle Depot is set at the north of Xiangguan Town, the Hongwu Road Stabling Yard is set between the Start (Hongwu Road) and Beijing-Shanghai High-speed Rail (reserved for far date); two main substations are set respectively around Chuzhou Vocational and Technical College Station and Xiangguan Town Station; one control center is set at southeast of the intersection of Huizhou Road and Yangzi Road. Please refer to Table 2.1-1 for the major engineering composition and refer to Figure 2.2-3 and Figure 2.2-4 (1)~(10) for the plan sketches of the main works and temporary works. 52 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 2.1-1 List of Engineering Composition Categor Description Specific contents y The line is 54.4km in total length and consists of Chuzhou Section and Nanjing Section. Wherein, Chuzhou Section is 46.255km in length, including the Railway underground part of 5.648km, the elevated part of 40.448km and the ground part project of 0.159km; Nanjing Section is 8.145km in length, including the underground part of 2.14km, the elevated part of 5.93km and the ground part of 0.075km. There are total 16 stations for the whole line, 3 of which are underground (Longpan Avenue Station, City Hall Station and Nanjing North Railway Station) Stations and 13 of which are elevated. There are 14 stations (2 underground and 12 elevated) for Chuzhou Section and 2 stations (1 underground and 1 elevated) for Nanjing Section. Vehicle 1, Xiangguan Vehicle Depot, located at the south of the National Road G104, Depot and Gaogangliu Village and its surroundings, with a land area of about 27.2ha. The Main Entrance/e Vehicle Depot is connected at Xiangguan North Station and the Entrance/exit works xit depot depot line is about 1.4km in length. line Stabling 1, Hongwu Road Stabling Yard as reserved for far date, located between Hongwu yard and Road and Beijing-Shanghai High-speed Rail and at the east of Rulin Road South. Entrance/e The land area is about 14.8ha. The Entrance/exit depot line is about 1.2km in xit depot length. line 2, main substation of Chuzhou Vocational and Technical College Station and Main main substation of Xiangguan Town, 110kV, with the installed capacity of substation 2×16MVA. 1, located at the southeast of the intersection of Huizhou Road and Yangzi Road Control (G104), with a land area of about 30mu, which is close to Suzhou-Chuzhou center Industrial Park Station. Now, the plot is vacant. The total building area is 58000m 2. 1, Hucao Lane Borrow Area. It is located at the northeast quadrant of the intersection of Shiji Avenue and Huizhou Avenue in Nanqiao District. The Borrow borrowed earth volume is 182,300 m3 and the land area is 7.88 hm2. The reserves area of the borrow area is more than 200,000 m3, satisfying the borrow requirements of Tempor the Project. ary Beam There are 2 beam fabrication sites, which are respectively the Xishuicun Beam fabrication works Site and Yeying Beam Site. site Constructio There are 13 quarters with a total land area of about 9.43hm 2, including the n reinforcement yard, machinery storage space, warehouse, material stockyard and Living construction/living area. The vacant plot, dry land and other forest are occupied quarter for this purpose. It consists of the ventilation and air conditioning system of buildings (e.g. station, Vehicle Depot, stabling yard, control center and main substation) and the Ventilation ventilation system of tunnel. The ventilation and air conditioning system for public and air area is installed for the underground station and the natural smoke extraction is conditionin used for the ground station. g system The air conditioning system is installed for Vehicle Depot, stabling yard and control center’s staff canteen and office building. The natural ventilation and mechanical ventilation are available for the train examination shop. Landscapin The landscaping design is available for Xiangguan Vehicle Depot, Hongwu Road Utilities g Stabling Yard and the surroundings of each station. No municipal pipe network is available surrounding Laian South Station, Xiangguan North Station, Xiangguan Town Station and Xiangguan Vehicle Depot. Drainage The sewage is used for car washing or site greening after being treated by the system related plant. The sewage from other stations, Hongwu Road Stabling Yard and control center may be drained through the nearby municipal pipe network to the corresponding municipal sewage plant for treatment. Spoil There are 2 spoil grounds. The construction waste landfill of the Erlang Mountain ground is located on the opposite side of the health center of Erlang Village about 6 km at 53 Environmental Impact Report southwest of DK2+500, formerly the quarry of the Erlang Mountain, which has played a role as the construction waste landfill of Chuzhou and occupies a land area of 384mu. The muck dump of Guanshan is close to Guanshan Village at north of the city and about 8km at the left of DK20+400, formerly the abandoned quarry of Guanshan and has played a role as the muck dump of Chuzhou and occupies a land area of 179mu. The capacity is more than 2,000,000m³. They have both been approved by the Development and Reform Commission of Chuzhou and fully designed to be the spoil grounds. The related construction will commence soon. The vertical or semi-closed sound barrier is installed for the elevated section. In Noise addition, the rubber floating sable or the equivalent vibration mitigation measures control are installed for the rail for the purpose of an overall noise reduction. The domestic sewage from Laian South Station, Xiangguan North Station and Xiangguan Town Station is recovered for station landscaping after being treated in the anaerobic tank and artificial wetland. After being treated in the septic-tank, the sewage from other stations is drained through the nearby municipal pipe network to the corresponding sewage treatment plant for disposal. Sewage Upon being treated by oil removal and sedimentation, the production wastewater treatment from Xiangguan Vehicle Depot, along with the domestic sewage treated in the septic-tank, will be treated with the SBR process and recycled for car washing and Environ section landscaping. The sewage from the Hongwu Road Stabling Yard may be mental treated and then drained through the municipal sewage pipe to the responsible protecti municipal sewage treatment plant for uniform disposal. on Vibration The continuously welded rail track and monolithic track bed are used for the whole Project mitigation line. For the section suffered from an out-of-specification vibration, the functional measures replacement and rubber floating sable are installed for vibration mitigation. The trash cans are available at the stations and the office area of each section. The temporary storerooms are arranged for the small amount of hazardous Solid waste wastes from the stabling yard and Vehicle Depot. The local environmental disposal sanitation department is entrusted with the centralized disposal of the domestic wastes. The piston wind pavilion and exhaust pavilion shall not directly face the sensitive Waste gas points (e.g. residential area); the Vehicle Depot, stabling yard and control center’s pollution staff canteen kitchen is equipped with the fume purifier with a purification and control removal rate of ≧85%. 54 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 2.2-3 Composition of Main Works 55 56 Environmental Impact Report Construction/production/living area #2 Construction/production/living area #1 Figure 2.2-4 (1) Composition of Main Works Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Construction/production/living area #3 Figure 2.2-4 (2) Composition of Main Works 57 58 Environmental Impact Report Construction/production/living Construction/production/living area #5 area #4 Figure 2.2-4 (3) Composition of Main Works Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Construction/production/living area #6 Figure 2.2-4 (4) Composition of Main Works 59 60 Environmental Impact Report Hucao Lane Borrow Area. Construction/production/living area #8 Construction/production/living area #7 Laihe River Figure 2.2-4 (5) Composition of Main Works Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Construction/production/living area #9 Figure 2.2-4 (6) Composition of Main Works 61 62 Environmental Impact Report Figure 2.2-4 (7) Composition of Main Works Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Construction/production/living area #10 Figure 2.2-4 (8) Composition of Main Works 63 64 Environmental Impact Report Construction/production/living area #11 Construction/production/living area #12 Figure 2.2-4 (9) Composition of Main Works Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Construction/production/living area #13 Zhujiashan River Figure 2.2-4 (10) Composition of Main Works 65 Environmental Impact Report 2.1.1 Railway project The line is 54.4km in total length and consists of Chuzhou Section and Nanjing Section. (1) Chuzhou Section in Anhui Province Wherein, Chuzhou Section is 46.255km in length, including the underground part of 5.648km, the elevated part of 40.448km and the ground part of 0.159km; with 14 stations (including 4 reserved stations), 2 of which are underground and 12 of which are elevated. There are 1 section, 1 field, 2 master substations and 1 control center in this section. The Phase I Project is from DK13+075 to DK46+255 and Phase II Project is from DK0+000 to DK13+075. (2) Nanjing Section in Jiangsu Province Wherein, Nanjing Section is about 8.145km in length, including the underground part of 2.14km, the elevated part of 5.93km and the ground part of 0.075km; with 2 stations (including 1 reserved station), 1 of which is underground and 1 of which is elevated. 2.1.2 Bridge Works There are total 16 bridges for the whole line, with a total length of 46282.8 linear meters. The length of the inter-section bridges accounts for 85.1% of the total line. The upper structure of bridge is the box beam and the pier is rectangular. 66 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 2.1-1 List of Bridges of the Line Total S/N Bridge name Mileage (Start-End) Mileage (Center) bridge length Main track section of 1 Hongwu Road Stabling HWLU00+400.0 DK00+103.0 503.000 Yard Grand bridge of Hongwu 2 DK00+203.000 DK03+243.000 DK01+723.000 3040.000 Road West Grand bridge of Fengle 3 DK03+343.000 DK05+513.000 DK04+428.000 2170.000 Avenue Grand bridge of Xijian 4 DK05 +613.000 DK06+518.000 DK06+065.500 905.000 Road Single line DK12+325.000 DK12+700.000 DK12+512.500 Grand Bridge (left) 5 of Fengyang Single line 1025.000 YDK12+298.170 YDK12+673.170 YDK12+485.670 Road South (right) Two lines DK12+700.000 DK12+975.000 YDK12+837.500 Grand bridge of Qingliu 6 DK13+075.000 DK16+645.000 DK14+860.000 3570.000 River Grand bridge of 7 Suzhou-Chuzhou DK16+745.000 DK19+595.000 DK18+170.000 2850.000 Industrial Park Grand bridge of 8 DK19+695.000 DK21+435.000 DK20+565.000 1740.000 Demonstration Park New grand bridge of Laihe 9 DK21+535.000 DK27+505.000 DK24+520.000 5970.000 River Two lines DK27+605.000 DK31+145.000 DK29+375.000 3540.000 Single line Grand bridge DK31+145.000 DK31+675.000 DK31+410.000 530.000 10 (left) of Laihe River Single line YDK31+144.993 YDK31+675.417 YDK31+410.205 530.424 (right) Four-line simply DK31+775.000 DK31+805.000 YDK31+790.000 supported beam Four-line Grand bridge turnout DK31+805.000 DK32+015.000 DK31+910.000 11 of Xiangguan Continuous 9130.000 Town beam Single line DK32+015.000 DK34+425.000 DK34+415.392 (left) Single line YDK32+015.392 YDK34+425.392 YDK34+415.306 (right) Two lines DK34+425.000 DK38+525.000 DK36+475.000 Grand bridge of Chahe 12 DK38+625.000 DK41+385.000 DK40+005.000 2760.000 New Town Grand bridge of Chahe 13 DK41+485.000 DK44+495.000 DK42+990.000 3010.000 Town Grand bridge of Chuhe 14 DK44+595.000 DK46+255.000 DK45+425.000 1660.000 River (Chuzhou Section) Grand bridge of Chuhe 15 DK46+255.000 DK51+405.000 DK48+830.000 5150.000 River (Nanjing Section) Bridge of Beidou industrial 16 DK51+505.000 DK51+925.000 DK51+715.000 420.000 Park 67 Environmental Impact Report 2.1.3 Track Works (1) Steel rail The main track and secondary track use the 60kg/m and U75V steel rail. (2) Fastening and sleeper The ballastless track bed uses the WJ-7B fastening supported by the doubled-block sleeper. (3) Track bed The double-block ballastless track bed is used. (4) Turnout The main track and secondary track use the 60kg/m steel rail. (5) Continuously welded rail track The cross-section continuously welded rail track is laid for the whole line of main track. 2.1.4 Train Works The Type D trains for the administrative region of a city are used for the Project, with 4 trains as a group. Table 2.1-2 Basic Parameters of Trains Type Type D train for administrative region of city 4 trains as a group, 2 of which for driving and traction Train grouping respectively Target speed value 120 km/h Train length 95000mm Running speed in Vehicle Depot 25 km/h Basic length of middle train 22000mm Basic length of locomotive 23600mm Basic width of train body 3300mm Basic height of train body 3900mm Axle load ≤17t Unloaded weight ≤40t 2.1.5 Station buildings There are 16 stations for the whole line, including 3 underground ones and 13 elevated ones, with an average station spacing of 3.60km. 68 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 2.1-3 List of Station Information Adminis Mileage (Station Building area: S/N Station Station type trative Center) (m2) region Chuzhou Three elevated storeys in the middle 1 High-speed DK0+000.0 8000 of track Railway Station Chuyang Road Three elevated storeys at the side of 2 DK0+163.0 7860 South Station track Vocational and Three elevated storeys at the side of 3 Technical DK3+308.0 7860 track College Station Longpan Avenue 4 DK5+543.0 Two storeys underground 11305 Station Two storeys underground/transfer 5 City Hall Station DK8+053.0 26123 station Fengyang Road Three elevated storeys at the side of 6 DK10+653.0 7860 North Station track Youyi Road Three elevated storeys in the middle 7 Chuzho DK13+065.0 9310 Station of track u Suzhou-Chuzho Three elevated storeys in the middle 8 u Industrial Park DK16+685.0 9110 of track Station Demonstration Three elevated storeys at the side of 9 DK19+635.0 10510 Park Station track/transfer station Laian South Three elevated storeys in the middle 10 DK21+505.0 9310 Station of track Xiangguan North Three elevated storeys in the middle 11 DK27+575.0 8880 Station of track Xiangguan Town Three elevated storeys in the middle 12 DK31+735.0 9110 Station of track Chahe New Three elevated storeys in the middle 13 DK38+555.0 9110 Town Station of track Chahe Town Three elevated storeys in the middle 14 DK41+425.0 9110 Station of track Beidou Industrial Three elevated storeys at the side of 15 DK44+565.0 7680 Park Station track Nanjing Nanjing North Two storeys underground/transfer 16 DK51+750.0 14270 Railway Station station 2.1.6 Ventilation and Air Conditioning It consists of the ventilation and air conditioning system of buildings (e.g. station, Vehicle Depot, stabling yard, control center and main substation) and the ventilation system of tunnel. (1) Ventilation and air conditioning system of station During the normal operation, the public ventilation and air conditioning system of underground station provides the passengers with the “transitional comfortable� waiting environment. In case of a fire, it is available to quickly extract the smoke. The natural smoke extraction is preferred for the ground station’s public area. If it is unqualified with the natural smoke extraction only, the mechanical smoke extraction 69 Environmental Impact Report system can timely fulfill its job or the separation of smoke and fire prevention. During the normal operation, the ventilation and air conditioning system of the station’s equipment management room can provide the station staffs with the comfortable working environment and make available the process environmental conditions essential for the operation of station equipment. In case of a fire, it can timely fulfill its job or the separation of smoke and fire prevention. (2) Ventilation and air conditioning system of Vehicle Depot, stabling yard and main substation During the normal operation, the smoke extraction/protective measures are taken for the operation site generating dust and toxicity. The hot working site shall be designed for heatstroke prevention. The staffs shall be provided with the comfortable office and rest environment to make available the process circumstances required for equipment operation. In case of a fire, it can timely fulfill its job or the separation of smoke and fire prevention. (3) Ventilation and air conditioning system of control center During the normal operation, the ventilation and air conditioning system of control center can provide the staffs with the comfortable working environment and make available the process environmental conditions essential for equipment operation. In case of a fire, it can timely fulfill its job or the separation of smoke and fire prevention. (4) Ventilation system of tunnel During the normal operation, the train piston is used for the purpose of air change and ventilation. In case of a fire, it can make available the conditions for the safe evacuation of passengers and the fire suppression by firemen. 2.1.7 Power Supply System (1) Power supply The 25kV direct AC power supply of single-phase industrial frequency is used. (2) Overhead line system The rigid suspension of overhead line system is adopted in the tunnel of underground section, with the fully compensated simple chain suspension for other sections. (3) Substation Two main substations of 110kV are designed for Chuzhou Vocational and Technical College and Xiangguan Town, 70 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ both of which have an installed capacity of 2×16MVA. Table 2.1-4 List of Newly Built Traction Substations S/N Description Mileage location Minimum distance from line (m) Main substation of Chuzhou Vocational 1 Left side of DK5+100 30 and Technical College Main substation of 2 Right side of DK36+000 30 Xiangguan Town 2.1.8 Water Supply and Drainage (1) Water supply The city tap water constitutes the water sources of stations, Vehicle Depots, stabling yards and supporting facilities along the line. (2) Water drainage The fecal sewage, structural leakage, washing water, fire wastewater, open access of station, wind pavilion and rainwater in tunnel are classified and centralized for drainage based on the principles of proximity. The fecal sewage may be drained to the municipal sewage drainage system, based on the principles of proximity, upon being treated in the septic tank. The fire wastewater, structural leakage and washing wastewater may be pumped to the municipal sewage drainage system. Where a sewage pipe network is nearby the station, the domestic sewage is drained to the municipal sewage system upon being treated in the septic tank. In case of no sewage pipe network, the sewage shall be, upon the treatment in the septic tank, anaerobic filter and artificial wetland respectively, used for landscaping as per the landscaping standards in the Reuse of Urban Recycling Water - Water Quality Standard for Urban Miscellaneous Water Consumption (GB/T18920-2002). The oily sewage from the Vehicle Depot and stabling yard is recycled for car washing and landscaping upon being treated in the inclined plate oil separation tank and the domestic sewage is reused for the same purpose upon being treated in the SBR sewage treatment equipment, both of which are drained to the municipal sewage system after the completion of the surrounding municipal pipe network. 2.1.9 Vehicle Depot and Stabling yard There are Xiangguan Vehicle Depot and Hongwu Road Stabling Yard for the Project. (1) Xiangguan Vehicle Depot 71 Environmental Impact Report ① Function: undertake the daily maintenance services (e.g. train affairs, parking, internal cleaning, external washing and regular disinfection); undertake the Class I and II repair and temporary repair of this line; undertake the drier shift and train inspection at the switchback station; undertake the rescue services in case of any accident during the train operation; be responsible for repairing the equipment, machines and tool and preparing and repairing the debug machine and mobile machinery shop in the section; be responsible for the administration, technical management, material supply and logistics management. ② Site selection: It is located in the south of National Road G104 and connected with Gaogangliu Village and its surroundings from Xiangguan North Station. The direction is northwest to southeast along the village. The section mainly occupies the paddy field and forest, with minor fishpond and village occupied. The terrain is high at both ends and low-lying in the middle. The section site is about 1380m in length, with a maximum width of about 230m. The Entrance/exit depot line is about 1.4km in length, with a land area of about 27.2ha. ③ Layout: The tail of railyard has the storage yard (5 lines and 10 trains), inspection shop (6 lines) and storage yard (12 lines and 12 trains) from west to east. There is one purge line, one temporary repair line and one roulette in the east of inspection shop. A commissioning line of 2150m in length is located in the farthest east, which satisfies the testing requirements of 120km/h. The mobile machinery shop storage and material shed are located at the exit section line side. The washing line used the pass-type washing mode and is located at the entrance section line side. Where, the train may directly go into storage after being washed. The testing machine room and simulation classroom are arranged at the plot between entrance section line and commissioning line. The production/living rooms (e.g. complex building, substation, general material storage, sewage treatment station and special goods warehouse) are in the west of the throat of Entrance/exit depot line. 72 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Temporar Storage yard y repair Inspection shop shop Storage yard Figure 2.1-3 Floor Plan of Xiangguan Vehicle Depot (2) Hongwu Road Stabling Yard ① Function: undertake the operation, parking, washing, cleaning, regular disinfection and operation technology transfer of the trains of own section; undertake the Level 1/2 repair services for the trains of own section; guarantee the train rescue services based on the principles of proximity. ② Site selection: The Hongwu Road Stabling Yard as reserved for far date is located between Hongwu Road and Beijing-Shanghai High-speed Rail and at the east of Rulin Road South, with the land area in the form of strip. It features a flat terrain. The elevation and elevation difference of natural ground are respectively 32m~36.5 m and 3.5m. The current type of land is the wasteland, which is planned to be a greenbelt in the near and far future. Hongwu Road under construction is in the north and the existing Beijing-Shanghai High Speed Railway is in the south. The maximum length, maximum width and land area of the site are respectively about 880m, about 180m and about 14.8ha. The Entrance/exit depot line is about 1.2km in length. ③ Layout: The tail of stabling yard has the inspection shop (4 lines), storage yard (9 lines and 18 trains), and end-type washing garage from south to north. The mobile machinery shop is at the exit section line side for the rescue works of main track. The material shed is at the entrance section line side. The individual buildings (e.g. sewage treatment station, substation and complex building) are at the entrance section line side. Where, the complex building is close to the main entrance/exit. 73 Environmental Impact Report Washing Substatio Material garage Complex Sewage Water n shed building treatment pressure station station Inspection Mobile shop machinery shop Figure 2.1-4 Floor Plan of Hongwu Road Stabling Yard 2.1.10 Control Center The Control Center is located at the southeast of the intersection of Huizhou Road and Yangzi Road (G104), with a land area of about 30mu, which is close to Suzhou-Chuzhou Industrial Park Station. The line goes through the plot. Now, the plot is vacant. The total building area is 58,000m2, the related housing area is 12,000m², the area of underground garage and equipment room is 13,500 m², and the area of operation and management rooms is 32,500m². The proposed main building has 20 storeys on the ground and the podium building has 5 storeys on the ground. There are 2 storeys for the underground garage and anti-aircraft basement, with the B2 layer designed as per the Level 6 anti-aircraft requirements. The building area is 4500m² and the total height of building is controlled to be no more than 100m. 74 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Control center Grand bridge of Demonstration Demonstration Park Station Park Grand bridge of New grand Demonstration bridge of Laihe Park River Grand bridge of Demonstration Suzhou-Chuzho Park Park u Industrial Grand bridge of Station Suzhou-Chuzhou Industrial Park Figure 2.1-5 Location Diagram of Control Center 2.1.11 Land Occupied and Removal The permanent land use of the Project includes the station access, wind pavilion, inter-section wind well, cooling tower, elevated bridge section and stabling yard. According to the current estimation, the permanent land is about 1684.4mu. Where, Chuzhou Section occupies about 4mu of basic farmland and Nanjing Section occupies about 103.12mu of basic farmland. The engineering removal and resettlement mainly focus on the area nearby Hongwu Road, Chuzhou Vocational and Technical College Station and Chuhe River, with a demolition area of 89,380.53m2. Where the architectural nature is plant and residence. Table 2.1-5 Statistical Table of Housing Demolition along the Line Type of housing demolition Qty. (m2) Civil house 79501.95 Plant 9878.58 Total 89380.53 75 Environmental Impact Report 2.1.12 Earthwork According to the design, the total excavation and filling volume of earthworks of Chuzhou Section is 2,629,700m3. Wherein, the total excavation volume is 1,531,100m3, the total filling volume is 1,098,600m3, and the utilization volume is 518,300m3. Upon excavating for filling, the borrowed volume is 580,300m 3 and the discarded volume is 1,012,800m3. The borrowed volume is 580,300m3, including 213,600m3 from Hucao Lane Borrow Area, 182,300m3 purchased from the Muck Disposal Association of Chuzhou (by comprehensively using the residual earthworks from other projects) and 184,400m3 (stone works) purchased from Yongcheng Industry and Trade Co., Ltd. of Quanjiao County. The discarded earthworks of 1,012,800m3 are all delivered to the muck dumps of Erlang Village and Guanshan for disposal. Both of which are constructed by Chuzhou Government. The muck disposal of the Project has been explicitly accepted and commented by the Urban Administrative Enforcement Bureau of Chuzhou. The earthwork volume of Nanjing Section is to be determined. 2.1.13 Temporary Works According to the design, the Project currently has 1 borrow area, 2 beam fabrication sites and 11 construction/living quarters. The Project is fundamentally laid along the existing road, which features the convenient traffic conditions and developed road network. Besides, the high-level existing roads around the construction are available, which may be used directly, without building any additional construction roads. 1. Borrow area The Project has 1 borrow area, i.e. the Hucao Lane Borrow Area, which occupies a land area of 7.88hm2 and is mainly developed from other grassland, with a total volume of borrowed earth of 182,300m3. 76 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Figure 2.1-6 Geographic Location of Hucao Lane Borrow Area 2. Beam fabrication site There are 2 beam fabrication sites, which are respectively the Xishuicun Beam Site and Yeying Beam Site. Table 2.1-6 Settings of Beam Fabrication Sites of the Project Left and Horizontal Temporary S/N Description Mileage right distance land area sides (m) (hm2) 1 Xishuicun Beam Site DK24+200 Left side 10 5.67 Right 2 Yeying Beam Site DK39+100 10 10 side 77 Environmental Impact Report Figure 2.1-7 Geographic Location of Xishuicun Beam Site Figure 2.1-8 Geographic Location of Yeying Beam Site 78 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ 3. Construction/living area The construction/production/living areas of the Project are mainly located around the main works, including the reinforcement yard, machinery storage space, warehouse, material stockyard and construction/living area. There are 13 construction/production/living quarters outside the land for main works of the Project, with a total land area of about 9.43hm2. The vacant plot, dry land and other forest are mainly occupied for this purpose. Table 2.1-7 List of Construction/Production/Living Areas Horizontal Left and Temporary land S/N Description Chainage distance right sides area (hm2) (m) Construction/production/living 1 DK0+000 Left side 15 0.80 area #1 Construction/production/living 2 DK3+200 Left side 10 0.75 area #2 Construction/production/living 3 DK6+400 Left side 10 0.56 area #3 Construction/production/living 4 DK9+300 Right side 15 0.50 area #4 Construction/production/living 5 DK12+100 Right side 10 0.85 area #5 Construction/production/living 6 DK16+695 Right side 10 0.80 area #6 Construction/production/living 7 DK19+745 Left side 10 0.80 area #7 Construction/production/living 8 DK21+485 Right side 10 0.80 area #8 Construction/production/living 9 DK33+050 Right side 70 0.52 area #9 Construction/production/living 10 DK41+535 Left side 10 0.80 area #10 Construction/production/living 11 DK45+650 Right side 10 0.90 area #11 Construction/production/living 12 DK50+300 Right side 60 0.75 area #12 Construction/production/living 13 DK54+100 Right side 10 0.60 area #13 Total 9.43 2.1.14 Designed Passenger Flow Volume According to the predicted data of passenger flow volume, the daily average passenger flow volumes for early, near and far dates are respectively 62,000 person-time, 156,000 person-time and 342,000 person-time; the hourly peak sections for early, near and far dates are respectively 2,900 person-time/hour, 6,400 person-time/hour and 13,800 person-time/hour. The major indexes are predicted as per Table 2.1-8 below. 79 Environmental Impact Report Table 2.1-8 Indicator Prediction of Total Annual Passenger Flow Volume One-way Passenger Intensity of peak Turnover Line length flow volume passenger flow Average trip Description (10,000 (km·10,000 (km) (10,000 (10,000 (km/trip) passengers passengers) passengers) passengers/km) ) 2024 54.0 0.29 6.2 79 0.12 12.68 2031 54.0 0.64 15.6 247 0.29 15.78 2046 54.0 1.38 34.2 481 0.64 14.06 According to the passenger flow volume prediction results, train type and train grouping scheme, the designed transport capacity is as shown in Table 2.1-9 below. Table 2.1-9 Designed Transport Capacity Time period Early date Near date Far date Item Chuzhou High-speed Chuzhou High-speed Chuzhou High-speed Scope and mileage (km) of Railway Railway Railway operation line Station~Nanjing North Station~Nanjing North Station~Nanjing North Railway Station 54km Railway Station 54km Railway Station 54km Hourly section of passenger flow volume at morning peak 0.29 0.64 1.38 (10,000 passengers/hour) Train grouping (number of trains) and rated passenger 4 trains, 760 persons 4 trains, 760 persons 4 trains, 760 persons capacity Chuzhou High-speed Chuzhou High-speed Chuzhou High-speed Railway Railway Railway Operation route Station~Nanjing North Station~Nanjing North Station~Nanjing North Railway Station 54km Railway Station 54km Railway Station 54km Train pairs per hour at 6 10 21 morning peak Minimum running interval 10.0 6.0 2.9 (min) Designed transport capacity 0.46 0.76 1.60 (10,000 person/h) Capacity surplus (%) 35.4% 16.4% 13.6% Maximum crowding degree of 2.1 3.1 3.3 carriage (person/m2) Travelling speed (km/h) 71 65 65 Service train 12 19 37 Assigned train 15/60 23/92 44/176 Number of train for 1 main 0.3 train/km 0.4 train/km 0.8 train/km track per 1km 2.1.15 Operation Plan The operation routes of the Project for the early, near and far dates are as shown in Figure 2.1-9 below. 80 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ 6 pairs/h Chuzhou Nanjing High-speed North Railway Station Railway Early date Station Note: All trains stop at each station 10 pairs/h Chuzhou Nanjing High-speed North Near date Railway Station Railway Station Note: All trains stop at each station 21 pairs/h Chuzhou Nanjing High-speed North Far date Railway Station Railway Station Note: All trains stop at each station Figure 2.1-9 Operation Route of Trains in the Peak Hours of Chuzhou-Nanjing Intercity Railway of Each Year Number of service trains: 12, 19 and 37 trains for the whole line respectively for early, near and far dates. 2.1.16 Construction Scheme (1) Underground station structure The box framework is used for all underground stations, with the station mainly built by open excavation followed by construction. Table 2.1-10 Summary of Station Construction Methods and Structures Construction S/N Station Mileage (Center) Structure Retaining form method Open excavation Double cross-box Longpan Avenue Cast-in-situ 1 DK8+053 followed by framework for two Station bored pile construction layers underground Open excavation Double cross-box Cast-in-situ 2 City Hall Station DK10+653 followed by framework for two bored pile construction layers underground Open excavation Double cross-box Nanjing North Underground 3 DK54+240 followed by framework for two Railway Station continuous wall construction layers underground (2) Elevated station structure The reinforced concrete framework is used. The canopy uses the portal frame structure or steel truss structure. The overpass uses the steel box girder structure. 81 Environmental Impact Report Table 2.1-11 Summary of Structural Schemes of Elevated Station Mileage S/N Station Station form Structural form Base form (Center) Chuzhou Bridge-station Three-storey and side Cast-in-situ bored 1 High-speed D1K0+163 combined form in the track pile Railway Station structure Three-storey and side Bridge-station Chuyang Road Cast-in-situ bored 2 D1K3+313 form at the track side combined South Station pile (reserved) structure Vocational and Bridge-station Three-storey and side Cast-in-situ bored 3 Technical D1K5+543 combined form at the track side pile College Station structure Fengyang Three-storey and side Bridge-station Cast-in-situ bored 4 Road North D1K13+065 form at the track side combined pile Station (reserved) structure Bridge-station Youyi Road Three-storey and side Cast-in-situ bored 5 D1K16+685 combined Station form in the track pile structure Suzhou-Chuzh Bridge-station Three-storey and side Cast-in-situ bored 6 ou Industrial D1K19+635 combined form in the track pile Park Station structure Bridge-station Demonstration Three-storey and side Cast-in-situ bored 7 D1K21+505 combined Park Station form in the track pile structure Three-storey and side Bridge-station Laian South Cast-in-situ bored 8 D1K27+575 form in the track combined Station pile (reserved) structure Bridge-station Xiangguan Three-storey and island Cast-in-situ bored 9 D1K31+735 combined North Station form in the track pile structure Three-storey and side Bridge-station Xiangguan Cast-in-situ bored 10 D1K38+555 form in the track combined Town Station pile (reserved) structure Bridge-station Chahe New Three-storey and side Cast-in-situ bored 11 D1K41+425 combined Town Station form in the track pile structure Bridge-station Chahe Town Three-storey and side Cast-in-situ bored 12 D1K44+565 combined Station form in the track pile structure Three-storey and side Bridge-station Beidou Cast-in-situ bored 13 D1K51+750 form at the track side combined industrial Park pile (reserved) structure (3) Inter-section tunnel For the whole line of Chuzhou-Nanjing Intercity Railway, there are 4 main track sections, with the shield methods, combined with open excavation method in partused for construction. The total length of underground section is 6.95km (double linear meter), including 5.49km of shield tunnel and 1.46m of open excavation tunnel. The construction methods of all sections of the whole line are summarized in the table below: 82 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 2.1-12 Summary of Construction Methods of All Sections of Whole Line Shield Line Constru Length tunneling S/N Section categor Section type ction Remarks (m) machine y method selection Open Left Line interval of 450.0 U groove excavat line 4~6.4m, U groove, ion single hole and double Open Right lines 449.6 U groove excavat line U groove structure ion Open The line spacing is Left 150.0 Rectangular excavat 6.4~22m, with single line ion hole, double lines and Section tunnel of U groove structure Open Chuzhou Vocational Right transited to single 143.9 Rectangular excavat 1 and Technical College line hole, single line and U ion Station ~ Longpan groove structure Avenue Station The line spacing is Open Left Rectangular 22m, with the single 20.0 excavat line shield well hole, double line and ion rectangular structure shield Left Composite The line spacing is 708.0 Circular structur line earth 15.5~22m, of e pressure single-hole shield Right balance single-track circular 679.3 Circular structur line shield structure e shield Left Composite Section tunnel of 2012.8 Circular structur The line spacing is line earth Longpan Avenue e 15.5m, of single-hole 2 pressure Station ~ City Hall shield single-track circular Right balance Station 2012.8 Circular structur structure line shield e shield Left Composite The line spacing is 1041.9 Circular structur line earth 13.6m~15.5m, of e pressure single-hole shield Right balance single-track circular 1044.4 Circular structur line shield structure e The line spacing is Open Left Rectangular 13.6m, of single-hole 20.0 excavat line shield well single-track ion rectangular structure Section of City Hall Open 3 Station~Fengyang Left The line spacing is 115.0 Rectangular excavat Road North Station line 12.5~13.5m, of ion single-hole Open Right single-track 116.2 Rectangular excavat line rectangular structure ion Open Left The line spacing is 293.0 U groove excavat line 10~12.5m, of ion single-hole Open Right single-track U-groove 295.2 U groove excavat line structure ion Section between Open The line spacing is Left 4 Beidou Industrial Park 200.0 U groove excavat 15.5m, of single-hole line Stationand Nanjing ion single-track U-groove 83 Environmental Impact Report North Railway Station Open structure Right 196.8 U groove excavat line ion Open Left 182.0 Rectangular excavat The line spacing is line ion 15.5m, of single-hole Open single-track U-groove Right 177.0 Rectangular excavat structure line ion The line spacing is Open Left Rectangular 15.5m, of single-hole 20.0 excavat line shield well double-track ion rectangular structure shield Left 1728.0 Circular structur The line spacing is line e 15.5m, of single-hole shield single-track circular Right 1736.9 Circular structur structure line e (4) Inter-section bridge There are totally 16 bridges for Chuzhou-Nanjing Intercity Railway, with a total length of 46,282.8lm. The length of the inter-section bridges accounts for 85.1% of the total line. The upper structure of bridge is the box beam and the pier is rectangular. The bridge is constructed by prefabrication and cast-in-situ method. 2.1.17 Project Implementation Plan The Phase I of Chuzhou Section has been commenced on Feb. 1, 2019, which is expected for commissioning since Dec. 28, 2022, with a total construction period of 46 months. The total construction period (from earthworks to commissioning) of Phase I is about 40 months from Feb. 2019 to Apr. 2022; the total construction period of Phase II is about 36 months from Apr. 2019 to Apr. 2022 (from commencement of works to commissioning); the total construction period of Phase III is about 36 months from Oct. 2019 to Oct. 2022 (from commencement of works to commissioning). 2.2 Analysis of Major Pollution Sources 2.2.1 Sources of Noise Pollution (1) Noise source during construction The noise sources during construction mainly include the noise from power-driven machines, the operation noise from site excavation, loading and transport machines. According to the Technical Guidelines for Environmental Noise and Vibration Control Engineering (HJ2034-2013), the intensity of the noise sources 84 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ of various common construction machines is summarized in Table 2.2-1. Table 2.2-1 Sound Pressure Levels of Common Construction Equipment Noise Sources at Different Distances Unit: dB(A) Construction stage S/N Construction equipment 10m from noise source Broken pavement 1 Air pick 87 2 Pile driver 105 Construction of 3 Commercial concrete mixer 84 enclosure structure 4 Concrete pump 90 5 Concrete vibrator 84 6 Hydraulic excavator 86 Construction of earth 7 Electric excavator 83 excavation 8 Wheel loader 91 9 Commercial concrete mixer 84 Construction of major 10 Concrete pump 90 structures 11 Concrete vibrator 84 (2) Noise source during operation The noise sources during operation mainly consist of: train operation noise of elevated rail; underground equipment (e.g. wind pavilion and cooling tower) noise; train operation noise of vehicle depot, entrance/exist section line of stabling yard and commissioning line; equipment noise in the workshop of vehicle depot and stabling yard. The analysis results of all noise sources are summarized in Table 2.2-2. Table 2.2-2 Analysis of Noise Sources Category of Major technical parameters of the Section Composition of noise radiation noise source Project The rolling noise is generated due to the rough surface of steel rail and train wheel when The 60kg/m steel rail is used for the running, which is mainly subject to the degree main track and secondary track, with of roughness between them. the 50kg/m steel rails used for other The “impact� is caused when the wheel passes Wheel-rail vehicle depots. The continuously the joint and the corrugated steel rail, with the noise welded rail track is laid for the main typical impulsive noise generated when the track and entrance/exit line. The wheel passes the rail joint and turnout. jointed track is laid for the secondary The high-frequency “scream� is generated by Elevate track and vehicle depot line. the axial interaction of the wheel rail with a d small radius. section The vibration is generated due to the irregular surface of train wheel and rail, with the vibrational energy transmitted to all bridge The single box girder of Y shape is Bridge components to vibrate the beam and pier, in used. The foundation is the structure which case, the secondary radiated noise is cast-in-situ bored pile. It features the noise caused. The bridge structure noise is mainly elastic split fastener, integrated track dependent on various factors, including the bed and continuously welded line. bridge structure, ballast bed structure, line curve radius. Environ The rotation noise is generated by the The silencers are installed on the air ment interaction between the circumferential uneven supply/exhaust duct of the station’s Noise of control flow and the volute (particularly the wind ventilation and air conditioning wind pavilion system tongue), with the noise spectrum characterized system and in the front and rear of of by the low and medium frequency. the heat extraction and ventilation 85 Environmental Impact Report undergr The vortex noise is caused by the vortex of system of section tunnel. ound surrounding air due to the high-speed rotation The running hours of the station’s fan station of impeller, in which case, a series of small are 18 hours from 5:30 to 23:30 (the vortexes are incurred by the air viscosity, operation hours of train are 18 hours leading to the air agitation and noise. The from 6:00 to 23:00; before operation noise spectrum is the continuous spectrum in the morning/after operation at featuring the medium-high frequency. night, the tunnel fan and jet fan are Mechanical noise turned on for mechanical ventilation in a longitudinal manner for 30min, in Matched motor noise order to cool down the tunnel). Axial flow fan noise The separated refrigeration system is The water spray noise is caused by the impact installed for the whole line, with the between the cooling water falling from the air conditioning refrigeration and spraying unit and the ponding in the lower cooling water system set for each tower and chassis. The noise level is station. The cooling tower is dependent on the falling height and the water generally located on the outdoor Cooling discharge in unit time. In general, it is only ground and jointly built with the wind tower noise secondary to the fan noise. Its spectrum is pavilion area. The running period of characterized by high frequency. cooling tower is generally the air conditioning period from May to October (properly adjustable Noise of water pump, reducer, motor and according to the climate). The supporting equipment operation hours are 18 hours from 5:30 to 23:30. Train Operation noise of entrance/exit section and Vehicle operation commissioning line depot Noise of and stationary Noise of equipment in car washing shop and stabling equipment train inspection shop yard and workshop 1. Comparative investigation in noise sources of elevated section The Type D trains for the administrative region of a city are used for the Project, which are the transformed based on CRH6 and the designed speed is 140km/h. The monitoring results regarding the noise source intensity of CRH6 train of Fozhao Railway (elevated railway, ballastless track bed and design speed of 200km/h) are summarized in Table 2.2-3. 86 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 2.2-3 Comparative and Monitoring Results of Elevated Railway Noises Passing Equivalent A Test Passing speed sound level when Test conditions Line conditions No. time (s) (km/h) passing (Leq, dBA) 1 133.7 5.36 83.0 Continuously welded rail Continuously welded rail track, 60kg/m steel rail, track, 60kg/m steel rail, good rail surface good rail surface conditions, double-block conditions, concrete ballastless track for main sleeper, ballastless track, straight line. The track bed, straight line; single box and single box girder bridge. room cross section of box 2 134.4 5.33 83.6 Position of monitoring girder is recommended as point: Close to rail, the inter-section bridge about 25m from the line standard. Run the CRH6, center, no sound barrier which is 104m in length over 3.5m above the rail for a group of four trains surface. Run the CRH6, and 208m for a group of which is 199m in length. eight trains. The comparative monitoring results are used to evaluate the noise source intensity of elevated rail: with no sound barrier set, it is 83.3dBA at 25m from the center line of rail (v=134.1km/h, monolithic track bed, 3.5m above rail surface). 2. Comparative investigation in noise sources of underground line’s wind pavilion and cooling tower By fully studying the design data of the Project, Shenzhen Metro Line 1 is selected to be the major comparison of this assessment, with the existing noise monitoring data and study achievements of China relating to metro project collected. The comparative investigation and monitoring results of major noise sources are summarized in Table 2.2-4. 87 Environmental Impact Report Table 2.2-4 Comparative and Monitoring Results of Noise Source Intensities Position of Sound Conditions of Source of Equipment Noise Operation Operation measure level A measurement comparati parameters of the source period conditions ment (dBA) point ve data Project point 158,400~198,000 m³/h, total Fan model: non-air-con pressure: UPE/OTE-1, air volume: ditioning 800~900Pa, the Exhaus 3.5m period and inlet size of t outside 68 218,000m3/h, air exhaust pavilion is pavilion the louver total pressure: conditionin 3×4 (m) and the 960Pa,2m 30min before g period area is 12m2, with long-type muffler normal 2m structural operation and muffler 30min after Air volume: normal 50,000~100,000m3 operation Fan model: XF-1, non-air-con /h End air volume: ditioning Wind pressure: New 3.2m 94,900m3/h, total period and 250Pa, the inlet wind outside 58 pressure 171Pa, air size of new wind pavilion the louver 2m long-type conditionin pavilion is 2.5×4 Zhuzilin muffler g period (m) and the area is Station 10m2, with 2m of structural muffler Shenzhe Air volume: n Metro Fan model: TVF- Line 1, The operation 66~83m3/s non-air-con Piston/ period of Wind pressure: Ⅰ-1, air volume: gate ditioning mecha 4.5m mechanical fan 800Pa, the inlet nical outside 65 218,000m3/h, system period and is 30min before size of piston wind total pressure: air wind the louver and after the pavilion is 4×5 (m) 900Pa, 2m conditionin pavilion operation and the area is long-type muffler g period hours of metro 20m2, with 2m structural muffler 4.5m from the tower and Cooling water 66 1.5m Ryoden glass From 30min volume: above the steel tower before normal 100~300m3/h, Air Cooling ground RT-300L, operation to Power: 4~6kw, the conditionin tower 1.5m The diameter is 30min after side length of g period from air 2.1m, L=300m3/h, normal cooling tower is outlet N=4 kW operation 5m×3.2m, with 2 73 with an sets as 1 group. angle of 45° Note: ① The operation hours of station fan and cooling tower (air conditioning period) are 19 hours from 4:30 to 23:30. ② The cooling tower is only enabled within the air conditioning period, which is generally from May to October (properly adjustable according to the climate) and is disabled within the non-air-conditioning period; ③ The benchmark standards for cooling tower measurement is GB/T 7190.1-2008. 3. Comparison and monitoring of main substations 88 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Two main substations of 110kV are newly built forChuzhou Vocational and Technical College and Xiangguan Town, The noise sources during the operation of substations are mainly the main transformer and capacitor. According to the manufacturing level and operation conditions of overseas similar electrical equipment and the noise monitoring data comparison with the main transformer of the equivalent voltage level and scale, the noise sources of the 110kV main transformer are mainly between 65~70dB (A). For the purpose of this assessment, the source intensity of 70dB (A) is used for a conservative prediction. 4. Comparison and monitoring of fixed sound sources of vehicle depot The noise sources of vehicle depot include the air compressor and other strong noise equipment. The operation noise of train is generated at the Entrance/exit depot line. The noise source intensity of the fixed sound source equipment is summarized in Table 2.2-5 and the noise source intensity of train operation at the vehicle depot, stabling yard’s Entrance/exit depot line is summarized in Table 2.2 -6. Table 2.2-5 Intensities of Major Fixed Noise Sources in Vehicle Depot and Stabling yard Periodical Sewage & Joint Washin treatme Service Underfloor Source Main substation temporary overhaul g shed nt shop wheel shop repair shop station shed Distance from 1m outside the 5 5 3 3 3 1 sound source (m) transformer room Sound source intensity 63.1 72 72 73 73 73 80 (dB(A)) Table 2.2-6 Comparative Test Results of Train Operation at Vehicle Depot and Stabling Yard’s Entrance/exit depot line Category of noise Position of Sound level A Conditions of Source of source measurement point (dBA) measurement point comparative data Train operation The operation speed is Ground Section of noise at 7.5m from center 60km/h, ballast bed, the 87.0 Shanghai Metro Entrance/exit depot line of rail measurement point is Line 3 line 1.2m above the ground The noise source intensity of ground line assessment (commissioning line and Entrance/exit depot line) is: 87.0dBA at 7.5m from center line of rail (the speed is 60km/h, ballast bed). 2.2.2 Vibration pollution source 89 Environmental Impact Report (1) Vibration source during construction period The vibration during construction is mainly generated by the operation of heavy machineries, including the travel of heavy transport vehicles, drilling, piling, hammering, operation of large excavator and air compressor, punning operation during backfilling. According to the measurement of the construction vibration of metro projects in China, the vibration source intensities of the machineries frequently used for the Project are summarized in Table 2.2-7. Table 2.2-7 Reference Vibration Level of Vibration Source Intensity of Construction Machinery (VLzmax: dB) Construction Construction Distance between measurement point and construction equipment (m) stage equipment 5 10 20 30 40 Excavator 82-84 78-80 74-76 69-71 67-69 Earthwork Bulldozer 83 79 74 69 67 stage Road roller 86 82 77 71 69 Heavy transport 80-82 74-76 69-71 64-66 62-64 Pile driver 104-106 98-99 88-92 83-88 81-86 Foundation Vibration rammer 100 93 86 83 81 stage Air hammer 88-92 83-85 78 73-75 71-73 Air compressor 84-85 81 74-78 70-76 68-74 Structure Drilling machine 63 stage Concrete mixer 80-82 74-76 69-71 64-66 62-64 (2) Vibration source during operation period Upon the completion and operation of the Project, the vibration generated by the impact of the train wheel of a running train and the steel rail is transmitted to and causes the vibration of buildings through the sleeper, track bed and line (tunnel or bridge structure) and ground. ① Bridge section Please refer to Table 2.2-8 for the details on the vibration source intensity of bridge section. Table 2.2-8 Vibration Source Intensity of Bridge Section Unit: dB Embankment Bridge line Remarks line Speed Ballastl Ballastl Continuously welded and 60kg/m steel rail, good rail (km/h) Ballast Ballast ess ess surface conditions, concrete sleeper, straight EMU track track track track embankment line; the bridge line is the box girder of 13.4m in bridge deck width; the axle weight is 16t; the 160 70.0 76.0 66.0 67.5 reference point is at 30 on the ground from the center line of train route. ② Tunnel section (underground) When predicting the underground tunnel, the source intensity is the vibration source intensity of the train running at the Qixia Mountain tunnel. Please refer to Table 90 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ 2.2-9 for details. Table 2.2-9 Comparison and Measurement Results of Qixia Mountain Tunnel Number of Position of Train speed measurem VLzmax (dB) measurement Overview of comparison conditions (km/h) ents point 1 109 86 ① Train: EMU CRH2, as manufactured by 2 120 87.2 Qingdao Sifang plant, with an axle weight 3 127 87.6 less than 14t. Where, a group consists of 8 In the tunnel, trains, 4 of which for driving and traction 0.5m from the respectively; rail ② Tunnel: Tunnel with two power lines; Average 118.7 86.9 ③ Line: Continuously welded line, 60kg/m steel rail, ballast bed, concrete sleeper and elastic fastening. Meanwhile, the section tunnel of Longfeng Station-Xihu East Station of Dongguan-Huizhou Intercity Railway with the technical conditions similar to the Project is selected for testing the vibration source intensity, with the test results summarized in Table 2.2-10. Table 2.2-10 Comparative Measurement Results of the Section Tunnel of Longfeng Station-Xihu East Station of Dongguan-Huizhou Intercity Railway Train speed VLzmax Position of Overview of comparison conditions (km/h) (dB) measurement point ① Train: EMU CRH6, with an axle weight less than 17t. Where, a group consists of 8 trains, 4 of which for driving and traction respectively; In the tunnel, 0.5m ② Tunnel: Single hole and single line tunnel 138 77.1 from the rail ③ Line: Continuously welded line, 60kg/m steel rail, ballast bed, concrete sleeper and elastic fastening.CRTS I double-block ballastless rail, concrete sleeper, WJ-8B fastening. According to the test results and compared with the Qixia Mountain Tunnel, the vibration source intensity of Dongguan-Huizhou Intercity Railway is less. In consideration of the fewer amounts of samples for comparison of Dongguan-Huizhou Intercity Railway, the relatively conservative vibration source intensity of the Qixia Mountain is used for the purpose of assessment. That is, when the speed is 118.7km/h, VLzmax is 86.9dB. 2.2.3 Water Pollution Sources (1) The sewage of the Project during construction mainly consists of the muddy water from the construction works, the washing water of construction machinery and transport vehicles, the groundwater runoff on account of the aggradation and 91 Environmental Impact Report construction sediment washed out by rainstorm and the sanitary sewage from the construction personnel. According to the investigation in the waste drainage of the similar projects, the muddy water of each construction site is about 100m 3/d; the washing water of construction site is about 5m3/d w and the SS content is as high as 150~200mg/L; there are generally about 100 construction workers for each site, leading to a sanitary sewage of about 2m3/day based on a daily drainage of 0.02m 3/day. Where, the major pollutants in the sanitary sewage are COD (as high as 200~300mg/L), animal and vegetable oil and SS, etc. (2) Water pollution source during operation The sewage of the Project during operation mainly includes the sanitary sewage from the stations along the line and the control center and the sanitary sewage and production wastewater from the stabling yard and vehicle depot. ① Drainage of station and control center There are total 16 stations and one control center for the whole line. The sewage mainly consists of the sanitary sewage of working personnel and the fecal sewage from the station toilets. Where, the major pollutants are COD, BOD 5 and ammonia nitrogen. The water consumption of each station is expected to be 10m 3/d. The sewage drainage from Laian South Station, Xiangguan North Station and Xiangguan Town Station is about 7.6m3/d. The sewage drainage of other 13 stations is 8m 3/d. The total sewage drainage by the stations of the whole line is 126.8m 3/d and the water drainage of the control center is 60m3/d. ② Water drainage of stabling yard and vehicle depot The sewage of stabling yard and vehicle depot mainly consists of sanitary sewage and production wastewater. The sanitary sewage mainly includes the canteen washing water, cleaning drainage and toilet water, with the major pollutants of COD, BOD5, ammonia nitrogen and animal and vegetable oil. The production wastewater mainly includes the train service waste water and train washing wastewater, with the major pollutants of petroleum, COD, BOD 5 and LAS. The maximum design water consumption and sewage drainage of the Hongwu Road Stabling Yard are respectively about 280m3/d and 80m3/d (production wastewater of 24m3/d and sanitary sewage of 56m3/d). The maximum design water consumption and sewage drainage of Xiangguan Vehicle depot are respectively about 426m3/d and 92 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ 118m3/d (production wastewater of 38m3/d and sanitary sewage of 80m3/d). The sanitary sewage from the Hongwu Road Stabling Yard, upon being treated in the septic-tank, and the production wastewater, upon being treated by adjustment, air floatation and sedimentation, are drained through the surrounding municipal sewage pipe network to the nearby municipal sewage treatment plant for disposal; the production wastewater from Xiangguan Vehicle Depot, upon being treated by adjustment, air floatation and sedimentation, jointly with the sanitary sewage treated in the septic-tank, is recycled for train washing and landscaping after being treated with the SBR process to satisfy the related requirements under GB/T18920-2002. The sanitary sewage from Laian South Station, Xiangguan North Station and Xiangguan Town Station is recovered for station landscaping after being pre-treated in the septic-tank and treated in the anaerobic tank and artificial wetland to the landscaping standards of GB/T18920-2002. The sewage from other 13 stations and the control center may be drained through the municipal pipe network to the corresponding municipal sewage plant for treatment. 2.2.4 Atmospheric pollution sources (1) Atmospheric pollution sources during construction Mainly include the construction machinery and transport vehicles driven by the fuel oil and the demolition, excavation, backfilling, spoil and granular building material stacking, unloading and transport. Where, the most significant pollutant is the dust. Table 2.2-11 TSP Concentration of Construction Site Pollution Construction Concentration Dusting factors Wind speed (m/s) Distance factors contents (mg/m3) Bituminous concrete and Pavement break 2.4 5 11.5 structural layer excavation Earth 5 9.7 Earth excavation excavation, 20 3.21 TSP and material 2.4 unloading and 50 1.25 transport transport 100 0.91 5 7.5 Temporary stack 20 2.54 Dust of earthwork or 2.4 50 1.01 materials 100 0.75 (2) Atmospheric pollution sources during operation The EMU is used for the project, leading to no emission of exhaust. The 93 Environmental Impact Report atmospheric pollutants may come from vehicle depot, stabling yard and control center’s staff canteen. The major pollutant is the canteen fume. Certain unpleasant odor may be caused by the exhaust of underground station’s wind pavilion, which is significant during the early stage of operation due to the insufficient volatilization of various hazardous gases of the composites and new equipment used for decoration. Such gases will decrease along with the time and distance. 2.2.5 Solid Wastes (1) Solid wastes during construction Mainly include the construction wastes, engineering spoil and construction personnel’s domestic waste generated during construction. The construction wastes mainly come from the dismantle and leveling within the project site; the engineering spoil mainly comes from earthworks of the station, section, stabling yard and vehicle depot excavation and the sludge of foundation pit excavation. In addition, a small amount of domestic waste may be caused by the construction personnel. (2) Solid wastes during construction The solid wastes generated during the operation of the Project mainly include the domestic waste, general industrial solid wastes (waste parts and components) and hazardous wastes (waste oil, sludge and accumulator). ① Domestic waste The domestic waste of each station mainly consists of the peel, kernel, package and beverage bottle/can abandoned by the passengers at any time while waiting or travelling and the paper scraps and beverage bottles in the train. The domestic waste at the early stage of passenger transport is 146 tons/year for total 16 stations of the Project based on the benchmark of 25kg/station/day. According to the design, the personnel quota is 40 persons/km at the early stage of operation, and the total fixed number of personnel is 2176. The domestic waste at the early stage of operation is 158.85 tons/year for total 16 stations of the Project based on the benchmark of 0.2kg/person/day. There are about 180 staffs in the control center. The domestic waste is 13.14tons/yea based on the benchmark of 0.2kg/person/day. There will be 36, 420 and 431 staffs of Xiangguan Vehicle Depot in initial term, 94 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ short term and long term respectively. The domestic waste at the early stage of operation is 26.35 tons/year based on the benchmark of 0.2kg/person/day. There is no staff of the Hongwu Road Stabling Yard in initial term and short term. However, there are 617 staffs for the far date. No domestic waste will be generated at the early stage of operation. In conclusion, the domestic waste of the Project at the early stage of operation is 344.34 tons/year. ② Production wastes The production wastes mainly come from the overhauling, maintenance and cleaning of vehicle depot and stabling yard. According to the design, one vehicle depot and one stabling yard are installed for the Project. The vehicle depot and stabling yard are mainly responsible for the daily maintenance of trains, including the regular repair, overhaul, parking, cleaning and disinfection. Therefore, the production wastes of the Project mainly include the waste oil from waste parts, waste oil yarn, waste accumulator and wastewater treatment and the oily sludge generated by sewage treatment. According to the National Hazardous Waste Inventory (2016) and the identification standards of hazardous wastes, the solid wastes of the Project are identified. The waste oil and sludge generated by the pretreatment of wastewater of the Project are the “used mineral oil and waste containing used mineral oil generated during the course of other production, sales and use� (HW08 used mineral oil and waste containing used mineral oil); the accumulator of the Project is the “abandoned lead accumulator, nickel-cadmium cell, mercury oxide cell, mercury switch, fluorescent powder and cathode-ray tube� (HW49 other wastes); according to the National Hazardous Waste Inventory (2016), the waste parts and waste oil yarn are not hazardous and may be uniformly disposed by the local environmental sanitation department along with the domestic waste. According to the conditions of the operating vehicle depot and stabling yard of the similar projects, the waste metal parts shall be classified and stored in a centralized manner and may be recycled for the purpose of “resource utilization�, with no significant impact on environment caused. The accumulator of EMU is primarily the lead-acid battery. The expired waste accumulator is hazardous (HW49). The Employer intends to entrust the qualified 95 Environmental Impact Report company with the recovery and safe disposal of hazardous wastes (HW08), including waste oil and oily sludge. The utilization and disposal manners of the solid wastes of the Project during operation are summarized in Table 2.2-12. Table 2.2-12 Summary of Utilization and Disposal Manners of the Solid Wastes of the Project during Operation Category of Utilization and disposal S/N Name of solid waste Property Code of waste waste scheme Disposal by General solid 1 Domestic waste / / environmental waste sanitation department Waste parts and General solid 2 / / Recycle components waste Hazardous 3 Oily sludge HW08 900-249-08 The qualified company wastes is entrusted with safe Hazardous 4 Waste oil HW08 900-249-08 disposal wastes The qualified company Hazardous 5 Waster accumulator HW49 900-044-49 is entrusted with wastes recycle and disposal 2.2.6 Electromagnetic Environment The construction period of the Project is free of any electromagnetic environmental impact, which, during the operation, mainly includes the impact by the traction substation on the power frequency electric field intensity and magnetic induction strength and the impact by the train operation on the TV performance along the line. 2.3 Related Conformance Analysis 2.3.1 Analysis on Conformance to EIA Comments The Project is a recent construction project according to the Wanjiang Intercity Railway Network Planning. In August 2015, the former Ministry of Environmental Protection commented the environmental protection of this planning in the Review Opinions on Planning and Environmental Impact Report of Wanjiang Inter-city Railway Network (HS [2015] No.189). Please refer to Table 2.2-13 for the conformance of the design scheme to the EIA comments. 96 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 2.2-13 List of Analysis on Conformance to EIA Comments Comment No. EIA comments Execution of design Conformity According to the Planning, the selection of line and site shall minimize the ecological impact, with no core area and buffer area of natural reserve, core area of tourist attraction and primary protected area of drinking water source crossed, the experimental zone, non-core area of tourist No special sensitive area, attraction, secondary protected including the natural area and prospective reserve protection area, tourist of drinking water, geopark, attraction, drinking water important wetland limited for source, geopark and Clause 4.2 cross and the avoidance Conformed important wetland, is measures optimized and involved in this design taken. The planned route shall scheme. Therefore, it give full play to the intercity complies with the corridor and pathway crossing comments. river existing or under construction, with the basic farmland preservation area avoided and the farmland use minimized. The planning, control and centralized use of land surrounding the comprehensive base of train, train use shop and station are enhanced. For the urban section of the intercity railway in the Planning, the selection of line and station shall be well planned to match with the regional railway network arrangement and well coordinate with the related The design scheme overall urban planning, overall deviates from the direction urban transportation planning as specified in the EIA and urban railway proposal. The length is transportation planning. In increased, with the major combination with the corridors of Hongwu Road, environmental function Fengle Avenue, Longpan Clause 4.4 Basically conformed requirements along the line, Avenue, Huizhou Road the start and end of the (under planning) and G104. intercity railway shall be However, the underground rationally planned, with the pavement is used for the direction, pavement and downtown of Chuzhou, running speed of the line to the which basically satisfies the urban area optimized. For the comments. line recently planned to accessing the downtowns of Hefei, Maanshan, Wuhu, Chuzhou, Liuan, in case of no conditions for access gallery, the underground pavement is preferred to avoid any adverse 97 Environmental Impact Report effect on the environmental sensitive objects along the line. For the purpose of the assessment, the practical conditions are considered According to the noise and to define the control vibration control requirements, distance from the planning the land at both sides of residential area at both intercity railway shall be sides of the line. For the planned and controlled, with a points sensitive to noise, sufficient distance from the the wind pavilion with surrounding schools, hospitals, muffler is installed and the centralized residential areas vertical and semi-closed and other environmental sound barrier is provided. sensitive areas maintained. The rubber floating sable is Clause 4.5 Conformed According to the distribution of installed to control or the sensitive objects along the maintain the current noise line, the construction level of the corresponding conditions are reserved for the section. For the points right sound barrier and other noise above the line sensitive to mitigation measures, with the vibration, the functional effective preventions and replacement and rubber controls taken against any floating sable are installed structural noise possibly to control the vibration incurred by the vibration. there. The above measures are sufficient to ensure that this design complies with the EIA comments. As shown in the table above, this design scheme complies with the EIA comments. 98 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ 2.3.2 Construction and Planning Conformance Analysis In September 2015, the National Development and Reform Commission (NDRC) released of the Approval of the National Development and Reform Commission on Construction Planning (2015-2020) of Wanjiang Intercity Railway (FGJC [2015] No.2182) to approve the Construction Planning of Wanjiang Intercity Railway Network and the Short Term Construction of Wanjiang Inter-city Railway Please refer to Figure 2.3-1 for the comparison of this design scheme and the approved construction and planning scheme. Construction and planning scheme This design scheme Figure 2.3-1 Line Change Comparison of the Design Scheme and the Construction and Planning Scheme 99 Environmental Impact Report Table 2.2-13 List of Comparison with Construction and Planning Scheme Construction and Comparison of Comprehensive Item compared This design scheme planning scheme single item comparison Line length About 12,400m About 13,750m -1,350m Length of 6,590m 8,500m -1,910m elevated line Length of ground 160m 750m -590m line Length of ground 5,650m 4,500m +1,150m line 3 stations, 6 stations, including 2 including 1 Number of underground ones and 4 underground +3 stations stations elevated ones ones and 2 elevated ones Construction Shield + Shield + cast-in-situ Same method cast-in-situ 18 points, all of Number and 5 points, all of which are which are located impact of noise located at both sides of -13 points at both sides of sensitive points the elevated line the elevated line Number and 7 points without impact of 12 points without the right the right beneath +5 points The line of this design vibration beneath ones. ones. scheme is 1km less sensitive points than that of the The number of construction and environmental planning scheme. noise sensitive Where, a part of the Upon taking the points and elevated line is Upon taking the measures, the affected changed to be measures, the environmental population at underground to reduce environmental noise noise sensitive both sides of the the environmental sensitive points satisfy points satisfy the Comparison of elevated line are impact. the quality standards or quality standards Impact Degree of greatly reduced, remain unchanged the or remain Noise and while that of the vibration sensitive point unchanged the Vibration environmental VLz10 vibration sensitive vibration has a predicted value point VLz10 has a increase. satisfying the quality predicted value However, all standards satisfying the environmental quality standards vibration complies with the standards. Current land use Urban road Urban road Same Land for road Nature of Land for road traffic and traffic and Same planning land residence residence Points sensitive to ecology, water body and Not involved Not involved Same atmosphere: number and impact This design scheme optimizes the line direction in Chuzhou Downtown according to the practical conditions. The original direction (Fengle Avenue, Huifeng Road, Huizhou Road (under planning)) is changed to current one (Fengle Avenue, 100 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ XijianRoad, Longpan Avenue, Huizhou Road (under planning)), with the station density increased for more convenient traffic conditions. Upon such optimization (this design scheme), the noise impact on the external environment is significantly reduced. However, the vibration sensitive points and affected populations at both sides of the underground line (tunnel section) are increased to a certain extent. It is predicted that the vibration value at each sensitive point may satisfy the standards. In general, the environmental impact of current scheme reduces. 101 Environmental Impact Report Chapter 3 Environmental Status 3.1 Natural Environment 3.1.1 Terrain and Location The area where the line goes by features the first river terrace and high river terrace. The former is characterized by the alluvial plain, flat and open terrain and a ground elevation of 4~12m, most of which is farmland and pond; the latter is characterized by the ridge hillock landform and undulation, with a relative elevation difference of 5~15m. The valley is relatively flat. 3.1.2 Weather Chuzhou is located in the hilly land between the Middle-Lower Yangtze plains and Jianghuai and is characterized by the north subtropical humid monsoon climate. Four seasons are distinctive here. The climate is warm and wet. The wind direction is generally east to northeast all the year round. The annual average temperature is 16.2℃, and the annual average precipitation is 1,087.8mm. Nanjing is located in the area with the subtropical monsoon climate. Where, four seasons are distinctive. It is hot and rainy in summer, cold and dry in winter, dry and cool in spring and autumn. Over the years, the annual average temperature is 14.4 ℃ and the annual precipitation is 1,026mm. 3.1.3 River System (1) The headstream of Qingliu River is the mountains at southeast of Jianghuai watershed area. Where, the water source is Dasha River, which converge into Chahe River at the boundary of Nanjing and is 84km in total length, with a drainage area of 1,252 km2. (2) Laihe River is adjacent to Shi River at the east, Qingliu River system at the west, Beita River system of Huai River basin at the north and Chuhe River at the south. The total length of drainage basin is 70.2km. Where, the upstream is a mountainous area, the midstream is a hilly area and the downstream is a polder area. (3) As a tributary at left bank of the lower reaches of Yangtze River, Chuhe River originates from Liangyuan Town, Feidong County, Anhui Province, which mainly passes by Chuzhou, Anhui and Jiangbei, Nanjing. The river is 224km in length, 178.5 of which is in Anhui Province and 45.5 of which is in Jiangsu, and converges into the 102 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Yangtze River at Longpao Street, Liuhe District, Nanjing. The main branches are Qingliu River, Laian River, Xiang River and Damachang River. Chuhe is the boundary river of Jiangsu and Anhui and the mother river of Chuzhou and the Liuhe District and Pukou District of Nanjing. (4) Zhujiashan River is 18km in total length, with a river width of 20m. It originates in Gugou and passed by Banqiao, Huaqiying and Zhujia mountains. The elevation difference is 30~40m. It is connected with Heishui River and flow to the east along the Ming Dynasty City Wall of Pukou and converges into the Yangtze River at the old river mouth. The Project The Project Legend Figure 3.1-1 Drainage Map along the Line of the Project 3.1.4 Hydrogeology The site groundwater along the line is mainly the pore water in loosen rocks, micro confined water of pore and bedrock fissure water. (1) Pore water It is mainly in the shallow clay layer with a less buried depth and is primarily supplemented by atmospheric precipitation and subsurface runoff. The major drainage modes are groundwater runoff and runoff to the lower place. The penetration 103 Environmental Impact Report capability and water yield are poor. The groundwater is significantly affected by the seasonal climate, with the first terrace water’s buried depth generally of 0.5m~1m and the high terrace water’s buried depth generally of 1~4m. The annual variation is between 0.5m and 1m. (2) Micro confined water of pore It is mainly in the lower sandy soil and round gravel soil, which is mainly distributed in the first terrace and characterized by the good permeability and water abundance and the slight micro-confined performance. The transfluence or side supplement from the upper aquifer is primarily accepted. The main drainage modes are artificial swabbing or transfluence. The groundwater level is slightly affected by seasons. (3) Bedrock fissure water The bedrock fissure water is susceptible to the lithology, structure and weathering. The supply sources are primarily the pore water in the upper quaternary loosen rocks and secondarily the side runoff of bedrock weathered layer. The runoff mode is to seepage from the high elevation to the low elevation through the joint fissure and structure in the bedrock. The bedrock fissure water is mainly reserved in the weathered bedrock fissure. 3.1.5 Ground Motion Parameters The basic seismic peak acceleration of Class II sites in Chuzhou is 0.05g, and the special periodic value of ground motion response spectrum is 0.40s. The basic seismic peak acceleration of Class II sites in Nanjing is 0.10g, and the special periodic value of ground motion response spectrum is 0.35s. 3.2 Social Environment 3.2.1 Chuzhou Chuzhou is located in the east of Anhui Province and at the edge of the Yangtze River Delta and is a joint of southeastern coastal areas and central and western inland regions. The straight-line distance from Chuzhou Downtown to Nanjing is about 50km. As the partner city of Nanjing metropolitan area, it is available to reach Nanjing Lukou Airport in one hour. There are two municipal districts (Langya District and Nanqiao District), two county-level cities (Tianchang City and Mingguang City) and four counties (Laian County, Quanjiao County, Dingyuan County and Fengyang County). 104 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ There are total 82 towns, 12 villages and 16 sub-district offices. Chuzhou features a total area of 13,398km2, a total population of 4,491,000 (about 562,000 populations in the municipal districts). In 2017, the GDP of Chuzhou was RMB 160,770,000,000, which was 0.5% higher than the provincial level and ranking the 5th in terms of the sum. The per capital GDP is RMB 39,599 (USD 5,865). 3.2.2 Nanjing Nanjing is the core city of Nanjing metropolitan area consisting of all administrative regions of Nanjing, Zhenjiang, Yangzhou, Huai’an, Maanshan, Wuhu and Chuzhou, with a total area of 55,100km 2. Nanjing metropolitan area is an important part of the global city cluster of the Yangtze River Delta Region and is the access to the central and western regions and plays a role as the key growth pole to stimulate the development of the Yangtze River Delta Region. There are now 11 districts in Nanjing, which are Gulou, Xuanwu, Jianye, Qinhuai, Yuhua, Qixia, Pukou, Liuhe, Jiangning, Lishui and Gaochun, with a total area of 6,597km2 and a permanent resident population of 8,335,000. By the end of 2017, Nanjing’s regional GDP was RMB 1,171,510,000,000 and the annual per capital GDP was RMB 140,553 (USD 20,814). 3.3 Status of Related Infrastructures 3.3.1 Sewage Treatment Infrastructures The position relationship of the Project and Chuzhou’s and Nanjing’s sewage collection and treatment facilities are as shown in Figure 3.7-1 and Figure 3.7-2. According to the figures, other than Laian South Station, Xiangguan North Station, Xiangguan Town Station and Xiangguan Vehicle depot, the surroundings of all sites (including Hongwu Road Stabling Yard, Chuzhou High-speed Railway Station~Demonstration Park Station and Chahe New Town Station~Nanjing North Railway Station) are covered by the municipal sewage pipe network, with the township sewage treatment plant in place. The specific information of each sewage treatment plant is as below: (1) The Third Sewage Treatment Plant of Chuzhou: It is responsible for the treatment of the sewage from Chuzhou High-speed Railway Station, Chuyang Road South Station, Chuzhou Vocational and Technical College Station (24 t/d) and 105 Environmental Impact Report Hongwu Road Stabling Yard (80t/d). As put into service in 2017, the Plant is located at the south of the intersection of Beijing-Shanghai High-speed Railway and Longxing Road. The process is the modified oxidation ditch, with the outlet water subject to Grade 1 Class B under the Discharge Standard of Pollutants for Municipal Wastewater Treatment Plant (GB18918-2002) and the tail water drained to Qingliu River. It is now stable and satisfies the discharge standards. The design treatment capacity is 50,000 tons/day and the actual treatment capacity is now 30,000 tons/day, with a deviation of 20,000 tons/day. The sewage drainage of the Project accounts for 0.52% of the remaining treatment capacity. Therefore, this sewage plant may be fully relied on. (2) The First Sewage Treatment Plant of Chuzhou: It is responsible for the treatment of the sewage from Longpan Avenue Station, City Hall Station and Fengyang Road North Station (24 t/d). As put into service in August 2010, the process is the activated sludge. The outlet water quality is subject to the Grade 1 Class I Class A under GB18918-2002, with the tail water drained to Qingliu River. It is now stable and satisfies the discharge standards. The design treatment capacity is 150,000 tons/day and the actual treatment capacity is now 100,000 tons/day, with a deviation of 50,000 tons/day. The sewage drainage of the Project accounts for 0.048% of the remaining treatment capacity. Therefore, this sewage plant may be fully relied on. (3) The Second Sewage Treatment Plant of Chuzhou: It is responsible for the treatment of the sewage from Youyi Road Station, Suzhou-Chuzhou Industrial Park Station and Demonstration Park Station (24 t/d). As put into service in 2012, the Plant is located at the southeast of the intersection of Xin’anjiang Road and Suzhou Road. The process is the modified oxidation ditch, with the outlet water subject to Grade 1 Class A under GB18918-2002, with the tail water drained to Qingliu River. It is now stable and satisfies the discharge standards. The design treatment capacity is 100,000 tons/day and the actual treatment capacity is now 75,000 tons/day, with a deviation of 25,000 tons/day. The sewage drainage of the Project accounts for 0.096% of the remaining treatment capacity. Therefore, this sewage plant may be fully relied on. (4) Chahe Town Sewage Treatment Plant of Chuzhou: It is responsible for the treatment of the sewage from Chahe New Town Station and Chahe Town Station (16 t/d). As put into service in 2012, the process is the modified oxidation ditch, with the 106 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ outlet water subject to Grade 1 Class A under GB18918-2002, with the tail water drained to Chahe River. It is now stable and satisfies the discharge standards. The design treatment capacity is 10,000 tons/day and the actual treatment capacity is now 9,500 tons/day, with a deviation of 500 tons/day. The sewage drainage of the Project accounts for 3.2% of the remaining treatment capacity. Therefore, this sewage plant may be fully relied on. (5) The North Sewage Treatment Plant in the Hi-tech Zone of Nanjing: It is responsible for the treatment of the sewage from Beidou Industrial Park Station and Nanjing North Railway Station (16 t/d). As put into service in 2016, the Plant is located in the delta plot at the east of the interchange of Zhujiangshan River and Yuejin River in the Hi-tech Zone. The process is adjustment and hydrolysis +inverted AAO+rotating disc filtration, with the outlet water subject to Grade 1 Class A under GB18918-2002, with the tail water drained to Chahe River. It is now stable and satisfies the discharge standards. The design treatment capacity is 45,000 tons/day and the actual treatment capacity is now 25,000 tons/day, with a deviation of 20,000 tons/day. The sewage drainage of the Project accounts for 0.08% of the remaining treatment capacity. Therefore, this sewage plant may be fully relied on. 107 Environmental Impact Report Overall Planning of Chuzhou City (2012-2030) Downtown Sewage Engineering Plan The Project Legend Figure 3.3-1 Position Relationship between the Project and the Municipal Sewage Pipe Network of Chuzhou 108 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Overall Urban Planning of Nanjing (2011-2020) Downtown Drainage Engineering Plan Legend The People's Government of Nanjing December 2015 Figure 3.3-2 Position Relationship between the Project and the Municipal Sewage Pipe Network of Nanjing 109 Environmental Impact Report 3.3.2 Solid Waste Treatment Infrastructures The solid wastes of the Project generated during construction (e.g. spoil and waste slag) are transported to the designated site of Chuzhou for disposal. All discarded of Chuzhou Section is transported to the construction waste landfill of the Erlang Mountain and the muck dump of Guanshan for disposal. The construction waste landfill of the Erlang Mountain is located on the opposite side of the health center of Erlang Village about 6km at southwest of DK2+500, formerly the quarry of the Erlang Mountain, which has played a role as the construction waste landfill of Chuzhou and occupies a land area of 384 mu. The muck dump of Guanshan is close to Guanshan Village at north of the city and about 8km at the left of DK20+400, formerly the quarry of Guanshan, which has played a role as the construction waste landfill of Chuzhou and occupies a land area of 179mu. Both of the two dump areas have been approved in terms of environmental impact assessment and water and soil conservation, and also approved by the Development and Reform Commission of Chuzhou. They are under construction and able to meet the requirements of the Project on waste earthworks. Construction waste landfill of the Erlang Mountain Figure 3.3-3 Position of Construction Waste Landfill of the Erlang Mountain 110 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Construction Waste Landfill of Guanshan Figure 3.3-4 Position of Muck Dump of Guanshan 3.4 Current State of Environmental Quality Please refer to Figure 3.4-1 (1)~3.4-1 (10) for the monitoring points of environmental quality set or referenced for the purpose of the Project. 111 112 Environmental Impact Report Figure 3.4-1 (1) Position of Monitoring Point of Current State of Environmental Quality Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 3.4-1 (2) Position of Monitoring Point of Current State of Environmental Quality 113 114 Environmental Impact Report Figure 3.4-1 (3) Position of Monitoring Point of Current State of Environmental Quality Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 3.4-1 (4) Position of Monitoring Point of Current State of Environmental Quality 115 116 Environmental Impact Report Figure 3.4-1 (5) Position of Monitoring Point of Current State of Environmental Quality Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 3.4-1 (6) Position of Monitoring Point of Current State of Environmental Quality 117 118 Environmental Impact Report Figure 3.4-1 (7) Position of Monitoring Point of Current State of Environmental Quality Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 3.4-1 (8) Position of Monitoring Point of Current State of Environmental Quality 119 120 Environmental Impact Report Figure 3.4-1 (9) Position of Monitoring Point of Current State of Environmental Quality Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Figure 3.4-1 (10) Position of Monitoring Point of Current State of Environmental Quality 121 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan 3.4.1 Current State of Ambient Air Quality According to the 2018 Environmental Quality Bulletin of Chuzhou, the average content of SO2, NO2 and CO in the downtown air were respectively 11mcg/m 3, 40mcg/m3 and 0.7 mg/m3, satisfying the Class 1 standards under the Ambient Air Quality Standards (GB3095-2012); the average daily maximum 8-hour concentration of O3 was 113 mcg/m3, satisfying the Class 2 standards under GB3095-2012; the average PM10 and PM2.5 were respectively 82mcg/m3 and 51mcg/m3, beyond the Class 2 standards under GB3095-2012 (data source: Information Disclosure of the People's Government of Chuzhou). According to the Investigation and Evaluation of Current Environmental Status of Jiangbei New Area of Nanjing (August 2018), the major pollutants in the air of Jiangbei New Area were PM10 and PM2.5 in 2017. The monitoring results of all pollutant indicators demonstrated that the annual averages of SO2and NO2 are qualified; the annual averages of PM10 and PM2.5 are 0.080mg/m3 and 0.042mg/m3 respectively, beyond the Class 2 standards under GB3095-2012, with the excess multiple of 0.14 and 0.19 respectively. The Project site is unqualified due to the large-scale construction and development in Jiangbei New Area. The dust caused by construction and transportation mainly lead to the OOS air quality. 3.4.2 Current State of Surface Water The regular monitoring data and other environmental assessment monitoring data are referenced to illustrate the surface water quality. Wherein, the data of Chuhe River, Laihe River and Qingliu River is from the regular monitoring data of Chuzhou environmental monitor station (July 2016), the data of Zhujiashan River is from the monitoring data in the EIR of Reconstruction and Extension Project of National Road 235 in Pukou, Nanjing . Please refer to Table 3.4-2 and 3.4-3 for details. Table 3.4-2 Section Water Quality Monitoring Data of Chuhe River, Laihe River and Qingliu River Dissolved Monitoring point Item pH CODCr BOD LAS oxygen Monitoring 7.47 18 3.4 3.81 0.08 value Assessment 6~9 30 6 3 0.3 W-1 section of Chuhe River Class IV standards and Chahe River standards Benchmark 0.24 0.6 0.57 0.88 0.27 index Qualified or Qualifi Qualifie Qualifi Qualified Qualified not ed d ed Monitoring 7.47 28 5.3 5.81 0.11 W-2 water mouth section of Class IV value Laihe River standards Assessment 6~9 30 6 3 0.3 standards 101 102 Benchmark 0.24 0.93 0.88 0.60 0.37 Environmental Impact Report index Qualified or Qualifi Qualifie Qualifi Qualified Qualified not ed d ed Monitoring 7.36 21 3.7 5.44 0.08 value Assessment 6~9 30 6 3 0.3 W-3 Wuyi lower section of Class IV standards Qingliu River standards Benchmark 0.18 0.7 0.62 0.65 0.27 index Qualified or Qualifi Qualifie Qualifi Qualified Qualified not ed d ed Table 3.4-3 Section Water Quality Monitoring Data of Zhujiashan River Monitoring Dissolved Item pH CODMn Total phosphorus SS point oxygen W-4 section of Monitoring value 7.1 5.5 8.4 0.19 42.0 Zhujiashan Class IV Assessment 6~9 10 3 0.3 - River and standar standards National Road ds Benchmark index 0.05 0.55 0.23 0.63 - 235 Qualified or not Qualified Qualified Qualified Qualified - As shown in the table above, all indexes of water quality of the section of Chuhe River and Chahe River, the water mouth section of Laihe River and the Wuyi lower section of Qingliu River satisfy the Class IV standards under the Environmental Quality Standards for Surface Water (GB3838-2002). All water quality indexes of Zhujiashan River section (the Project goes cross Zhujiashan River at 7km downstream) satisfy the Class IV standards under GB3838-2002. 3.4.3 Current State of Environmental Noise Quality The engineering test center of China Railway SIYUAN Survey and Design Group Co., Ltd. (CMA Certification No.: 150001211018) is entrusted with the monitoring and measurement of the environmental noise quality at the sensitive points for the purpose of assessment. 1. Measurement specifications The Environmental Quality Standards for Noise (GB3096-2008) is followed. 2. Measurement scheme (1) Measurement instrument The NL-52 integrating sound level meter is used, which is calibrated with the AWA6221 sound source corrector before and after each measurement. Before use, all measurement instruments (including the sound source corrector) shall be annually assessed by the qualified metrological verification department to be qualified. (2) Measurement date and method Measurement date: Dec. 25~30, 2018. The measurement shall be conducted within Chuzhou-Nanjing Intercity Railway Project with World Bank Loan the regular working or activity hours: 6:00-22:00 (daytime) and 22:00-02:00 (nighttime). For the sensitive points suffered from the existing road, the measurement duration shall be no less than 20min at the average density of traffic flow. For the sensitive points with no significant noise source around, the measurement time shall be 10min per time. (3) Measurement scale and assessment scale The equivalent and continuous sound level A shall prevail. 3. Introduction to monitoring point layout, layout principles and monitoring results The sensitive points closest to the noise source after the demolition of project shall be the monitoring points, which may be increased as per the practical conditions. The monitoring data shall reflect the current environment state of the assessment area and make available the reliable data for noise prediction. The residential buildings, schools and hospitals are basically at both sides of the elevated line, with the high-rise building exposed to vertical section monitoring. The teaching building of school requires only the noise monitoring in daytime. The residential buildings, student dormitories and hospitals require of both daytime and nighttime monitoring. Where any sensitive points are located around the stabling yard and vehicle depot, the current state of such sensitive points shall be monitored. If not, only the background noise shall be monitored. There are 131 monitoring points for the purpose of the assessment (No.N1-1~N44-4), with the monitoring results summarized in Table 3.4-4. (1) Overview of noise source The sensitive points along the line are mainly suffered from the noise from road traffic and social life. Paifang and Yaopu Village are close to Beijing-Shanghai High-speed Railway and are mainly suffered from the noise from railway, road traffic and social life. Luowei and Baozhuang are the undeveloped rural areas free of any significant noise source. (2) Analysis on the monitoring results of current state of environmental noise As shown in Table 3.4-4, the monitoring data of 40 sensitive points is 4.3~70.9dB (A) in daytime and 44.2~67.3dB (A) at night. According to the corresponding standards, there are 34 out-of-standard sensitive points. Wherein. 20 sensitive points are out of specification by 0.2~7.9dB (A) in daytime and 33 sensitive points are out of specification by 0.2~12.3dB (A) at night. The primary cause of such out-of-standard results is the significant impact by the road traffic noise. Wherein: ① The 38 sensitive points of the elevated section have a daytime range of 103 104 52.9~70.9dB (A) and a nighttime range of 49.5~67.3dB (A). According to the standards, Environmental Impact Report there are 34 sensitive points out of specification. Of which, 20 sensitive points are out of specification by 0.2~7.9dB (A) in daytime and 33 sensitive points are out of specification by 0.2~12.3dB (A) at night. ② There are two sensitive points around the entrance/exit section line of Xiangguan Vehicle Depot, which have a daytime range of 50.3~51.4dB (A) and a nighttime range of 44.2~45.6dB (A). According to Class 2 standards under GB3096-2008, neither of the aforesaid is qualified. No sensitive point is surrounding the Hongwu Road Stabling Yard. ③ The boundary of Hongwu Road Stabling Yard is close to Beijing-Shanghai High-speed Railway and Hongwu Road West, the current noise level at the boundary is 59.9~63.6dB (A) in daytime and 55.2~59.2dB (A) at night. According to the standards for functional area, it is out of specification at one site of the south boundary by 0.5dB (A). In nighttime, the noise levels at east, west, south and north boundaries are out of specification by 4.2~5.7dB (A). The Xiangguan Vehicle Depot and entrance/exit section line have no significant noise source around, with the natural background noise dominant, which is 49.3dB (A) and 43.6dB (A) in daytime and nighttime respectively. According to the standards for functional areas, the noise levels at the boundaries are qualified in both daytime and nighttime. ④ No significant noise source is around the main substation of Chuzhou Vocational and Technical College Station. The current noise level at the boundary is 53.1dB (A) and 46.2dB (A) in daytime and nighttime respectively. According to the standards for functional areas, the noise level at the boundary is qualified in daytime and out of specification by 1.2dB (A) at night. The boundary of Xiangguan Town’s main substation is close to the National Road G104. The current noise level at the boundaries is 58.5~71.0dB (A) and 55.4~68.3dB (A) in daytime and nighttime respectively. According to the standards for functional areas, it is out of specification by 1.0dB (A) at the north boundary in daytime and by 3.7~13.3dB (A) at the east, west, south and north boundaries at night. 3.4.4 Current State of Environmental Vibration Quality The engineering test center of China Railway SIYUAN Survey and Design Group Co., Ltd. is entrusted with the monitoring and measurement of the environmental vibration quality at the sensitive points for the purpose of assessment. 1. Monitoring standards and specifications The vibration monitoring shall follow the Standard of Environmental Vibration in Urban Area (GB10070-88). Chuzhou-Nanjing Intercity Railway Project with World Bank Loan 2. Measurement implementation scheme ① Measurement instrument Environmental vibration level analyzer AWA6256B ② Measurement date and time Measurement date and time: Dec. 22~29, 2018 6:00-22:00 (daytime); 22:00-24:00 (at night). ③ Assessment scale and measurement scale The “random vibration� measurement in the Standard of Environmental Vibration in Urban Area shall be used. Each measurement point is measured continuously for 20min for once in daytime and at night respectively, with the accumulated percent Z vibration level (VLZ10) as the assessment value. The vibration source shall be recorded during measurement. ④ Layout principles of measurement points The monitoring points are arranged based on the principles of “sensitiveness�. According to the site survey and investigation results, the monitoring sections are arranged outside the rooms of the residential buildings, schools and various structures sensitive to vibration. The measuring points are within 0.5m outside the room of the buildings. ⑤ Introduction to monitoring point position and monitoring results There are 40 vibration measurement points (No.V-1~V40-1), with the vibration monitoring data summarized in Table 3.4-5. As shown in Table 3.4-5, the line is mainly suffered from the vibration generated by the human activities or road traffic. The daytime and nighttime environmental vibration levels at 40 sensitive points are 49.2~65.3dB and 47.7~61.5dB, both of which satisfy the standards under GB10070-88. 3.4.5 Current State of Electromagnetic Environmental Quality The engineering test center of China Railway Siyuan Survey and Design Group Co., Ltd. is entrusted with the monitoring and measurement of the electromagnetic environmental quality around two substations for the purpose of assessment. 1. Monitoring conditions Please refer to Table 3.4-6 for the monitoring conditions and related conditions. Table 3.4-6 List of Monitoring Conditions and Related Contents Monitoring Power frequency electric field and power frequency magnetic field 105 106 items Environmental Impact Report Measureme Dec. 26, 2018 nt date: Environment Weather: cloudy, temperature: 2~10℃, humidity: 54~70%, wind speed: 0.3~0.5m/s al conditions Operating conditions The main substation of the Project is newly built and lack of the related operating conditions for monitoring Electric field intensity of Monitoring power frequency HJ681-2013 Electromagnetic Environmental Monitoring Method for specification Magnetic induction intensity AC Electric Power Transmission and Distribution Project (on trial) s of power frequency HI-3604 Power Frequency Monitoring Calibrated by the National Institute of Metrology of China Field Intensity Indicator instrument Calibration Certificate No.: DLcx2015-1495 Instrument No.: 00149082 2. Monitoring point According to the Electromagnetic Environmental Monitoring Method for AC Electric Power Transmission and Distribution Project (trial) and Technical Guidelines for Environmental Impact Assessment - Power Transmission Project (HJ24-2014) and in combination of the surrounding features of the proposed substation, the monitoring points are set at the substation. Please refer to Table 3.4-7 for details. Table 3.4-7 List of Monitoring Points of Current State of Electromagnetic Environment S/N Name of measurement site Monitoring items Main substation of Chuzhou Center of proposed The electric field intensity and magnetic E1-1 Vocational and Technical substation induction intensity of power frequency at College 1.5m above the center of the proposed Main substation of Center of proposed E2-1 substation are measured. Xiangguan Town substation 3. Monitoring results and analysis Refer to Table 3.4-8 for the monitoring results Table 3.4-8 List of Monitoring Results of Current State of Electromagnetic Environment Measure Electric field intensity of Magnetic induction intensity ment S/N power frequency (V/m) of power frequency (μT) point No. 1 E1-1 1.56 0.0365 2 E2-1 1.24 0.0217 As shown in Table 3.4-8, the electric field intensities of power frequency at two main substations are 1.56V/m and 1.24V/m respectively and the magnetic induction intensities are 0.0365μT and 0.0217μT respectively, both of which at all measurement points a re less than the limits (4000V/m and 100μT) under the Controlling Limits for Electromagnetic Environment (GB8702-2014). 3.4.6 Current situation of ecological environment quality 1. Ecological function areas along the line The main areas along the project are urban built-up areas, towns and a small number Chuzhou-Nanjing Intercity Railway Project with World Bank Loan of villages, which are artificial ecosystems based on agricultural and urban ecology; Hongwu Road Stabling Yard is located on the southeast side of Chuzhou High-speed Railway Station, and between Hongwu Road and Beijing-Shanghai High-speed Railway, which is planned as a green land but is a wasteland at present; Xiangguan Vehicle Depot is located on the east side of Chahe Town, which is planned as an ecological green land but is a farmland at present. The whole line does not involve the ecological protection red line areas in Anhui Province and Jiangsu Province. 2. Land use and current situation of landscape along the project (1) Current situation of land use in railroad sections The line of the project is basically laid along the existing urban roads and national highways. The land used along the project is mainly road traffic land, as shown in Table 3.4-9. Table 3.4-9 Land use and current situation of landscape in railroad sections of the project Current situation S/N Section Land use of landscape Chuzhou High-speed Transportation Traffic facilities, science and education parks, living 1 Railway Station - Chuyang hub and urban communities, tourism and vacating Road South Station landscape Chuyang Road South High-rise residences, commercial offices, public 2 Station - Vocational and Urban landscape service facilities, tourism and vacating Technical College Station Chuzhou Vocational and Living communities, commercial offices and public 3 Technical College Station ~ Urban landscape service facilities Longpan Avenue Station Longpan Avenue Station ~ Are living communities, commercial offices and public 4 Urban landscape City Hall Station service facilities City Hall Station - Living communities, finance, commerce and trade, 5 Fengyang Road North Urban landscape tourism and vacating Station Fengyang Road North 6 Industrial Park Urban landscape Station~Youyi Road Station Youyi Road Station – 7 Suzhou-Chuzhou Industrial Industrial Park and farmlands. Urban landscape Park Station Suzhou-Chuzhou Industrial 8 Park Station ~ Industrial Park and farmlands. Urban landscape Demonstration Park Station Demonstration Park Access gallery Residential areas of villages and towns, and 9 Station~Laian South and rural farmlands Station landscape Access gallery Laian South Station - Residential areas of villages and towns, and 10 and rural Xiangguan North Station farmlands landscape Access gallery Xiangguan North Station - Residential areas of villages and towns, and 11 and rural Xiangguan Town Station farmlands landscape Xiangguan Town Station - Industrial Park, residential areas of villages and Urban and rural 12 Chaohe New Town Station towns, and farmlands landscapes 107 108 Chahe New Town Station ~ Industrial Park, residential areas of villages and 13 Urban landscape Environmental Impact Report Chahe Town Station towns, and farmlands Chahe Town Industrial Park, residential areas of villages and Urban and rural 14 Station~Beidou Industrial towns, and farmlands landscapes Park Station Beidou Industrial Park Transportation 15 Station~Nanjing North Industrial Park and traffic facilities hub and urban Railway Station landscape (2) Land for stations and current situation of landscape Refer to Table 3.4-10 for detailed land use for stations (including entrances and exits, pavilions and cooling towers) and current situation of landscape along the project. Table 3.4-10 Land use for stations and current situation of landscape along the line Current situation and S/N Station Station form Current situation of landscape attributes of lands planned Chuzhou Station Square is on the north side and Beijing-Shanghai Three High-speed Railway Chuzhou elevated Station Hall is on the south 1 High-speed storeys in side. A public transport hub Railway Station the middle of is on the west side, and a track passenger terminal is on the east side. The north is Hongwu Road. Located at the intersection of S206 and Chuyang Three West Road. There are no Chuyang Road elevated schools and residential 2 South Station storeys at areas around it. The land is the side of mainly planned for track education and scientific research. Located at the intersection of Xirun Road and Zuiweng Road. Chuzhou Three Mechanical and Electrical Vocational and elevated Engineering School and 3 Technical storeys at Chuzhou Vocational and College Station the side of Technical College and are track nearby. The land is mainly planned for education and scientific research. Located at the intersection of Longpan Avenue and Fengle Avenue, it is planned to transfer to Line 2. There are the Government of Chuzhou Underground Longpan 4 City, Municipal Square, two-storey Avenue Station Municipal Bureau of island station Quality and Technology Supervision, Xinchengguoji and so on. The land is mainly planned for administrative offices, Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Current situation and S/N Station Station form Current situation of landscape attributes of lands planned commercial offices and residences. Located on Longpan Avenue on the southeast of the City Hall. There are Two storeys some residential areas underground such as Dongfangtiandi, Island 5 City Hall Station Xinchengguoji, and station Yangguangdushi around it. Transfer The land is mainly planned station as administrative offices, commercial offices and residences. Continued Current situation and S/N Station Station form Current situation of landscape attributes of lands planned Located on the south side of Longpan Avenue. The Three surrounding area is an elevated Fengyang Road urban area to be built, and 6 storeys at North Station it is farmland mostly at the side of present. It is mainly track planned as commercial land and residences. Located on Huizhou Road under construction and about 1.2km north of Three Qingliu River. The elevated Youyi Road surrounding areas are 7 storeys in Station mostly farmlands. It is the middle of mainly planned as track commercial land, residences and green lands. Located at the south side of the intersection of Three Huizhou Road and Qingliu Suzhou-Chuzhou elevated Road, and surrounded by 8 Industrial Park storeys in new residential districts. Station the middle of The land is mainly planned track for residences and scientific research. 109 110 Continued Environmental Impact Report Current situation and S/N Station Station form Current situation of landscape attributes of lands planned Located on the west side of the intersection of Yangzi Road and Suchu Avenue, surrounded by Three Dawang Junior Middle elevated Demonstration School, Suzhou-Chuzhou 9 storeys at Park Station Branch School of Nanjing the side of Langya Road Primary track School and some houses. The land is mainly planned as residences, education and scientific research. Located on the new G104, about 2km away from Three Shuikou Town, and elevated Laian South 10 surrounded by farmlands storeys in Station mainly. It is mainly the middle of planned as urban track construction. Located on the new G104, about 4km away from Three Shuikou Town, and elevated Xiangguan North 11 surrounded by farmlands storeys in Station and villages mainly. It is the middle of mainly planned as urban track construction. Located at the intersection of the old and new G104, Three and surrounded by Dashu elevated Xiangguan Town 12 Village and farmlands. It is storeys in Station mainly planned as the middle of residences and industrial track land. / Located in the north of Chahe Town, planned as the center of Chahe New Town, on the west side of Three G104, surrounded by elevated Chahe New 13 Nanjing Bay Global storeys in Town Station Furniture CBD, Agile the middle of Garden and so on. It is track mainly planned as commercial land and residences. Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued Current situation and S/N Station Station form Current situation of landscape attributes of lands planned Located on the west side Three of Chaoyang Road, and elevated Chahe Town surrounded by plants and 14 storeys in Station enterprises mostly. It is the middle of mainly planned as track industrial land. Three Located in the north of elevated Beidou Industrial G40, and surrounded by 15 storeys at Park Station farmlands. It is mainly the side of planned as industrial land. track Located on the south side of Zhujiashan River and the north side of G104, Underground Nanjing North surrounded by residential 16 two-storey, Railway Station areas and military land. It island station is mainly planned as transportation and industrial land. (3) Land for vehicle depot and stabling yard and current situation of landscape ① Xiangguan Vehicle Depot It is about 1,380m long and 230m wide at its widest point, covering about 31.74ha, where there are mainly farmlands, with a small number of fishponds and houses, and no ecologically sensitive regions around it. The site is selected reasonably. Site Schematic Diagram of Xiangguan Vehicle Depot Current situation of the vehicle depot 111 112 ② Hongwu Road Stabling Yard Environmental Impact Report The stabling yard covers about 7.6ha. The terrain is flat. The elevation of natural ground is between 32m and 36.5m with an elevation difference of about 3.5m, where there are farmlands at present, it is planned as green lands, and there are no ecologically sensitive regions around it. The site is selected reasonably. Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Site Schematic Diagram of Hongwu Road Stabling Current situation of the stabling yard Yard (4) Land for main substation and current situation of landscape There are two main substations in the project, which are Technical College Main Substation (near the Vocational and Technical College Station) and Xiangguan Town Main Substation (near Xiangguan Town Station). The sites are far from residential areas. Main Substation of Vocational and Technical College Station is near Chuzhou Vocational and Technical College, where there are farmlands and no residences. Xiangguan Town Main Substation is near Nanjing-Luoyang Expressway in Laian County, on the northwest side of Xiangguan Town Station, where it is open and there are no residential houses around it. Picture of Main Substation of Vocational and Technical College Station Picture of Xiangguan Town Main Substation 3. Current wild animal resources along the project (1) Terrestrial animals The main areas along the project are urban built-up areas and suburban development areas. Influenced by human long-term development, the wildlife resources are less, mainly small animals living in trees and shrubs, and no large wild animals. The main species are birds, mainly sparrows, turtledoves, cyanopicacyanas and other common species; the main reptiles are skinks and geckos; the main animals are yellow weasels, mus musculus and so 113 114 on. Environmental Impact Report According to the data of Chuzhou Forestry Bureau and Pukou District Forestry Bureau of Nanjing and the comprehensive analysis of site survey results, there are some common species such as birds and small mammals (sparrows, cyanopicacyanas, skinks and so on) living on the trees and shrubs along the rural sections of the project, and yellow weasels and muroid found in the village and town residential areas. (2) Aquatic organisms TheQingliu River and Laihe River involved in the project are the tributaries of Chuhe River, and their aquatic ecology is similar. According to the data of Chuzhou Agricultural Bureau, the surface water of Chuzhou (except reservoir) is generally 1-2m deep, the mud layer is 20-50cm deep, the transparency is 30-60cm, the temperature difference between the top and bottom of water is small, the photosynthesis is strong, pH value is 6-7.5, the plankton are abundant. The phytoplankton contains rich diatom and blue-green algae, the main zooplankton are protozoa, rotifers and cladocerans, and the main aquatic microtubule plants are hydrilla verticillata, potamogetonwrightiimorong, eel grass and so on. There are 13 families including more than 50 species of fishes. The main commercial fishes are black carps, grass carps, silver carps, bigheads, carps, crucian carps, etc. Although the Chuhe River, Laihe River, Qingliu River and Zhujiashan River spanned by the project are natural rivers, they are impacted by upstream and downstream human activities greatly, so the species of wild fishes are scarce. Now the commercial fishes are the main species, and there are no seedling farms or other artificial breeding sites. 4. Current vegetation resources and distribution of old and precious trees along the project (1) Vegetation form and distribution The project is located in a transitional area from subtropical zone to warm temperate zone, with distinct seasons, warm and humid climate, obvious monsoon and synchronous hot and rainy seasons. Referring to the division of the distribution area types of seed plant families in China (Wu Zhengyong et al., 2003), the project is located in the Holarctic and the East China Region of China-Japan Forest Plant Subregion. In accordance with the Flora and Vegetation Geography in China (Chen Lingzhi), the project is located in a mixed forest zone of subtropical defoliations and evergreen broad-leaves - Jianghuai hilly deciduous oak forest, Castanopsis forest and masson pine forest (IVAi-2). The main areas along the project are urban built-up areas and suburban development zones, with dense population. Influenced by human activities for a long time, most of the native vegetation has passed out of existence, and the existing vegetation is mainly urban Chuzhou-Nanjing Intercity Railway Project with World Bank Loan greening vegetation and agricultural vegetation. The urban greening vegetation mainly includes Cinnamonumcampora, southern magnolia, plane trees, poplars, Chinese tallow trees, ligustrum lucidum, etc., which are distributed in urban areas along the project. The agricultural vegetation mainly includes grain crops such as wheat and rice, and some commercial crops such as strawberry and all kinds of vegetables. By visiting Chuzhou Forestry Bureau and Pukou District Forestry Bureau of Nanjing and analyzing the site survey results, there are no valuable and rare wild protective plants and old and precious trees along in the assessment area along the project. (2) Survey of vegetation status The vegetation is surveyed by GPS line-transect method and the typical quadrat method. For the key survey areas and different vegetation forms, sample plots shall be selected on the spot by the typical sample plot method. Typical quadrat 1Cinnamonumcampora (From Cinnamonumcampora) They are mainly distributed on both sides of the urban roads in urban area of Chuzhou and Nanjing Beidou Industrial Park widely as border trees. There are nursery garden in Hongwu Road Stabling Yard and Xiangguan Vehicle Depot. The physiognomy is evergreen and orderly. There is only one tree layer, with Cinnamonumcampora (L.) as the edificator. The shrub layer mainly consists of green vegetation, such as Sarcandra glabra, Alchorneatrewioides, Pyracanthafortuneana, Glochidioneriocarpum Champ., Rosa multiflora Thunb. and a few of wild species scattered among them. The herbaceous layer is generally about 30cm high with a cover degree of only 20%. The species are Arundinellahirta, Carexdoniana, Lygodium japonicum, adiantum flabellulatum, Arthraxonhispidus, Poaannua, etc. Table 3.4-11 CinnamonumCampora Quadrat Name of Cinnamonumcampora Quadrat No.: 001 Quadrat area (m): 20*20 sample plot: (Hongwu Road Stabling Yard) Longitude and E118°20'06.53"; N32°11'28.70" Altitude (m): 29 latitude: Number of Stem diameter Community Species Cover Chinese name plants (cm) / Average height (m) stratification No. degree % (clusters) abundance Cinnamonumcampor Tree layer 1 30 4 5 65 a Glochidioneriocarpum 11 1 1 1.0 3 Champ. Shrub layer Rosa multiflora 12 6 3 / 8 Thunb. 19 Arthraxonhispidus 45 4 0.35 5 20 Arundinellahirta 15 3 0.35 5 Herbaceous 23 Carexdoniana 12 2 0.5 2 layer 24 Lygodium japonicum 14 3 0.3 1 25 Poaannua 13 3 0.7 2 115 116 27 Geranium wilfordii 10 4 1 15 Environmental Impact Report Typical quadrat 2 Cunninghamialanceolata (From.Cunninghmmialanceolata) Cunninghamialanceolata forest is a common artificial timber forest in the area where the project locates. The line is near the beauty spot of Mount Langya. A small number of trees are distributed along Chuhe River and Zhujiashan River, and around the ponds of Xiangguan Vehicle Depot, with small areas. The tree layer is about 8-12m high with Cunninghamialanceolata as the dominant species. There are few other species and the lower shrub layer. The herbaceous layer includes Aster ageratoides, Kalimerisindica, Artemisia argyi, Conyzaconcdensis, Arthraxonhispidus, Poaannua, etc. Table 3.4-12 CunninghmmiaLanceolata Quadrat Bridge section on the east side Name of of Zhujiashan River Quadrat No.: 002 Quadrat area (m): 20*20 sample plot: (DK50+200) Longitude and E118°38'42.37"; N32°11'49.09" Altitude (m): 5 latitude: Number of Community Species Cover Chinese name plants Abundance Average height (m) stratification No. degree % (clusters) Cunninghmmialanceo Tree layer 1 40 4 10 75 lata 2 Aster ageratoides 30 4 1.5 25 3 Kalimerisindica 8 2 0.3 5 Herbaceous 4 Artemisia argyi 6 2 1.2 10 layer 5 Conyzaconcdensis 5 4 0.8 20 6 Arthraxonhispidus / 4 / 5 7 Poaannua / 4 / 5 Typical quadrat 3 Conyzaconcdensis (From. Bidenspilosa L. var. radiata Sch.-Bip) Conyzaconcdensis is an exotic weed widely distributed in the project area. Its communities are usually in the fields and wastelands. The total cover degree is mostly 60-90% and more than 95% in some places. The dominant species in the community are Conyzaconcdensis and Cynodondactylon. The average height is generally between 40 cm and 160cm. The other commone species are Imperatacylindricavar. major, climbing groundsel, Setariaviridis, Digitariasanguinalis, Arundinellahirta, lophatherum gracile, Achyranthesbidentata, Lysimachia, Bidenspilosa, and all kinds of sedges. Table 3.4-13 ConyzaConcdensis Quadrat Name of Xiangguan Vehicle Depot Quadrat No.: 003 Quadrat area (m2): 10*10 sample plot: Longitude and E118°30'28.75"; N32°17'16.42" Altitude (m): 24 latitude: Number of Community Cover S/N Chinese name plants Abundance Average height (m) stratification degree % (clusters) 6 Conyzaconcdensis 30 3 1.5 55 Herbaceous Imperatacylindricavar. 7 9 3 1.5 10 layer major 8 Climbing groundsel 3 3 1.5 5 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan 9 Digitariasanguinalis 4 3 0.5 / 10 Setariaviridis 20 2 0.5 / 11 Arundinellahirta 4 2 / / 12 Achyranthesbidentata 5 2 1 / Bidenspilosa 5 2 1 5 Carexdoniana / 2 / / Cynodondactylo / 2 / 20 Typical quadrat 4 Crops (Xiangguan Vehicle Depot E118°30'28.75"; N32°17'16.42"") The widest cultural vegetation in the assessment area is agricultural vegetation. Along the line there are mainly grain crops such as rice, wheat and maize and some other commercial crops such as cotton and oilseed rape. Fruits and vegetables such as watermelon, cucumber, potato and cabbage are planted widely near cities and towns. Some farmlands are occupied by green nursery gardens such as Cinnamonumcampora, Cunninghamialanceolata and lagerstroemia indica. The agricultural protection forest is mainly covered by poplars. There are many kinds of weeds distributed in the farmlands, and the physiognomies are mostly uniform. The main species are Artemisia argyi, Conyza japonica, Typhoniumdivaricatum, Cyperusrotundus, Oxalis corymbosa, Sesbaniacanbinnaa, Bidenspilosa, Mimosa pudica, Cynodondactylon, etc. After consulting the agricultural departments of Chuzhou and Nanjing, most of the assessment area is irrigated paddy field, with rice and wheat (or oilseed rape) as the main crop combinations, rice as the main layer in summer and autumn, and oilseed rape and wheat as the main layer in winter and spring. The per unit area yield of paddy field can reach more than 500kg/mu, and that of rapeseed can reach 95kg/mu. (3) Vegetation biomass and productivity ① Vegetation biomass Through the field quadrat survey and looking up the regional vegetation research data of the project Study of the Temporal and Spatial Variations of Vegetation NPP of Chuzhou Based on CASA Model(Sheng Fangjian et al.) , Study on Spatial and Temporal Variation Characteristics of NDVI in Chuzhou City Based on ERDAS and GIS , and Chuzhou Statistical Yearbook (2017), Huang Haiwei et al.), the average biomass of each vegetation form in the assessment area is determined. Refer to Table 3.4-14 for details. Table 3.4-11 Average Biomass of Each Vegetation Form in the Assessment Area Unit: t/hm2 Coniferous Broad-leave Bamboo Economic Shrubs and Vegetation form Crops Water area forest d forest forest forest grassland Average biomass 96.34 103.47 76.41 80.56 23.17 54.38 1.2 *The forest biomass was calculated by model, the biomass of grassland and scrub-grassland was 117 118 measured and revised by one-time harvest method, and the agricultural vegetation was revised by Environmental Impact Report referring to the data of local statistical department. Based on the interpretation results of satellite photographs, the area of each vegetation form was counted and the total biomass in the assessment area was calculated. Refer to Table 3.4-15 for details. Table 3.4-12 Statistics of Biomass in the Assessment Area Average biomass Vegetation form Area hm2 Biomass t Proportion % t/hm2 Coniferous forest 96.47 96.34 9293.92 6.57 Broad-leaved 391.24 103.47 40481.60 28.63 forest Bamboo forest 17.94 76.41 1370.80 0.97 Economic forest 117.33 80.56 9452.10 6.68 Shrub and 328.18 23.17 7603.93 5.38 scrub-grassland Agricultural 1344.57 54.38 73117.72 51.71 vegetation Aquatic algae 64.72 1.20 77.66 0.05 Total 2360.45 141397.73 100.00 * Exclude 1178.48hm2 of construction land. Table 3.4-12 shows that the area of agricultural vegetation is much larger than that of other vegetation forms in the assessment area, and its biomass proportion (51.71%) is much higher than that of other vegetation forms. It occupies an absolute dominant position in the assessment range. It shows that the agricultural production along the project plays a key role in maintaining the vegetation biomass in the area, and the vegetation biomass in the assessment area mainly depends on human factors. ② Analysis of vegetation productivity The main basis for evaluating the vegetation productivity in the assessment area is the average net primary productivity (NPP) of different vegetation in the assessment area, and then the average net productivity in the assessment area can be calculated. The computational formula is as follows: Sa =∑(Si×Mi)/Ma where: Sa - average net productivity in the assessment range (gC / (m2.a)) Si - average net productivity of a vegetation form (gC / (m2.a)) Mi - the area of a vegetation form in the assessment area (m2) Ma - total area of assessment range (m2) When the average net productivity of different vegetations is calculated, it is revised by referring to the research results of domestic natural ecosystem productivity and vegetation biomass in this region, and judged comprehensively by combining the current situation of Chuzhou-Nanjing Intercity Railway Project with World Bank Loan aboveground vegetation cover and vegetation site in the assessment area. Refer to Table 3.4-13 for the natural system productivity of various vegetation forms in the assessment area. Table 3.4-13 List of Vegetation Productivity in the Assessment Area Proportion in total area of **Average net primary Area Vegetation form assessment area productivity (NPP) (hm2) (%) [gC/ (m2.a)] Coniferous forest 96.47 2.73 967.77 Broad-leaved forest 391.24 11.06 1083.45 Bamboo forest 17.94 0.51 943.44 Economic forest 117.33 3.32 850.00 Shrub and 328.18 9.27 600.00 scrub-grassland Agricultural vegetation 1344.57 37.99 644.00 Aquatic algae 64.72 1.83 321.00 *Total 2360.45 66.70 485.31 ***Assessment criterion 642.48 Notes: *excluding 1,178.48hm2 of construction land; ** Refer to the Estimating Net Primary Productivity of Terrestrial Vegetation in China Using Remote Sensing (Journal of Remote Sensing, 2002) written by Chen Lijun from Institute of Geographic Sciences and Natural Resources, Chinese Academy of Sciences, and other relevant research materials for the average NPP of each vegetation form; Table 3.4-13 shows that, affected by human activities, the main vegetation along the project is agricultural vegetation with limited coverage, and the NPP of the whole assessment area is only 485.31gC/ (m2.a), which is significantly lower than the average level of Chinese Mainland. 5. Current situation of regional landscape (1) Current situation of ecological landscape ① Recognition and classification of regional landscape elements From the point of view of the whole landscape system, the area along the line is mainly composed of agricultural ecosystems and urban ecosystem. The other ecosystems are scattered, dominated by artificial ecosystem. ② Sample plot analysis The sample plot in this assessment area is determined by the traditional ecological method, that is, calculating the degree of dominance (Do) of all kinds of patches consisting of the landscape, and the one with high Do is the sample plot. The Do value of a patch in the landscape is determined by calculating the importance value of each patch in the assessment area, which is calculated by the following three parameters: density (Rd), 119 120 frequency (Rf), and landscape proportion (Lp). Environmental Impact Report Rd = number of patches I / total number of patches x 100% Rf = number of quadrats of patches I appeared/total number of quadrats x 100% Lp = area of patch I / total area of sample plot x 100% The Do of the project can be calculated by above three parameters: Do = { (Rd+Rf) /2 + Lp}/2 ×100% The patch types in this landscape assessment were selected by referring to the classification of land use types in the assessment area. When evaluating the landscape frequency, select 400 small quadrats (150mx150m) from the satellite photographs covering on the whole assessment area evenly, count the number of small quadrats of each type of patches, conduct statistical analysis of each quadrat, and then calculate the Do value of each type of patches in the assessment area. The results are shown in Table 3.4-14. Table 3.4-14 List of Do Value of Each Type of Patches in Assessment Area Type of Rd (%) Rf (%) Lp (%) Do (%) Schematic diagram patches Cultivated 耕地 land Cultivated 34.55 42.75 37.99 38.32 Distribution diagram of Do value land Garden of all types of patches Garden 园地 plot 3.84 5.75 3.32 4.05 plot 林地 Forest Forest 12.88 23.25 14.29 16.18 Grassland 9.64 33.75 9.27 15.48 �地 Grassland Constructi 38.44 46.25 33.3 37.82 建设用地 Construction on land land Land 水域�水利 for water Water area 0.66 2.75 1.83 1.77 area and 设施用地 water conservancy facilities Table 3.4-14 shows that the proportion of cultivated land landscape is the highest among all patches in the whole assessment area, which is the sample plot in the assessment range. Although the proportion of forest landscape is the highest, due to its relatively concentrated distribution low frequency, its Do value is lower than that of the cultivated land. ③ Characteristics of regional landscape ecology The area along the project is mainly composed of urban ecosystem and farmland system. There are some other ecosystem types scattered in the area. Affected by human activities, the artificial ecological landscape along the line has a large proportion with a high degree of dependence on human beings. Therefore, in the process of construction, the artificial management and maintenance should be strengthened to maintain the stability of the ecosystem in the assessment area. (2) Current situation of visual landscape The project is mainly composed of urban man-made buildings and roads, as well as Chuzhou-Nanjing Intercity Railway Project with World Bank Loan planned man-made buildings and roads, which is a typical urban ecological landscape. The line passes through the main urban area of Chuzhou and the section of Nanjing Beidou Industrial Park, which are very demanding of landscape. The line in these two places is laid underground. The greenery landscape is shielded for the surface structures such as entrances, exits and pavilions of the underground stations such as Longpan Avenue Station, City Hall Station and Beidou Industrial Park Station, so as to coordinate them with the surrounding landscape, and not to affect the landscape along the line generally. The sections of Chuzhou Railway Station, Suzhou-Chuzhou Industrial Park, Shuikou Town, Xiangguan Town and Chahe New Town that the project passes through are mainly traffic hub, industrial park, construction site and undeveloped plot, which are low visual sensitive areas, so the line is mainly designed elevated, but is basically laid along the existing roads, which have little impact on the landscape along the line. 121 122 Chapter 4 Analysis of Alternative Environmental Impact Report 4.1 Analysis of zero alternative The current traffic routes between Chuzhou and Nanjing are mainly the Beijing-Fuzhou Expressway, S103 Provincial Highway and Beijing-Shanghai High-speed Railway. The average peak daily section flow was more than 34,000 vehicles in 2015, reaching the upper limit of the capacity. There were 144 pairs of regular trains from Xuzhou East Railway Station to Bengbu South Railway Station and 124 pairs of trains from Bengbu South Railway Station to Nanjing South Railway Station. The traffic capacity is relatively insufficient and overmuch respectively for the former and latter. However, the development requirements of urban integration and public transportation of the metropolitan areas of Chuzhou and Nanjing can hardly be met. Therefore ,in addition to the highways and Beijing-Shanghai High-speed Railway, the intercity rail transit system is essential for the intercity passenger volume of public transport and commuting. Apart from connecting the central city of Chuzhou and Nanjing, the project aims to expand the range from Nanjing Jiangbei New Area to the north, particularly establish the convenient access to the adjacent economic towns undergoing the rapid development (e.g. Chahe Economic Development Zone and Shuikou Town). It is the important support to the national-level functions of Jiangbei New Area of Chuzhou. The certain adverse effect on the surroundings may be caused during the construction and operation of the Project. However, the construction period is short and temporary, with the environment restored after the end of construction. Within the operation period, it is allowed to discharge the polluted water to the municipal pipeline or be reused upon being treated as per the applicable standards. In terms of noise and vibration, the countermeasures (e.g. sound barrier and vibration reduction) are in place accordingly to meet the related standards or maintain the status quo. Therefore, the adverse effect arising from operation may be controlled to the maximum extent. Moreover, the project brings the long-term social and economic benefits. From the point of social and economic development and environmental protection, this Scheme is superior to Zero Alternative and the implementation of the Project is essential and feasible. 环境影�报告 Table 4.1-1 Comparison with Zero Alternative Project Influential Implement this Alternative Not implement this Alternative factors (Zero Alternative) 1. The certain adverse effectsgenerated by the engineering construction on the environment mainly include construction noise, vibration, water body and atmospheric environment, all of which, however, are short-term and can be eliminated upon the 1. In case of Zero Alternative, no adverse effect on the completion of the project. Environmental environment will be caused during the construction period. influence 2. The adverse effects on the surroundings arising from operation 2. In case of Zero Alternative, no adverse effect on the mainly include noise and vibration, both of which at the sensitive environment will be caused during the operation period. points may be controlled to below the limit or maintained to the status quo by installing the sound barrier, reserved sound proof window and vibration reduction. Therefore, the noise and vibration effects caused by the Project can be effectively under control. 3. The Project may ease the transportation strain of Chuzhou and Pukou District of Nanjing. From another point of view, the municipal railway transportation can replace part of ground 3. The bus and private automobiles currently constitute Chuzhou-Nanji vehicles, with the air environment accordingly protected against the major transportation along the project and the air quality ng Intercity the automobile exhaust, which both improves the air quality in is impaired by the automobile exhaust. Railway cities and generate positive environment benefits. 4. The commuting volume between Chuzhou and Nanjing is 4. People along the line will be exposed to the easy urban considerable, the development requirements of urban integration and commuting facilities. integration and public transportation of the metropolitan Social influence 5. The Project is constructed to connect Chuzhou High-speed areas of Chuzhou and Nanjing can hardly be met by the Railway Station (the transportation junction of Chuzhou) with the highways and Beijing-Shanghai High-speed Railway. central city, Shuikou and Chahe, with the overall planning and 5. In case of Zero Alternative, the connection between the spatial layout of Chuzhou taken into full consideration. Besides, central city of Chuzhou, Shuikou, Chahe and Jiangbei New the Project undertakes the function of expanding the range from Area of Nanjing and the urban integration degree will be Jiangbei New Area to the north. restricted. It is the important support to the national-level functions of Jiangbei New Area. 6. The total costof the Project is about CNY 15.64 billion. The 6. In case of Zero Alternative, this additional investment Costs economic development and land value along the line will benefit will be absent. from the Project. 123 4.2 Analysis of technical alternative 1. Comparison of routes According to the Environmental Impact Report (EIR) of Wanjiang Intercity Railway Network (June 2015), the Chuzhou-Nanjing Intercity Railway belongs to “Bozhou-Bengbu-Chuzhou-Nanjing� sections, which will be constructed in short-term planning. Where, the “Chuzhou-Nanjing� section starts from Chuzhou, passes by Yaobu, Wuyi Town, Chengou,heads to Jiangsu. The project sets up Xinlinyang Station along Beijing-Shanghai Railway to Linyang, which can intersect with the Nanjing Metro Line 3 or go through the Yangtze River by the Shangyuanmen Tunnel and accesses to Nanjing, with the destination at Nanjing North Railway Station. The line is 51km in full length with four stations, including Chuzhou Station, Yaobu Station, Wuyi Town Station and Chengou Station. In August 2015, the Ministry of Environmental Protection commented the Environmental Impact Report (EIR) of this planning in HS [2015] No.189Review Opinions on Environmental Impact Report (EIR) of Wanjiang Intercity Railway Network. According to the Reply of the National Development and Reform Commission (NDRC) on the Construction Planning (2015-2020) of Wanjiang Intercity Railway (2015), the Wanjiang Intercity Railway Network planning and the short-term plan of Wanjiang Intercity Railway are approved with certain changes to the direction of “Chuzhou-Nanjing� section as specified in the EIA scheme. The line starts from Chuzhou High-speed Railway Station, goes along Hongwu West Road, Fengle Avenue, Huifeng Road, Huizhou Road, Yangzi Road and G104. After crossing the Chuhe River, it finally ends at Nanjing North Railway Station in the Nanjing City of Jiangsu Province. The line is about 56.7km in full length with nine stations. According to the General Design of Chuzhou-Nanjing Intercity Railway, the line starts from Chuzhou High-speed Railway Station, goes along Hongwu Road, Fengle Avenue, Xijian Road, Longpan Avenue, Huizhou Road, Yangzi Road and G104 and finally ends at Nanjing North Railway Station. It passes by Chuzhou downtown, Suzhou-Chuzhou Industrial Park, Laian County and Pukou District of Nanjing. The line is about 54.4 km in length with 16 stations, including 3 underground ones and 13 elevated ones. There are 1 car parking yard, 1 metro car deport, 2 main power convert stations and 1 control center for the whole line. Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Overlapped sections of ① and ③ Overlapped sections of ① and ③ Legend Engineering feasibility scheme① EIA scheme② Approved construction planning scheme③ Figure 4.1-1 Comparison Diagram of RouteSchemes 125 EIA Report The related items of the general design scheme (engineering feasibility) ①, EIA scheme ② and approved construction planning scheme ③ are hereby compared and summarized in Table4.1-2. Table 4.1-2 Comparison and Analysis of RouteSchemes Approved Comparison Factors General Design Scheme① EIA Scheme② Construction Planning Scheme③ Total length of about Scheme③: longest Length Total length of about 54.4km Total length of about 51km 56.7km Scheme ①: shortest 16 stations, including 3 9 stations, including 2 Scheme①: maximum stations Stations underground ones and 13 4 ground stations underground ones elevated ones and 7 elevated ones Scheme ②: minimum stations 40.33km bridge, Scheme ① : longest bridge Scale 46.378km bridge, 7.788km tunnel 27.7km bridge and 23.3km section, Laying form 14.57km tunnel and and 0.234km ground line ground line 1.8km ground line Scheme②: no tunnel section Chuzhou High-speed Scheme ① and Scheme ③ : the Chuzhou High-speed Railway Railway Station - Chuzhou High-speed Railway directions are basically the same, Station - Downtown - Shuikou Downtown - Shuikou Direction Station - Wuyi - Yongning - Town - Chahe Town - Nanjing Town - Chahe Town - Scheme ② : different from Nanjing North Railway Station North Railway Station Nanjing North Scheme① and Scheme③ Railway Station 37 points sensitive to Scheme① and Scheme③: more Sensitive 28 points sensitive to noise and 24 points sensitive to noise and sensitive points noise and 42 points targets 40 points sensitive to vibration 15 points sensitive to vibration sensitive to vibration Scheme ②: less sensitive points No ecologically No ecologically sensitive area but Environmental No ecologically sensitive area but No ecologically sensitive area sensitive area but the the urban built-up and planning influence Ecologically the urban built-up and planning but the towns and planning areas urban built-up and areas are involved in the three sensitive areas areas are involved are involved planning areas are schemes involved Environmental The certain adverse effects on environment during construction mainly include construction The line of Scheme ② passes influence noise, vibration, construction sewage, dustand the impact on urban traffic, all of which, by no main urban area.Therefore, during however, are of a short-term and temporary nature and can be eliminated upon the completion 126 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan construction of the Project. less urban traffic, sensitive points and population are affected during construction. The line of Scheme ① and Scheme ③ passes by the main urban area, exposing the main urban are and town area to the significant effect arising from construction The adverse effects on the surroundings arising from operation mainly include noise and Scheme ① and Scheme ③ : vibration, both of which at the sensitive points may be controlled to below the limit or maintained to the status quo by installing the sound barriers, sound proof windows and Compared with for Scheme ② , vibration reduction measures. Therefore, the noise and vibration caused by the Project are the points of Scheme sensitive Environmental effectively under control. to noise and vibration are influence relatively more. However, such during adverse effects are effectively operation controlled for the three schemes upon installing the vibration reduction measures and noise reduction measures. 127 EIA Report Continued Approved Comparison Factors General Design Scheme① EIA Scheme② Construction Planning Scheme③ Scheme②: more immigrants immigrants About 450 persons About 600 persons About 450 persons Scheme ① and Scheme ③ are the same Scheme②: occupies more cultivated Cultivated land 105.12mu (a traditional Chinese area Social area occupied unit, 1 mu ≈ 666.67 m2) 150mu 116.4mu land area; Scheme ① and Scheme③ are almost the same Scheme ②: benefits less population About 1.4 million population along About 2 million Beneficiaries About 2 million population along the line Scheme ① and Scheme ③ benefit the line population along the line almost the same population Scheme ② : the investmentisrelatively The total investment is about CNY 15.64 The total investment is about CNY The total investment is less Costs billion 10.05 billion about CNY 16.83 billion The investment in Scheme ① and Scheme ③are almost the same No scheme is involved in any special ecologically sensitive areas. However, the lengths and laying forms of the three schemes vary to a certain extent and there is little difference in the number of immigrants, land occupation and investment. For Scheme ① and Scheme ③, the lines go across the main urban area, leading to significant impacts on environment during construction and operation. However, such impactsare well Conclusion controlled upon taking corresponding measures. For Scheme ① and Scheme ③, the lines connect Chuzhou Downtown, Suzhou-Chuzhou Industrial Park, Shuikou Town, Chahe New Town and Beidou Industrial Park in Nanjing, which are good to stimulate the economic development along the line. The greater social and economic significance make it favorable in terms of society, economy and environment. However, Scheme ① is preferred with respect to the number of sensitive points and stations. 128 As shown in Table 4.1-2, the Project has been assessed by EIA of planning, construction planning and general design, etc. All the schemes mainly go through the urban built-up areas and planning areas and no scheme is involved with any special ecologically sensitive area. However, lengths and laying forms of schemes vary to a certain extent with little difference in the number of immigrants, land occupation and investment. Compared to the scheme of planning EIA,the railway alignments of the current scheme and construction planning scheme are in different directionsand both lines go across the main urban area.Thus, the impacts on environment cannot be ignored during construction and operation. However, the pollutant discharge standards are met or the current status is maintained by taking the corresponding environmental protection measures, in which case, the adverse effects on environment are controlled. According to the current scheme, the line connects Chuzhou Downtown, Suzhou-Chuzhou Industrial Park, Shuikou Town, Chahe New Town and Beidou Industrial Park in Nanjing, which is more conducive to the economic development along the line. The greater social and economic significance make the current scheme and construction planning scheme favorable in terms of society, economy and environment. However, the current scheme is preferred with respect to the number of sensitive points and stations. 2. Comparison of laying forms Comparison of different laying forms for this Project are shown in Table 4.1-3 below: 129 EIA Report Table 4.1-3 Comparison of Laying Modes Factors Current scheme Scheme of total elevated Scheme of total underground design design 46.378km bridge, 7.788km tunnel and 0.234km ground Total 54.4km of bridge Total 54.4km of tunnel Scale line The elevated design is supported by cast-in-place The supported in constructed in The underground design is bracket and the underground design is constructed by a cast-in-place manner. constructed by shield method, Technology shield method, with the station built by open excavation with stations built by open followed by construction excavation followed by construction The certain adverse effects on environment during construction Great environmental impacts. mainly include construction noise, vibration, construction sewage, dustand the impact on urban traffic, all of which, however, are of a The construction results greatly Little environmental impacts. short-term and temporary nature and can be eliminated upon the affects the urban traffic and The construction affects the completion of the Project.The adverse effects on the surrounding sensitive points; stations and surroundings. The surroundings arising from operation mainly include the operation results in the operation affects the upper Environme noise and vibration, both of which at the sensitive noise effect on both sides along sensitive points on both sides of nt points may be controlled to below the limit or the elevated line and damage the tunnel. The impacts on maintained to the status quo by installing the sound the urban landscape. The environment are effectively barriers, sound proof windows and vibration reduction impact on environment is controlled by the measures. Therefore, the noise and vibration caused effectively controlled by the countermeasures. by the Project are effectively under control. countermeasures. Total elevated design is Total underground design is The elevated and underground laying forms are adopted, leading to the adopted, leading to the little Social integrated, leading to moderate land area occupation considerable land area land area occupation and land and land requisition and demolishing occupation and land requisition requisition and demolishing and demolishing Costs The total investment is about CNY 15.64 billion About CNY 14.7 billion About CNY 18.2 billion For the three schemes, certain impacts on environment will be generated during construction and operation. Where, the total Conclusion elevated design leads to the maximum influence and the total underground design leads to the minimum influence. However, such impacts on environment are effectively controlled by taking the countermeasures. The total elevated design causes the relatively significant social impact and the total underground design costs more. Therefore, the current scheme is 130 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan the most favorable choice in terms of the environment, society and cost. 131 EIA Report According to the comparison of laying modes and in consideration of the environment, society (land requisition and demolishing) and cost, the current scheme is superior to the total elevated design and the total underground design. 4.3 Analysis of alternatives to different pollution regulation measures 1. Noise control According to the experience in noise control of the intercity railway, the proper noise pollution control and prevention measures and technical economy for the elevated section are compared in Table 4.1-4 below. 132 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 4.1-4Comparison of Noise Pollution Control and Prevention Measures and Technical Economy Noise control Features of adaptive sensitive Applicability analysis of the Analysis of advantages and disadvantages Investment analysis measures points Project Advantages: the noise problems are totally solved; The small-scale removal and It depends on the residence It is applicable to certain Demolition relocation of rural houses is Disadvantages: the implementation is types and regions sensitive points. acceptable. relatively difficult Advantages: the noise from the intercity It is applicable to the sensitive railway is fundamentally avoided, which is The investment is considerable points of old style or poor sound This measure is difficult to be Functional the best for the sensitive points; depending on the scale of the insulation close to and severely implemented relative to the replacement Disadvantages: the cost is high and the sensitive points suffered from the line sound barrier. coordination work is difficult. It is applicable to the concentrated sensitive points of Advantages: High feasibility with a noise This measure may be used The price of the noise barrier of a certain scale. The semi-closed reduction of 8~10dB(A) by the erect-type for the elevated section Sound barrier 3.1m in height is about CNY or totally-closed sound barrier is sound barrier 3.1m or higher than the rail mainly consists of schools 3,000/lm. applicable to the sensitive points surface. and residences. of high-rise buildings or with strict requirements of noise control. Advantages: The rubber floating slab may reduce the noise from elevated rail and the This measure may be used Shock The price for the rubber floating noise radiated by the secondary structure It is applicable to the elevated for the elevated section absorption for sable is about CNY 12,000(dual of bridge on account of vibration. The section mainly consists of schools elevated rail line)/lm noise is generally so reduced by and residences. 5~6dB(A). Advantages: the deafening effect is generally more than 25dB(A), which is It is applicable to the sensitive helpful against all outdoor noises and Ventilated points suffered from a relatively satisfies the indoor application It is technically feasible as an sound proof CNY 600/m2 complicated noise sources or a requirements; Disadvantages: the auxiliary measure. window noise source with large volume cooperation of the residents is required, and the poor sound insulation. making it less operational than the sound barrier. Conclusion The combination of the aforesaid noise control measures is preferred. 133 EIA Report The noise control measures as shown in Table 4.1-4 are commonly used for the intercity railway. According to the assessment, the combination of sound barrier, shock absorption for elevated rail and sound proof window is preferred. 2. Comparison of sewage treatment schemes Among all the sections and stations along the project, the sewage and wastewater from four of them cannot be discharged to the sewage pipe network. There are two sewage and wastewater treatment schemes for Xiangguan Section. Totally three schemes are made for Laian South Station, Xiangguan North Station and Xiangguan Station. The comparison of the schemes is shown in Table 4.1-5 and Table 4.1-6 below. Table 4.1-5 Comparison of Sewage Treatment Schemes for XiangguanMetro Car Depot Related Scheme ① Scheme ② factors The sewage from XiangguanMetro The sewage from XiangguanMetro Car Depot is Car Depot is discharged to Laihe undergone the tertiary treatment in the sewage Contents River after the tertiary treatment in treatment plant to be qualified for greening and car the sewage treatment plant to the washing as the urban miscellaneous water quality discharge standard (Class 1). requirement and then used for the same purposes. Impact on The final sewage is discharged to The final sewage is recycled or used for greening, water the Lai River, with the Lai River with no pollution to the Lai River environment polluted to a certain degree The final sewage is discharged to The sewage may be recycled for green land irrigation, Impact on the Lai River, with the aquatic which increases the vegetation coverage of the ecological environment polluted to a certain Project site and cause a positive effect on the environment degree ecological environment. Resource It is impossible to recycle the water The reclaimed water is recycled to optimize the utilization resources resource utilization level The sewage is treated in three Investment The sewage is treated in three stages. The stages. The investment cost is cost investment cost is relative high. relative high. The long distance between the The surrounding forests and greenbelt are sufficient Restrictions deport and the Lai River make it to handle the tail water from the sewage treatment difficult for pollution discharge plant. Thus, there is no restriction. Conclusion Not recommended Recommended 134 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 4.1-6 Comparison of Sewage Treatment Schemes for Laian South Station, Xiangguan North Station and Xiangguan Station Related factors Scheme ① Scheme ② Scheme ③ The independent sewage treatment Upon being pre-treated in the septic-tank, the The independent sewage treatment facilities are facilities are installed, with the sewage sewage is regularly transported by the installed, with the sewage treated to the standards for Contents treated to the discharge standard sewage suction truck to the Third Sewage flushing the toilet and greening and then recycled for the (Class 1) before being discharged. Treatment Plant of Chuzhou for disposal. same purposes. Impact on water The receiving water body (the Lai No impact is caused on the surroundings No impact is caused on the surroundings environment River) is certainly polluted Occupied land about 150m2 about 30m2 about 150m2 area The cost for artificial wetland facilities is CNY 150,000, The total domestic sewage is about 24t/d, with an annual operation cost of CNY 27,000, requiring A set of the buried integrated sewage requiring for transport twice a day by one for transporting twice a day by one 20m3 tanker (with Cost and treatment facilities is required, which is 20m3 tanker (with transportation distance of transportation distance of 5km) and the annual cost will maintenance about CNY 400,000. During the 10km). A third party will charge CNY 500/d be CNY 75,000. Moreover, the consumption of fresh fees operation, only electric charges and for this purpose, and the annual cost will be water may be reduced by 24t/d, lowering the maintenance fees will be incurred. CNY 150,000. transportation costs and water rates relating to fresh water by CNY 30,000. Conclusion Not recommended Not recommended Recommended 135 EIA Report For the sewage/wastewater disposal scheme of Xingguan Metro Car Deport, the sewage treatment plant is recommended, with most water recycled for car washing and greening. For the three stations (e.g. Laian South Station) rejected by the municipal sewage pipe network, there are only a small amount of sanitary sewage. Therefore, the independent sewage treatment plant is recommended, with the tail water recycled for greening. 136 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Chapter 5 EIA and Mitigation Measures 5.1 EIA and mitigation measures during construction period 5.1.1 Noise-based environmental impacts and mitigation measures during construction period 1. Analysis of noise-based environmental impacts during construction period (1) Noise source during construction The measured noises values of various common construction machineries during construction are shown in Table 2.2-1. (2) Prediction of noise impacts during construction The major noise sources during construction are large machineries, including the heavy carriers, excavators (for excavation maintenance and working well excavation) and air compressors. 2. Mitigation Measures In consideration of the practical conditions of the Project, the following countermeasures and suggestions are proposed against the environmental impacts by noise during construction: (1) During construction, the supervision and inspection by the environmental protection administration must be accepted and the effective measures for vibration and noise reduction must be taken as per the Emission Standard of Environment Noise for Boundary of Construction Site (GB12523-2011) to hold the residents harmless against disturbance. In case of a night construction, Night Work Permit is required. (2) The machineries (e.g. pile driver, concrete pump and wheel loader) with too much noise shall be arranged at a corner or in the tunnel far away from the sensitive points (e.g. residential areas, schools and hospitals) to the greatest extent, with the schedule maintenance conducted and the operation instructions followed. The low-noise generator wagon with noise controls is preferred other than the mobile diesel generator wagon. If not, the reliable ventilation and sound insulation measures shall be taken for the diesel generator and air compressor. (3) The prescribed service hours of the engineering mechanical equipment with high noise in the sensitive area are 7:00~12:00 and 14:00~22:00. In case of a continuous construction for any special reason, the early approval by the local environmental protection administration is required. (4) The transport vehicles accessing the construction site shall be arranged far away from the sensitive area. (5) The ready-mixed concrete is used instead of any concrete mixer on site. (6) The construction scheme and schedule shall be optimized in a rational manner to minimize the environmental noise impacts by engineering works. The mitigation measures of noise pollution to environment shall be included in the construction organization and design for project bidding and defined in the contract. (7) According to the Notice on Strengthening the Supervision of Noise Pollution to Environment During the College Entrance Examination issued by the State Environmental Protection Administration on April 26, 1998, no construction works with out-of-specification noise and disturbing the residents are allowed, in addition to strictly controlling various noise sources as per the related national standards for environmental noise, within half a month before and during the entrance examinations of senior/high school and college. (8) During construction, a leadership team is specially established jointly by the Employer, 137 EIA Report Contractor, Designer and sub-district office, with the 24h hotline set up, the liaison man specially assigned, the propaganda of construction well conducted, the communication with the residents along the line strengthened and the management measures timely optimized according to the residents’ opinions, in order to ensure their living quality. (9) The temporary fence is recommended to be installed for the sensitive points severely suffered from the construction noise of station in order to mitigate the adverse effect so caused. The costs for the temporary sound insulation fence or noise barrier during construction are estimated to be CNY 1 million. The construction schedules of different sensitive points are shown in Table 5.1-1. 138 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.1 List of Noise Control Measures for Affected Sensitive Points during Construction Noise control measures during Section S/N Sensitive point Location construction Chuzhou High-speed Railway Station ~ Chuzhou Vocational and 1 Pai Fang Left side of DK1+600~DK1+850 Technical College Station Chuzhou High-speed Railway Station ~ Chuzhou Vocational and 2 Yaopu Village Left side of DK2+050~DK2+190 The temporary sound insulation fence Technical College Station of 3~4m in height or noise barrier is Chuzhou High-speed Railway installed, with no construction permitted Station ~ Chuzhou Vocational and 3 Dadun Both sides of DK2+300~DK2+710 at night. Technical College Station Chuzhou High-speed Railway Station ~ Chuzhou Vocational and 4 Jinghuayuan and Dongxiang Right side of DK3+980~DK4+660 Technical College Station The temporary sound insulation Chuzhou Vocational and fenceof3~4min height or noise barrier is Chuzhou Vocational and Technical College Station ~ 5 Right side of DK6+380~DK6+800 installed, with no noisy construction Technical College Longpan Avenue Station equipment enabled to the greatest extent in daytime. City Hall Station ~ Youyi Road Both sides of 6 Guxiafan, Wanqiao Village Station DK12+520~DK12+910 City Hall Station ~ Youyi Road 7 Zhizihuawang Left side of DK13+900~DK14+100 The temporary sound insulation Station fenceof3~4min height or noise barrier is City Hall Station ~ Youyi Road installed, with no construction permitted 8 Geyoufang Left side of DK14+900~DK15+230 Station at night. Suzhou-Chuzhou Industrial Park Right side of Station ~ Demonstration Park 9 Dongsheng Garden DK19+500~DK20+000 Station Suzhou-Chuzhou Industrial Park The temporary sound insulation Station ~ Demonstration Park 10 Linlouxiaoqu Left side of DK20+300~DK20+440 fenceof3~4min height or noise barrier is Station installed, with no noisy construction Suzhou-Chuzhou Industrial Park Right side of equipment enabled to the greatest 11 Suyuan extent in daytime. Station ~ Demonstration Park DK20+520~DK20+860 139 EIA Report Station Suzhou-Chuzhou Industrial Park Dawang Junior Middle Right side of Station ~ Demonstration Park 12 School DK21+020~DK21+100 Station Nanjing Langya Road Suzhou-Chuzhou Industrial Park Primary School Right side of Station ~ Demonstration Park 13 Suzhou-Chuzhou Branch DK21+120~DK21+300 Station School Demonstration Park Station ~ Both sides of 14 Lvying Xiangguan North Station DK24+590~DK24+910 Demonstration Park Station ~ Both sides of 15 Zhuzhuang Xiangguan North Station DK26+720~DK26+760 Demonstration Park Station ~ Right side of The temporary sound insulation 16 Luowei Xiangguan North Station DK26+860~DK26+890 fenceof3~4min height or noise barrier is Demonstration Park Station ~ Zhuyuanzhuang and Right side of installed, with no construction permitted 17 at night. Xiangguan North Station Panzhuang DK27+100~DK27+800 Demonstration Park Station ~ 18 Dazhuang Left side of DK28+820~DK29+020 Xiangguan North Station Demonstration Park Station ~ 19 Shuangmiaoliu Left side of DK29+570~DK29+830 Xiangguan North Station 140 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued Noise control measures during Section S/N Sensitive point Location construction Demonstration Park Station ~ Right side of 20 Xiaoliuying Xiangguan North Station DK31+460~DK32+070 Xiangguan North Station ~ 21 Pengying Left side of DK32+700~DK32+940 Chahe New Town Station Xiangguan North Station ~ Dianzhuang, Xiaobuzhuang Both sides of 22 Chahe New Town Station and Caoxiaoying DK33+630~DK33+900 Xiangguan North Station ~ 23 Chengzhuang Left side of DK34+400~DK34+590 Chahe New Town Station Xiangguan North Station ~ Both sides of 24 Jinying Chahe New Town Station DK34+810~DK34+890 The temporary noise barrier or Xiangguan North Station ~ Both sides of absorbent lined barrier of 3~4m in 25 Xiangguan Village 1 Chahe New Town Station DK35+630~DK35+980 height is installed, with no construction permitted at night. Xiangguan North Station ~ 26 Linying Left side of DK36+500~DK36+610 Chahe New Town Station Xiangguan North Station ~ Right side of 27 Xiangguan Village 2 Chahe New Town Station DK37+500~DK37+840 Xiangguan North Station ~ Right side of 28 Luozhuang Chahe New Town Station DK37+900~DK38+230 Xiangguan North Station ~ 29 Jinghua Left side of DK39+350~DK39+480 Chahe New Town Station Xiangguan North Station ~ New Town at Mingfa North Both sides of 30 Chahe New Town Station Station DK39+700~DK40+910 Xiangguan North Station ~ Kongquecheng, 31 Left side of DK41+600~DK42+050 Chahe New Town Station LaianXuefuYinxiang The temporary noise barrier or Country Garden - absorbent lined barrier of 3~4m in Chahe New Town Station ~ Meiguiyuan, Right side of height is installed, with no construction 32 permitted at night. Chahe Town Station Country Garden·- DK41+720~DK43+630 ChengshiHuayuan Chahe New Town Station ~ 33 The Second People’s Left side of DK42+180~DK42+300 The temporary sound insulation 141 EIA Report Chahe Town Station Hospital of Laian County fenceof3~4min height or noise barrier is installed, with no noisy construction equipment enabled to the greatest extent in daytime. Chahe New Town Station ~ Right side of 34 DuhuiYijing Chahe Town Station DK44+200~DK44+350 Chahe New Town Station ~ Right side of The temporary noise barrier or 35 Mengta Kali Chahe Town Station DK44+450~DK44+610 absorbent lined barrier of 3~4m in Chahe Town Station - Nanjing Right side of height is installed, with no construction 36 Chahe Township permitted at night. North Railway Station DK44+800~DK45+500 Chahe Town Station - Nanjing Jintaiyang - 37 Left side of DK45+140~DK45+580 North Railway Station Yangguangcheng 142 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued Section S/N Sensitive point Location Noise control measures during construction Chahe Town Station - Nanjing Daqiao Community Road Both sides of 38 North Railway Station West DK46+070~DK46+270 Right side of Xiangguan Vehicle Depot 39 Luowei CDK0+840~CDK1+200 A temporary fence of 3m in height and surrounding an area of 1,500m2 is installed at the east and south of metro car depot. For construction in daytime, the noisy equipments shall be far away from the residential area and Xiangguan Vehicle Depot 40 Baozhuang Southeast of Vehicle Depot the one-off houses in the construction site shall be next to the residential area for the purpose of sound insulation. Neither the operation area close to the residential area nor the construction at night is permitted. 41 JingchengYuyuan Northwest of station A temporary fence of 3m in height and surrounding an area of 2,400m2 is installed around the metro car depot. For construction in daytime, the noisy equipment shall be far away from the residential area and the one-off Jinpeng Plaza Station 42 LongpanHuijing Southeast of station houses in the construction site shall be next to the residential area for the purpose of sound insulation. Neither the manufacturing area close to the residential area nor the construction at night is permitted. 43 DongfangTiandi Northeast of station A temporary fence of 3m in height and surrounding an area of 1,200m2 is installed at the north and east of the metro car depot. For construction in daytime, the noisy equipment Municipal Bureau of shall be far away from the residential area and City Hall Station 44 Quality and Technology Northeast of station the one-off houses in the construction site shall Supervision be next to the residential area for the purpose of sound insulation. Neither the manufacturing area close to the residential area nor the construction at night is permitted. 143 EIA Report 5.1.2 Vibration-based environmental impacts and mitigation measures during construction 1. Analysis of vibration-based environmental impacts during construction The construction machineries for the project are mainly exposed to vibration, including that on account of crush and excavation and during the transportation/loading of transport vehicles, inevitably resulting in certain effects on the structures and residents along the line. As shown in Table 2.2-7, the vibration level is 74~85dB at 10m from a general construction machinery, 64~76dB at 30m and 62~74dB at 40m. Thus, it is basically below the daytime upper limit (75dB) for “mixed zone, central business district�, “industrial concentration district� or “both sides of arterial traffic� beyond 30m and below the nighttime upper limit (72dB) beyond 40m. According to the site survey, the environmental sensitive points nearby the stations are the major victims of the vibration of construction machineries. The typical short distance between the construction sites and surrounding environmental sensitive points contribute to the great potential of certain sensitive points to fall outside the scope specified by GB10070—8 Standard of Environmental Vibration in Urban Area, in which case, the sensitive points around the construction site are inevitably exposed to adverse effects by the vibration of construction machineries. The shield method is applied to the running tunnels to minimize impacts by vibration on the ground at both line sides. 2. Mitigation measures The following effective controlcountermeasures are required to minimize the vibration-based environmental impacts, as follows: (1) The rational layout of construction site is important to mitigate the vibration caused by construction. Subject to the requirements for works, the relative position of the on-site layout and the surroundings shall be fully considered. The on-site stationary vibration sources (e.g. processing workshop and stockyard) shall be arranged in a centralized manner to reduce the interference range of vibration. In case of a long construction period, certain emergency measures of vibration mitigation may be adopted by making the best of the natural conditions (e.g. terrain and surface features) to reduce the impact by the vibration transmission on the surrounding sensitive points. The routes of construction vehicles, particularly those of the heavy ones, shall be kept away from the area susceptible to vibration. (2) With the construction schedule guaranteed, the construction scheme and working hours shall be optimized, with the operation with intensive vibration conducted only within the time frame of high environmental background value (7:00~12:00 and 14:00~22:00). Construction of intensive vibration pollution is limited at night. The civilized construction is preferred. (3) It is required to look through and well record the sensitive points close to the stations and tunnels. The reinforcement and other precautionary measures may be installed for the sensitive buildings around the construction sites of stations as appropriate. (4) Both the Contractor and the environmental protection administration shall well inform the related parties of the construction to relief or eliminate the “sense of fear� and make them psychologically prepared. The essential safety and protection measures shall be in place. The Contractor shall be fully aware of the environmental management and shall welcome the supervision, management and inspection by the environmental protection administration in accordance with the national and local laws, decrees, regulations and provisions. A person shall be specially assigned for engineering construction and supervision in order to ensure that the vibration controls are in place. 5.1.3 Surface water based environmental impacts and mitigation measures during construction 1. Analysis of surface water based environmental impact during construction The sewage of the Project during construction mainly consists of the construction waste water 144 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan from the construction works, the domestic sewage from the construction personnel, the runoff and groundwater on account of the aggradation and construction sediment washed out by rainstorm. The construction waste water includes the muddy water from the excavation and drilling works as well as the cooling water and wash water for machinery operation; the domestic sewage includes the wash water used by the construction personnel, the sewage of canteen and the flushing water; the groundwater runoff mainly includes the sewage containing a considerable amount of sediment, cement and oils from the aggradation, construction sand and gravel, waste and spoil washed out by the storm runoff; the underground water mainly refers to the drainage from the aquifer of excavated section. In case of a poor management, the sewage will increase the sediment content in the groundwater around the construction section or in the municipal water pipe, in which case, the surroundings are polluted or the municipal drainage network is blocked. Even the volume is nothing terrible, the influence period is long. According to the investigation in the waste drainage of the similar projects, there are generally about 100 construction workers for each section or station, leading to a domestic sewage of about 2m3/d based on a daily drainage of 0.02m3/d. Where, the major pollutants in the domestic sewage are COD, animal and vegetable oil and SS, etc. The pollutants in the domestic sewage from construction sites are 200~300mg/L COD, 50mg/L animal and vegetable oil and 80~100mg/L SS. What’s more, the waste water is also drained during construction due to road ma intenance and site washing. According to the characteristics and pollutant discharge conditions of the project, the tertiary standards of the Integrated Wastewater Discharge Standard (GB8978-1996) shall be applicable to the urban regions permitted to discharge the wastewater to the municipal sewage pipe network. Currently, there is no area covered by the sewage pipe network and the wastewater from the project during construction is recycled for watering or greening on site upon being treated to be qualified as per the Reuse of Urban Recycling Water - Water Quality Standard for Urban Miscellaneous Water Consumption (GB/T18920-2002). The wastewater drainage of construction site is shown in Table 5.1-2. Table 5.1-2 Estimated Wastewater Drainage of Each Construction Site Drainage Type of volume Contents COD Petroleum SS wastewater (m3/d) Pollutant concentration Domestic 200~300 / 20~80 2 (mg/L) sewage Compliance Conforming / Conforming Drainage from Pollutant concentration 20~30 / 50~80 road 2 (mg/L) maintenance Compliance Conforming / Conforming Pollutant concentration Drainage from 50~80 1.0~2.0 150~200 5 (mg/L) site washing Compliance Conforming Conforming Conforming Tertiary standards of Integrated Wastewater Discharge 500 20 400 Standard According to Table 5.1-2, the wastewater discharged outward during construction complies with the tertiary standards of GB8978-1996 2. Analysis of environmental impacts on surface rivers due to construction The project goes through 4 surface rivers in the forms of bridge or tunnel. The relationship between the project and rivers is shown in Table 5.1-3. 145 EIA Report Table 5.1-3InformationofSurface Rivers Involved In This Project Central Mileage Pile Number of piers in No. Nameof Surface River Laying form Number surface water 1 Lai River DK26+790.0 bridge 0 2 Qingliu River DK15+355.8 bridge 0 3 Chu River DK45+650.0 bridge 1 4 Zhujiashan River DK50+097.8 tunnel - The project goes across Lai River, Qingliu River and Chu River by bridge and goes across Zhujiashan River by shield tunnel. (1) The project goes across the Zhujiashan River。The depth of the shield tunnel is about 30 m, and the starting shaft of the shield tunnel is about 1 kilometer from the Zhujiashan River. There will be no disturbance to the water body during excavation. (2) The project goes across the Lai River and Qingliu River without piers in the water. During construction,cast-in-situbox girders are adopted for bridges and temporary facilities such as trestles are neither installed in the water body noron both sides of the river, which have no direct disturbance to water bodies. (3) The project goes across the Chu River with one pier in the water.The influence of bridge construction on surface water environment is mainly due to the substructure construction of in-water piers, all of which are made with the steel cofferdam, as illustrated in the figure below. 146 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Fabrication of steel cofferdam Platform Measurement and positioning construction Assembly of bottom cofferdam Bottom cofferdam lifting into water Precise measurement and positioning Immobilization of bottom cofferdam Cofferdam height concreting Underwater base The cofferdam is Base removal and back cover inspected to be qualified Construction with bored pile, pier shaft and cushion cap Demolition of cofferdam Construction Flowchart of In-water Pier and Cofferdam Bottom Joint Construction of Steel Cofferdam Lifting and Sinking Desilting Back Cover 147 EIA Report 148 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan The impact on the groundwater environment during construction of piers in water mainly is caused by the local floating sediment when lowering and lifting the steel cofferdam after completion as well as the deslagging and drainage arising from the suction, back cover and drilling works. The steel cofferdam is lowered or lifted in a short time, leading to the general rising range of water turbidity of 25~50m caused by the local floating sediment. The drilling works will be conducted in the steel cofferdam isolating the water inside and outside. In the construcation, water quality and aquatic organisms will be influenced if the suction, back cover and drilling works are conducted improperly. Construction will cause a temporary decrease in the number of plankton and benthic organisms, but with the completion of construction.The river will be restored to its original state, with its species, quantity and biomass restored with the completion of construction.The effect of construction on fish may include influences on the reproduction and growth of fishes caused by construction noise.According to the preliminary investigation and data collection,the project mainly involveseconomic fishes in common(eg. Black carp, grass car, silver carp, bighead carp, carp,crucian carp) , neither involves rare and endangered fishes and other protected species,nor"wintering grounds, spawning grounds and bait grounds" of fishes, nor migratory fishes. With the completion of construction, the hydrological situation and aquatic environment will be restored. Therefore, the impact of construction on aquatic organisms and fishes is temporary. 2. Mitigation measures (1) Prevention and Control Measures of Wastewater on Construction Site The quality of wastewater from construction site, which are mainly consist of construction mud water and domestic sewage of construction personnel, is simple and the amount of wastewater is not large. Measures to be taken include as below: ①In the construction site, water interception ditches, sedimentation tanks and drainage pipes are set up to intercept and collect flushing wastewater and construction slurry wastewater, etc.. The construction slurry wastewater is recycled after sedimentation and evaporation. ② Foundation pit wastewater is treated by sedimentation after neutralization, oil-bearing wastewater is treated by static and oil-isolation, after which the wastewater can be reused and the sediment slag is cleaned regularly.The reused water is preferentially to flush material and sprink on construction sites and temporary dump yards to prevent dust while the unrecycled wastewater is discharged into municipal sewage pipe network. ③ A simple collection system will be set up for oily wastewater produced by construction machinery. The oily wastewater will be collected by the system and be reused after treatment. ④ Construction organization design should be carried out in an orderly manner during construction, and excavation and filling should be strictly prohibited during heavy rains. The construction material stacking yard is equipped with rainproof roof on the upper part and barrier around it. Anti-seepage concrete hardening treatment or anti-seepage membrane treatment at the bottom should be adopted and other stacking yards are equipped with anti-rain awning cloth and other covering materials to prevent rainwater from scouring and runoff sewage from flowing into the surrounding water body. ⑤ Domestic sewage from construction workers is treated by septic tank (2) Construction protection measures at crossing sections of rivers ① During the construction period, shield tunneling goes through the section of Zhujiashan River. The slurry water produced in tunnel construction is reused after the treatment of sludge separation system with no dischareg. After the sludge is dried, it is transported to the designated site together with the engineering waste, which is disposed by Chuzhou Municipal Slag and Soil Administration Department. The construction wastewater and the domestic sewage of the constructors are all eligible to be discharged into the municipal sewage pipe network. 149 EIA Report ②Bridges across Lai River and Qingliu River without piers will not have a direct impact on the river.The construction sites should be arranged as far away from the river as possible; construction waste and construction personnel's domestic waste produced by the construction site which is the nearest to the river should be centralized collected and take daily clearance and transportation, should not be discharged into the surface water body; the material yard should take protective measures such as covering, setting up interception and drainage ditches to avoid the surface runoff formed by rainwater scouring materials entering the surface water body. ③ There is one pier in the Chu River. The protective measures can be takenasfollows:Construction should be carried out in dry season (winter); dregs discharged from bored piles should not be discharged into water; mud pumps should be installed in steel barrels; dregs are lifted to temporary workshops at both ends of the river or are transported to shores by special ships and it is strictly prohibited to throw dregs directly into ChuRiver; advanced equipment and machinery should be selected for construction to effectively reduce oil leaksand mechanical maintenance, thereby reducing production of oilywaste water. (3)Investment in mitigation measures Water pollution control measures and investment for construction sites are summarized in Table 5.1-3. Table 5.1-3 Water Pollution Controls during Construction Period and Investment Estimation Statement Qty. Water pollution controls during Unit price Total price Construction site (number of construction (CNY) (CNY) positions) Laian South Station, Sceptic-tanks, grilling works, Xiangguan Town Station oil separators, settling ponds, 180,000 3 540,000 and Xiangguan North storage pools and intercepting Station ditches, etc. Other 13 stations, 1 Sceptic-tanks, grilling works, control center, 2 oil separators, settling ponds 100,000 16 1,600,000 main substations and intercepting ditches, etc. Sceptic-tanks, grilling works, Hongwu Road oil separators, settling ponds 200,000 1 200,000 Car parking yard and intercepting ditches, etc. Sceptic-tanks, grilling works, XiangguanMetro Car oil separators, settling ponds, 300,000 1 300,000 Depot storage pools and intercepting ditches, etc. Total 2,640,000 150 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan 5.1.4 Environmental Impacts and Mitigation Measures forUnderground Water during Construction Period 1. Analysis of underground water environmental impacts during construction The impacts on the underground water environment during the construction period are mainly the adverse effects on the level and volume of the regional underground water caused by the construction of stations and tunnels and the potential water pollution during construction. (1) Impacts on underground water quality The impacts on the underground water quality are mainly on account of the construction methods and the pollutants in the construction wastewater and oil contamination and etc.. The underground water pumped during the construction drainage may cause the potential adverse effects on the underground water quality in case of improper disposals. ① Impacts on underground water quality by construction methods The slurry wall is required for the construction of continuous wallswhen foundation pitsare constructed by open excavation method, with the underwater concreting works conducted to build the structures of concrete barricade. The continuous wall shall be installed at the certain depth relative to the aquiclude. In case of the shield method for tunnels, the chemical grouting is required for soil modification and foundation reinforcement, including the foundation pit processing at the access of shield structure, the synchronous grouting for the structural void at the shield tail and the secondary supplementary grouting behind the segment wall. The concrete and cement mortar are of an alkalescence nature, which solidifies rapidly upon concreting and jetting, minimizing the contact time with the underground water in the form of flow (for the section with high hydraulic pressure with the construction processes optimized). Therefore, no impact on the underground water quality will be so caused. With the help of the scientific, rational and well-organized management measures, the little impact on the underground water quality will be caused during construction. ② Impacts on underground water quality by construction During the construction of the underground station and tunnels, the pollutants in construction wastewater and oil contamination may enter in the underground water system along with the construction, leading to a temporary variation in the quality of local underground water in the construction area. Besides, local water body may be polluted by the domestic sewage entering in the subsurface aquifer during construction. ③ Impacts on underground water quality by construction drainage The construction precipitation is required for the open excavation of stations and the initial site of tunnel shield shaft before commencement of works. The pumped underground carrying the surface pollutants may return to the underground water system and impair the underground water quality. Therefore, the collection and disposal of the domestic sewage shall be enhanced during construction. It is essential to protect the underground water by optimizing the collection and disposal of the construction wastewater and domestic sewage during construction. The rational and reliable drainage route and exit shall be selected, with the underground of poor quality drained upon being properly treated. (2) Impacts on underground water volume For the purpose of the Project, the sewer drainage is required for the foundation pit construction (open excavation) of three underground stations, in which case, the underground water level around construction sites may decrease provisionally and the quantity of underground water is reduced. Upon the completion of the Project, the tight structural design will require no sewer drainage for only the stations and tunnels are underground, in which case, the impact on the 151 EIA Report underground water level and volume are minimized. Therefore, such impacts by the engineering construction on the underground water level and volume along the line are centralized during construction. After the completion of the Project, the atmospheric precipitation and surface water will contribute the restoring the underground water conditions by supplementing the pore water in the loose rock mass along the line. There are three underground stations of two-layer design, with an excavation depth of foundation pit of 10.70m~18.95m. According to the geological survey of the Project, the line is buried in the aquiclude, e.g. clay or weathered mudstone over the pore artesian aquifer. The bottom plates of three stations are mainly located in the slightly permeable layer with poor water content and permeability, minimizing the area subject to the adverse effects on the surrounding underground water level. Only restricted width is exposed to the impact by the dewatering and precipitation works for foundation pit, in which case, the underground water level along the line is generally free from the related influence so caused. The experiences in similar engineering constructions indicate a good water resistance performance of the tunnel lined with the single-layer reinforced concrete segment, owing to the high-precision segment and composite waterproof sealing, with no lining structures required. No drainage is required due to the excellent mechanical tightness and water resistance. Therefore, there is generally no influence width of water drainage during construction period in shield tunneling section.The construction of the project is with only little impact on the underground level and volume along the line. 2. Mitigation measures (1) Underground water volume protection and mitigation measures against ground settlement ① It shall be avoided to drain too much underground by pumping. For the water drainageof foundation pits, the underground water level is generally reduced to about 1m lower than the bottom construction face to satisfy the above requirements. The underground water level shall be kept under control during dewatering to avoid draining too much underground water. ② The foundation support and bracing (e.g. continuous wall and bored pile) shall be well installed for retaining the water; the water drainage in foundation pit is adopted to better weaken the hydraulic connection of the underground water inside and outside the foundation pit, with the underground water drainage effectively reduced and the water level reduction outside the foundation pit controlled. ③ Withthe requirements of water drainage satisfied, the dewatering tubular well prefers fine filters to effectively reduce the fine sand in the drainage, which further contribute to controlling the ground settlement to a certain extent. ④ The underground water level surrounding excavation and the settlement deformation of ground structures shall be frequently monitored and measured. The fixed monitoring points are set to regularly monitor the ground settlement, with the related data acquired without delay. In case of a significant settlement, the corresponding measures must be taken to stop precipitation, with the emergency plan initiated to reach a solution on a timely basis. (2) Protection measures for underground water quality ① The drainage pipes shall be installed for all sites during construction to drain the preliminarily treated construction wastewater and domestic sewage to the urban sewer system. ② During the foundation pit excavation and tunnel piercing, the construction equipment must be clean. The construction must be civilized and in line with the related specifications. The underground water shall be protected against any pollution by the leakage of grease or oil contamination. 152 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan ③ The construction, building and decoration materials shall be well stored, used and managed in such a manner that they shall not enter in the underground water environment due to rain/flood wash. ④ The household garbage generated during construction shall be managed and disposed in a centralized manner to protect the underground water from being polluted. ⑤ The sewage treatment facilities of the stations, vehicle depots and parking yards along the line shall be leakage free to ensure no pollution to the underground water. 5.1.5 Atmospheric environmental impacts and mitigation measures during construction 1. Analysis of atmospheric environmental impacts during construction The impacts on the ambient air during construction mainly include: (1) the vehicle exhaust discharged by the fuel-based construction machineries and transport vehicles; (2) the dust pollution caused by the excavation, backfilling, demolition and aggregate/dust loading during construction and the secondary dust pollution during transportation; (3) the volatile, foul and toxic materials used during construction (e.g. paint, asphalt) and the atmospheric pollution due to the evaporation of heated asphalt used to restore the ground road. Wherein, the major pollutant is the dust. Most construction sites are set along the existing roads and the vehicle exhaust from the fuel-based construction machineries and transport vehicles is inevitable around the construction site. In spite of the increase in the total tailpipe emission in the area, the no significant impact on the ambient air environment will be caused if the equipment and vehicles are well maintained to ensure no black gas generated by the incomplete combustion and the motor vehicles related provisions of Chuzhou are well followed. The dust pollution is otherwise incurred by excavating and drilling the dry surface. In addition, the earth’s surface is exposed because the original vegetation is destroyed during construction. The evaporation of water results in the dry and loose particles. Therefore, the dust is generated in case of a strong wind or backfilling due to the incompact surface. The secondary dust pollution caused by the transportation vehicles lasts for a longer time and to a greater extent depending on the damaged road surface and exposed soil on the construction site. Subject to the permanent speed and weight, the dust emission and pollution degree are proportional to the amount of dust on the road surface. The deep-seated spoil with certain water content is the major transport objective for the Project. Therefore, only the neighbors, particularly the residents of the first row, will suffer from the dust pollution by the transportation vehicles. 2. Mitigation measures Certain construction sites of the Project is located in the central city with a high density of business and residents, which are sensitive to the dust pollution. Thus, the dust generated during construction shall be effectively controlled to minimize the dust pollution on site and along the transportation route. The following protective measures are put forward for the atmospheric environment during the construction of the Project in accordance with the Implementation Rules for the Dust Pollution Control of Constructional Engineering in Chuzhou (JG [2014] No.87) and the Measures for the Dust Pollution Control of Nanjing (implemented from 2013) and based on the practical conditions of the Project, the protection measures of the project for atmospheric environment during construction period are adopted as below: (1) The construction site shall be enclosed by the fence. The fences for the construction sites of main sections shall be no less than 3m and the fences for the construction sites of general sections shall be no less than 1.8m. The fence shall be closed at the bottom, with the spill-proof sedimentation well installed to prevent the slurry from being leaked. The fence shall be tight, firm, stable, orderly and good-looking, with the propaganda contents timely updated as appropriate. No building materials shall be piled up outside the fence. No construction waste, household garbage or weed shall be around the fence. Without authorization, no green belt shall be occupied for the purpose of a fence. 153 EIA Report (2) The vehicles must be washed before departure. The guard room, wash tank, hydraulic giant, water tank and settling pond must be available at the gate. The wash tank shall be as wide as the construction gate, with the slope rational to avoid any ponding. The sewage must go through the settling pond before being drained. The conforming mobile steel grid shall be installed at the sludge tank outlet, with the sludge in the tank removed without delay. A person must be specially assigned to wash all motor vehicles leaving construction sites, with the washing records well maintained, to ensure that “only the clean vehicle is permitted for departure�. If it is impossible to build a wash tank, other effective washing methods shall be adopted, in which case, the jute bags shall be arranged at the site gate, with the cleaning workers assigned, to protect the urban roads from being polluted. (3) The inside and outside of the construction site gate as well as the section between main road and each floor’s exit passageway/main processing plant must be hardened by concreting. The drainage ditches shall be installed at both sides of road, with the hardware-based isolation measures in place, to prevent the vehicles from carrying the mud. The hardened ground shall be free of aggradation and soil. (4) The exposed ground on site shall be protected by greening, net and film, etc. (5) The bulk materials (e.g. sand and stone) shall be stored and covered in a centralized manner. The building materials highly possible to result in dust pollution (e.g. cement and lime) shall be tightly covered or stored in warehouse or tank. (6) The commercial concrete and ready-mixed mortar shall be used at the construction site, with the enclosure and dust fall measures taken for concrete and mortar mixing. (7) The external scaffolding shall be suspended fine mesh safety net, which shall be clean, tidy, firm and damage free to avoid and reduce the dust leakage. When disassembling the external scaffolding, it is forbidden to throw over the steel pipe, fastenings, bamboo fence, safety net and garbage. (8) The earth excavation on the spot shall be backfilled without delay. In case it is impossible to backfill in time, the dust proof measures (e.g. coverage) shall be in place. (9) The construction wastes at the construction site shall be centralized, sorted and covered for storage. The garbage on each floor shall be cleared and transported in bags. It is forbidden to throw off buildings. The construction wastes shall be regularly cleared from the construction site to the designated place for disposal as per the schedule, route and requirements of the related municipal, county-level and district-level departments. (10) The materials easily to produce dust (e.g. the earthwork, aggregate, flyash and building wastes) shall be transported to or out the site in an enclosed manner. The concrete mixer accessing to the construction site shall be equipped with the over-speed governor. (11) The watering and dust fall facilities shall be installed on site, withpersons specially designed to spray at regular time, in order to avoid the dust pollution in case of strong wind and hazy weather. There are two methods of the mist spay available on site for dust fall, which mainly include ① automatic spraying system: a row of mist sprayer heads is installed on the top of the construction fence at an interval of 1m with a spray range of 5m). The sprayers are connected with the water pipe to cover the whole construction site for dust fall; ② blast type sprayer which is installed to the mobile facilities (e.g. motor tricycle) for free movement and spraying. 154 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Figure 5.1-1Automatic Spraying System of Construction Site 155 EIA Report Figure 5.1-2Blast-type Sprayer The dust fall measures for each construction site during construction are recommended as per the practical conditions of the Project, as shown in Table 5.1-4: Table 5.1-4 List of Dust Fall Measures and Investment for Each Construction Site during Construction Estimated No. Construction site Dust fall measures Investment (CNY) There are seven construction sites, which are respectively the Chuzhou Vocational and 1 set of automatic spraying Technical College Station, Longpan Avenue 1 system + 1 blast-type 910,000 Station, City Hall Station, Xiangguan Town sprayer Station, Chahe New Town Station, Chahe Town Station and Nanjing North Railway Station. There are nine construction sites for stations, which are respectively the Chuzhou High-speed Railway Station, Chuyang Road South Station, Fengyang Road North Station, Youyi Road 1 set of automatic spraying 2 900,000 Station, Suzhou-Chuzhou Industrial Park Station, system Demonstration Park Station, Laian South Station, Xiangguan North Station and Beidou Industrial Park Station. There are three construction sites, which are 1 set of automatic spraying respectively the Xiangguan Vehicle Depot and the 3 system + 1 blast-type 390,000 Hongwu Road Car Parking Yard and Control sprayer Center Technical College main transformer substation 4 2 blast-type sprayers 60,000 and Xiangguan Town Main transformer substation 6 sets of automatic Total spraying system + 26 2,260,000 blast-type sprayers (12) It is forbidden to burn asphalt, felt, rubber, plastic, fur, bamboo fence, garbage and other materials generating smoke and foul gas at the construction site. (13) According to the Emergency Plan for Heavy Pollution Weather of Anhui Province and the Emergency Plan for Heavy Pollution Weather of Jiangsu Province, no earthwork 156 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan excavation/filling/transportation, demolition, road blowing (with air blower) and other works easily generating dust pollution are permitted in case of a Class III (Yellow) or superior alert or the 5th scale of wind speed according to the weather forecast. 5.1.6 Analysis of solid waste based impacts and mitigation measures during construction 1. Solid waste based impacts during construction The solid wastes from the Project mainly include the spoil, construction wastes and household garbage of construction personnel,etc. The engineering spoil mainly comes from the stations and tunnels during construction as well as the demolition of old structures. In case of a poor management, such solid wastes will impede the traffic and pollute the environment. During the transportation of wastes and muck, the dirty or overloaded vehicles will leave the soil on the way, in which case, the street and road are polluted, leading to a bad city appearance. The transport vehicle of spoil may increase the traffic flow along the line and results in traffic jam if the urban road is occupied. A failure to well organize/dispose the muck will be highly possible to cause the dust pollution. What’s more, the sediment contained sewage will be produced by rain wash, in which case, the water and soil loss will be inevitable and the pipeline may be blocked by the sludge, with the sedimentation locally formed in the receiving riverway. 2. Mitigation measures (1) The muck transport vehicles shall follow the route and schedule specified by the public traffic management department. The requirements of load and tightness for transportation must be satisfied to avoid any leakage or leftover on the way. (2) The Contractor and muck transportation department shall timely clear the construction wastes and muck to keep the construction site and the surrounding tidy. The fence shall be installed as per the related regulations, with the hardened pavement installed at the construction entrance and exit. The residue wastes on the external side of carriage shall be cleaned to avoid any leftover on the way. The corresponding washing facilities must be in place to clean the tyres of the transport vehicles before they leave the site. 5.1.7 Soil and Water Loss Analysis and Mitigation Measures 1. Prediction results of soil erosion It is estimated that the amount of soil and water loss in the original landform of the project is 820 t, the amount of soil and water loss after surface disturbance is 18228 t, and the amount of soil and water loss is 17408 t. Among them, construction area along the line ,metro car depot area and construction and living area are the key parts of soil erosion. During the construction period, the new amount of soil and water loss may be 17315t, which is the key period of soil and water loss caused by the project. 2. Soil and Water Conservation Measures According to the construction sequence and layout of the project and the characteristics of soil erosion, the project is divided into three prevention and control zones: the principal zone of the project, the subsidiary zone of the project and temporary construction zone of the project. 157 EIA Report Table 5.1-5 Summary of soil and water conservation measures and quantity No. Protection Measures Unit Quantity Engineering measures Engineering prevention and control zone of (1) stations 1 Drainage measures 1) Rainwater discharge pipe(D600) m 2280 2 Topsoil stripping 104m3 0.5 3 Topsoil backfill 104m3 0.73 4 Ground leveling hm2 2.42 (2) Prevention and Control Zone of Interval Line 1 Topsoil stripping 104m3 1.41 2 Topsoil backfill 104m3 2.22 3 Ground leveling hm2 7.4 Prevention and Control Zone of Metro Car (3) Depot 1 Framework slope of protection 1) concrete m3 5362 2 Drainage measures 1) Vertical drainage ditch m 10493 2) Horizontal drainage m 400 3 Topsoil stripping 104m3 5.31 4 Topsoil backfill 104m3 1.96 5 Ground leveling hm2 6.54 (4) Prevention and Control Zone of Control Center 1 Drainage measures 1) Rainwater drainage pipe(D600) m 584 2 Topsoil backfill 104m3 0.37 3 Ground leveling hm2 1.25 Prevention and Control Zone of traction (5) substations 1 Drainage measures 1) Rainwater drainage pipe(D400) m 260 2 Topsoil stripping 104m3 0.07 158 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued No. Protection Measures Unit Quantity (6) Prevention and Control Zone of borrow pits 1 Topsoil stripping 104m3 2.36 2 Topsoil backfill 104m3 1.16 3 Ground leveling hm2 7.88 4 Drainage ditch m 856 1) Earth excavation m3 733.42 2) Brick laying m3 392.39 3) plastering of 2cm in thickness m2 2071.52 5 Grit chamber 2 1) Earth excavation m3 42.44 2) Bricklaying quantity m3 13.72 3) Plastering of 2cm in thickness m2 64.36 Prevention and Control Zone of construction (7) working and living area 1 Topsoil stripping 104m3 4.13 2 Topsoil backfill 104m3 7.27 3 Ground leveling hm2 20.29 4 Reclamation hm2 5.92 Prevention and Control Zone of temporary (8) dump 1 Topsoil stripping 104m3 0.84 2 Topsoil backfill 104m3 0.91 3 Ground leveling hm2 3.03 Vegetation Measures (1) Prevention and Control Zone of Stations 1 Comprehensive greening m2 24200 (2) Prevention and Control Zone of the line 1 Vegetation restoration m2 74000 Prevention and Control Zone of the Metro Car (3) Depot 1 Comprehensive greening m2 65400 Prevention and Control Zone of the control (4) center 159 EIA Report Continued No. Protection Measures Unit Quantity 1 Comprehensive greening m2 2900 2 Greening with bushes and grass Zhu(a Chinese unit for 1) Planting bushes 9600 measuring plants) 2) Planting grass seeds m2 9600 Prevention and Control Zone of borrowing (6) grounds 1 Grass seeds planting for greening m2 77600 Prevention and Control Zone of construction (7) working and living areas 1 Greening with bushes Zhu(a Chinese unit for 1) Planting bushes 143700 measuring plants) 2) Planting grass seeds m2 143700 Prevention and Control Zone of temporary (8) dump 1 Greening with bushes and grass Zhu(a Chinese unit for 1) Planting bushes 30300 measuring plants) 2) Planting grass seeds m2 30300 Temporary measures (1) Prevention and Control Zone of stations 1 Temporary drainage ditches m 4160 1) Earth excavation m3 1372.8 2) bricklaying m3 707.2 3) Plastering of 2cm in thickness m2 5990.4 4) Steel grids t 24.96 2 Temporary grit chamber 24 1) Earth excavation m3 696 2) bricklaying m3 264 3) Plastering of 2cm in thickness m2 1440 4) Steel grids t 7.2 160 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued No. Protection Measures Unit Quantity 5) Temporary drainage ditches m 720 3 slurry grit chamber 24 1) Earth excavation m3 696 2) bricklaying m3 192 3) Plastering of 2cm in thickness m2 1152 4 Residue soil pits 24 1) Earth excavation m3 10632 2) Concrete quantity m3 1680 3) Quantity of reinforcement t 264 4) Gravel cushion m3 1272 5) Dense screen cover m2 3600 5 Car washing tank 24 1) Earth excavation m3 376.8 2) Earth backfill m3 156 3) C20 concrete m3 144 4) Gravel cushion m3 76.8 5) Brick laying m3 36 6) Plastering of 2cm in thickness m2 960 6 Dense screen cover 1) Dense screen m2 27200 (1) Prevention and Control Zone of the line 1 Slurry grit chamber 162 1) Earth excavation m3 4698 2) Brick laying m3 1296 3) Plastering of 2cm in thickness m2 7776 2 Residue soil pits 65 1) Earth excavation m3 28795 2) concrete m3 4550 3) Reinforcing bars t 715 161 EIA Report Continued No. Protection Measures Unit Quantity 4) Gravel cushion m3 3445 5) Dense screen cover m2 9750 3 Dense screen cover for exposed surface 1) Dense screen cover m2 82800 Prevention and Control Zone of the Metro Car (3) Depot 1 Temporary grit chamber 4 1) Earth excavation m3 116 2) Brick laying m3 44 3) Plastering of 2cm in thickness m2 240 4) Steel grid t 1.2 5) Temporary drainage pipe m 120 2 Residue soil pits 2 1) Earth excavation m3 886 2) concrete m3 140 3) Reinforcing bars t 22 4) Gravel cushion m3 106 5) Dense screen cover m2 300 3 Car washing tank 2 1) Earth excavation m3 31.4 2) Earth backfill m3 13 3) C20 concrete m3 12 4) Gravel cushion m3 6.4 5) Brick laying m3 3 6) Plastering of 2cm in thickness m2 80 4 Dense screen cover for exposed surface 1) Dense screen cover m2 65600 Prevention and Control Zone of the control (四) center 1 Temporary drainage ditch m 480 1) Earth excavation m3 158.4 162 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued No. Protection Measures Unit Quantity 2) Plastering of 2cm in thickness m3 81.6 3) Dense screen cover for exposed surface m2 691.2 4) Steel grid t 2.88 2 Temporary grit chamber 1 1) Earth excavation m3 29 2) Brick laying m3 11 3) Plastering of 2cm in thickness m2 60 4) Steel grid t 0.3 5) Temporary drainage ditch m 30 3 Residue soil pits 1 1) Earth excavation m3 443 2) concrete m3 70 3) Reinforcement bars t 11 4) Gravel cushion m3 53 5) Dence screen cover m2 150 4 Car washing tank 1 1) Earth excavation m3 15.7 2) Earth backfill m3 6.5 3) C20concrete m3 6 4) Gravel cushion m3 3.2 5) Brick laying m3 1.5 6) Plastering of 2cm in thickness m2 40 5 Dence screen cover for exposed surface 1) Dence screen m2 2700 Prevention and Control Zone of traction (5) substaion 1 Temporary drainage ditch m 290 1) Earth excavation m3 95.7 2) Brick laying m3 49.3 3) Plastering of 2cm in thickness m2 417.6 163 EIA Report Continued No. Protection Measures Unit Quantity 4) Reinforcement bars t 1.74 2 Temporary grit chamber 1 1) Earth excavation m3 29 2) Brick laying m3 11 3) Earth excavation m2 60 4) Brick laying t 0.3 5) Temporary drainage ditch m 30 3 Car washing tank 1 1) Earth excavation m3 15.7 2) Earth backfill m3 6.5 3) C20 concrete m3 6 4) Gravel cushion m3 3.2 5) Brick laying m3 1.5 6) Plastering of 2cm in thickness m2 40 4 Dense screen cover for exposed surface 1) Dense screen cover m2 880 (6) Prevention and control zone of borrow grounds 1 Dense screen cover for exposed surface 1) Dense screen cover m2 15800 Prevention and control zone of construction (7) working and living areas 1 Temporary drainage ditch m 9420 1) Earth excavation m3 3108.6 2) Brick laying m3 1601.4 3) Plastering of 2cm in thickness m2 13564.8 4) Steel grid t 56.52 2 Temporary grit chamber 10 1) Earth excavation m3 290 2) Brick laying m3 110 3) Plastering of 2cm in thickness m2 600 164 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued No. Protection Measures Unit Quantity 4) Steel grid t 3 5) Temporary drainage ditch m 300 3 Car washing tank 8 1) Earth excavation m3 125.6 2) Earth backfill m3 52 3) C20 concrete m3 48 4) Gravel cushion m3 25.6 5) Brick laying m3 12 6) Plastering of 2cm in thickness m2 320 Prevention and control zone of temporary (8) residue soil pump 1 Temporary drainage ditch m 2550 1) Earth excavation m3 841.5 2) Brick laying m3 433.5 3) Plastering of 2cm in thickness m2 3672 4) Steel grid t 15.3 2 Temporary grit chamber 7 1) Gravel cushion m3 203 2) Brick laying m3 77 3) Plastering of 2cm in thickness m2 420 4) Steel grid t 2.1 5) Temporary drainage ditch m 210 3 Earth-filled woven bags for retaining m 2550 1) earthwork m3 2550 4 Dense screen cover 1) Dese mesh m2 52800 5.1.8 Analysis of ecological environmental impacts and mitigation measures during construction During the construction period of this project, the temporary project will affect the surrounding environment. The construction activities will affect the urban landscape along the line, destroy the urban greening, and have impacts on animal resources, which are shown in detail as below: 165 EIA Report (1) Environmental impacts analysis of temporary works The temporary works of the project mainly consist of 1 earth-fetching yard, 2 beam-making yards and 13 construction and living areas. These temporary works do not involve environmental sensitive areas and ecological protection red line, with no restrict factors. Therefore, the site selection is reasonable.The temporary works have been provided with environmental impact assessment, water and soil conservation plans and legitimate procedures. Moreover, special designs have been provided for borrow pit protection, beam field drainage. The requirements of environmental impact assessment and water and soil conservation plan have been precisely met. The present situation of Hucao Lane earth fetching fieldis hillock landform, which belongs to hillock earth-fetching field. After the end of soil-fetching, thesurface is flat, and the reserves of the soil-fetching field is more than 200,000 m3, which can meet the requirements of soil-fetching. ChuzhouXingzhao Earthwork and Stone Engineering Co., Ltd. undertakes the field-level project of the local block. It is necessary to excavate the earthwork above the ground so as to achieve the effect of comprehensive utilization. Xishui Village Beam Yard and Yerong Beam Yard occupy a large area. After being leveled, sites are used for bridge prefabrication, without affecting the surrounding environment, public facilities, residential areas and other safety. All 13 construction and living areas are located on both sides of the line and occupy a small area. After the completion of the project, the beam yard and construction living areas will all implement reclamation measures. The environmental impacts of these temporary works are mainly vegetation destruction and soil erosion. These impacts are temporary and concentrated in the construction period. With the completion of the project and the implementation of environmental protection measures, the surrounding ecological environment will be restored and improved. (2) Impact by construction on city views The removal of underground pipelines and the excavation of foundation will damage the road, which further impairs the urban landscape. The on-site earthworks may result in the muddy road in case of an improper maintenance, which further impairs the city views; the construction machineries directly exposed in the urban road will severely damage the appearance of the city. (3) Impact by construction on urban landscaping The green land is anprecious resource of a city and constitutes a key part of the urban ecology. Besides, it contributes a lot to the dust fall, clean air, beautify the environment and please people's mentality. However, the certain urban green lands and exiting green belts will be provisionally occupied and damaged for a long period of construction, which lead to a significant impact on the surrounding environment and residents. (4) Impact by construction on animal resources The impact of construction on aquatic organisms and fishes in rivers can be seen in 5.1.3. This section only evaluates the impact on terrestrial animals.The temporary occupation of land and works during construction will squeeze the home and activity space of the wildlife and prevent certain terricolousanimals from migration, leading to the impact on animals to a certain extent. The wildlife along the Project mainly includes the birds and small animals, all of which are common there. Hence, there are many alternative environmentin evaluation area. In addition, the railway construction's influence on wildlife only within a restricted region on a short-term basis. In conclusion, no great impact on animals will be causedby the construction of the project and all such impacts may be eliminated and disappear by restoration of vegetation. 166 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan The direct or indirect impact of the Project on the wildlife during construction is shown in Table 5.1-5. Table 5.1-5 List of Impacts on Wildlife during Construction Duration Amphibian Reptile Birds Animals Damage to ecological environment and Migration due to Animal migration Short-term breeding conditions; poor foraging conditions construction noise; due to construction impact due to construction noise and lighting at night; artificial hunt and noise, waste water artificial hunt and kill kill and waste gas. The commercial snakes migrate The commercial frogs or reduce and The species in the construction area Long-term migrate or reduce; the the rats and migrate and reduce; the effect is impact effect is reversible. lizards increase; reversible. the effect is reversible. 2. Mitigation measures (1) The management of construction period shall be enhanced with respect to the underwater works, with the construction machineries well maintained and the spill and leakage of daily construction oils prevented. No slag discharge from the bridge’s foundation pit shall be discharged to the water nearby. (2) The Contractor shall apply to the competent greening administration of Chuzhou and Nanjing for the provisional occupation of the urban green land and complete the related formalities in accordance with the Measures for Urban Greening Management of Chuzhou and the Regulation on Urban Greening of Nanjing. The occupied green land shall be returned and restored by the deadline specified. In case of any losses so caused, the user shall compensate as per the applicable laws and regulations. (3) The trees affected by the project shall be transplanted. (4) Strengthen management and propaganda and education during construction period to reduce the impact on animal habitat and behavior; prohibit killing animals during construction. 5.1.9 Impact Analysis of material and cultural resources and mitigation measures in construction period In this project, 152 graves are occupied by the area of XiangguanMetro Car Depot (including 52 earth graves and 100 cement graves). Through consultation with the grave owners and reasonable compensation, the grave migration has little effect. In order to mitigate the social impact of grave migration, the following measures should be taken: (1) Before the tombs are moved, it should be fully consulted with the owners to obtain the consent. (2) Grave compensation shall be paid directly by the township government to affected households, and the affected households shall choose places for resettlement by themselves. (3) The village cadres need to coordinate with the grave owners to choose the appropriate location for the graveyard. (4) Relocation of graves requires respect for local customs and habits (5) For the compensation of tomb relocation, besides material compensation, the cost of tomb relocation ceremony should also be taken into account. If underground cultural relics or remains are found in the construction process, the construction shall be stopped immediately, and protective measures shall be taken, such as arranging personnel to guard and blockthe site, and timely report to relevant departments 167 EIA Report such as Chuzhou and Nanjing Cultural and Tourism Bureau, etc. The organization shall take reasonable measures to excavate the cultural relics and remains before the contractor can continue the construction. 5.1.10 Social and Environmental Impact Analysis and Mitigation Measures during Construction Period During the construction of this Project, residents' lives and traffic will be affected, including the following: (1) Impact of land acquisition and house demolition and mitigation measures The land acquisition and house demolition under this Project will inevitably have a certain impact on the production and life of the people in the project area within a certain period of time. The Employer will compensate the residents by means of monetary compensation, and will work properly with the local government in accordance with the relevant policies to avoid social problems caused by improper resettlement. In Chapter 7 of this Report and the resettlement plan of this Project, the social impact of land acquisition and house demolition and mitigation measures will be detailed. (2) Impact of construction activities on residents' lives and mitigation measures The construction on the roads and in the residential areas will bring inconvenience to citizens' traffic; noise, vibration and disturbance caused by construction machinery during the construction period, dust, sewage, and muddy water produced by construction, stacking and transportation of construction waste, temporary strong lighting during night construction, etc., will all have an impact on the lives of residents. For the above-mentioned impact, mitigation measures such as early planning, early preparation, rational arrangement and strengthening management should be adopted. For specific measures, see (3) and (4). (3) Impact of construction activities on traffic and mitigation measures This Project is constructed along several municipal roads in Chuzhou and Jiangbei New District of Nanjing. Since it passes through many traffic throats, the traffic organization will definitely be difficult. The roads are narrowed during construction, which will make the road traffic conditions worse. For example, improper scheduling of vehicles for transporting construction spoil and waste will increase traffic flow along the route and cause traffic congestion During the construction process, the piling and transport of earthwork, raw materials (sand, cement, etc.) and spoil will lead to an increase of transport vehicles, occupying existing roads and causing an increase in local traffic flow, which will easily cause traffic congestion and affect transportation. Pipeline construction has a significant impact on road traffic. During the construction process, the earthwork needs to be temporarily piled, which may affect the transportation along the route. When the pipeline crosses the road, if the trenching method is adopted, the vehicles on the road will be easily blocked, which has a great influence on the traffic condition. The impact of construction on residents is mainly reflected in the fact that foundation excavation, pipe trench excavation, landfill work and cutting and occupying of roads may reduce the road pavement and traffic capacity, causing road congestion and poor traffic passage, which has a certain impact on public transportation along the roads. Dust and noise produced by construction will also affect the visitors to and from the scenic spots. The Contractor is required to reasonably arrange the construction time, try to avoid construction during the peak hours of scenic spot visiting, and set up temporary access roads to ensure smooth traffic in the scenic spots. Therefore, in order to avoid the impact of construction on traffic, the following measures should be taken: ①Before construction, the contractor shall prepare a trafficorganization plan involving the relevant roads and submit it it to the competent public security traffic management department for examination and approval. 168 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan ②Temporary bypass roads should be built before road excavation to ensure the passage of roads during construction, signboards should be set up along the roads, and special personnel should be arranged to direct diversion to ensure smooth traffic flow. ③Construction should be organized and arranged to avoid the peak hours of work, and reasonable time should be arranged. During construction, sufficient width of bypass roads should be reserved for the passage of vehicles, and the construction of the roads should be accelerated to reduce traffic inconvenience. ④Before the construction, it is necessary to place a notice board on construction sites to describe the works and construction time, apologize for the inconvenience caused by the construction, and inform the contact person and the complaint hotline. If possible, prior notice should be given by news media, Weibo, WeChat, etc. ⑤For construction along existing urban roads, half-width excavation and half-width passage should be adopted, and temporary isolation facilities, traffic guidance as well as warning signs should be set up in the construction area to ensure safe traffic operation. ⑥During the construction period, traffic congestion will occur along the existing roads due to the occupation of existing roads. Traffic management should be strengthened to stop or reduce vehicle transportation during peak hours to ease congestion. If serious damage is caused to any local road during construction, it should be repaired immediately, or the compensation should be given to the local highway management department for repair. ⑦Pipeline construction should avoid the peak hours, or be guided and scheduled by traffic police to ensure the smooth flow of pedestrians and vehicles to reduce traffic congestion and its impact on residents' transportation. ⑧ Training in construction management and environmental protection for construction personnel will be strengthened. (4) Impacts of construction activities on underground pipelines and mitigation measures The foundation excavation and other construction activities involved in the Project may affect other underground pipelines, which will inevitably interfere with various pipelines along the route during the construction. Once the pipeline is damaged, the normal life of the residents will be affected. According to the results of the existing pipeline survey, the project does not involve oil and gas transportation pipelines but underground pipelines such as defense optical cables and underground optical cables. In the construction, in order to avoid impacts of potential pipeline interruption on residents' lives due to excavation, the following mitigation measures are required: ① The Contractor and the Designer should contact with the local planning, urban construction and other infrastructure departments during the construction stage and before construction to find out the distribution of underground facilities and projects on the construction site and in the adjacent areas, and publicize the situation in the local area. They should further investigate the distribution of underground infrastructure along the route, coordinate solutions, carefully design the construction plan, complete the reinforcement and reconstruction of underground facilities and underground works affected by the Project before construction, and coordinate with relevant local departments on the construction plan. The special funds should be listed for the reinforcement and reconstruction of various underground facilities. ② According to the pipeline location and burial depth, the construction plan and emergency plan should be formulated, and underground pipelines should be avoided in construction if possible. 169 EIA Report ③ The intersection with the gas pipeline should be designed and constructed in strict accordance with the Regulations on Protection of Petroleum and Natural Gas Pipelines and other laws and relevant codes and regulations. The Contractor should consult with the gas company to formulate a pipeline protection plan, measure the topography and landform of the site and keep a distance as long as possible between the water supply pipeline and the gas pipeline. Before the ground excavation, the technical disclosure for gas pipeline safety should be carried out. After the underground pipe position is clearly defined, the construction can be carried out. Safety production isolation belt is set at the cross-operation site to isolate the cross-operation area from the construction area, and non-operating personnel are strictly prohibited from entering. Manual excavation is carried out within 10m on both sides of the pipeline center. Large machinery construction is strictly forbidden, and the drainage and waterproof protection of the construction site should be completed. Knocking on pipes during the excavation process is strictly prohibited. Before the trench is backfilled, the waste tires are placed on the top of the newly built pipeline to isolate the two intersecting pipelines. When the trench is backfilled, it is manually backfilled with soft soil around the pipeline, and is manually compacted. The backfill should not press or squeeze on the pipeline, and should be manually pushed in from the side and compacted. The warning cordon should be set up as required. Safety training for construction personnel should be strengthened before construction and an emergency plan for natural gas leakage during construction should be developed. ④ For the pipelines involved in the specific excavation, the relevant departmentsin charge should be informed of construction areas and the specific construction time before the excavation to facilitate emergency preparation. 5.1.11 Health and Safety during Construction During the construction of this project, the excavation of foundation pit, shield construction and the construction of elevated bridgemay have some influence on the constructors and the surrounding communities (residents). The impact on the surrounding communities (residents) is evaluated and the relevant mitigation measures are analyzed in subsections 5.1.1-5.1.9. This section will not be repeated, but only focus on the health and safety of the constructors’influence. During construction, attention should be paid to the health and safety of construction personnel, such as fire safety, traffic safety and disease prevention. 1. Fire safety (1) Properly place combustible materials and sources of ignition. (2) Provide fire extinguishing equipment and maintain properly. (3) Ensure that all machinery, electricity, etc. meet life safety and fire safety design standards. (4) Develop a fire safety emergency response plan. 2. Traffic safety (1) Regularly carry out safety education training for drivers to emphasize safe driving. (2) Limit driving time and rotate drivers in turn to avoid excessive fatigue. Avoid driving on dangerous roads and at dangerous time to minimize accidents. (3) Regularly maintain the vehicles, use the parts approved by the manufacturer, and purchase the parts in time to maintain the vehicles to avoid serious accidents due to equipment failure or premature component failure. (4) Separate the ways of people and vehicles. (5) Adopt traffic limiting measures to remind pedestrians and vehicles of dangerous traffic conditions by deploying road signs and signalman; cooperate with local communities and competent authorities to improve road signs, improve road sign visibility, and enhance traffic safety in all aspects. 170 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan (6) Conduct traffic safety and pedestrian safety education in the surrounding communities of the Project and in the neighborhood of schools. (7) Coordinate with emergency responders to ensure proper first aid in the event of an accident. 3. Disease prevention In order to ensure the safety of construction, the construction workers should receive a comprehensive physical examination, and it is strictly forbidden for people with infectious diseases to enter the construction site; for the canteen staff, regular physical examinations should be carried out. If any disease is detected, the worker should be promptly removed from the canteen to prevent the epidemics. Centralized water supply facilities should be established on the site or municipal water supply may be used, and medical and health facilities and medical personnel should be equipped with. 4. Occupational health (1) On the construction site, warning signs or warning instructions should be set up at the job posts, equipment and places that are prone to occupational hazards. (2) Occupational health training and physical examinations should be carried out on personnel engaged in toxic and hazardous operations on a regular basis. Operators should be guided to make correct use of occupational disease prevention equipment and personal labor protection articles (at least once a year). (3) The Contractor should provide the construction personnel with safety helmets, safety belts and personal protective equipment such as safety shoes and overalls that are applicable for the type of work performed. (4) Low-noise equipment should be used on the construction site, and automated and airtight construction processes should be promoted to reduce mechanical noise. During operation, operators should wear earplugs for hearing protection. (5) Forced ventilation should be provided in areas where sufficient natural ventilation is not guaranteed. Operators should wear gas masks or respirators in workplaces where toxic and hazardous gases exist. (6)In dusty workplaces, watering facilities and the like should be used to reduce the dust concentration. Operators should wear dust masks. When welding, operators should wear personal protective equipment such as protective masks, goggles and gloves. 5.2 Environmental Impacts Assessment and Mitigation Measures during Operation Period 5.2.1 Acoustic Environmental Impacts Assessment and Mitigation Measures during Operation Period 1. Analysis of acoustic environmental impact during operation period (1) Noise prediction formula for aboveground train running noise ① Prediction formula for train passing equivalent sound level LAeq,p at the prediction point within the prediction time T The basic prediction formula for the equivalent sound level of train running noise is shown in Formula 5.2-1. Where, LAeq,p refers to the equivalent weighted A sound level of the prediction point within 171 EIA Report the evaluation time, dB(A); T refers to specified evaluation time, in daytime T=16 hours=57,600s, in nighttime T=8 hours=28,800 seconds. n refers to the number of trains passed in the time T; teq refers to the equivalent time of train passage period, s. ② The approximate value of the equivalent time (teq) of train running noise acting on sensitive point can be calculated by the following formula: Where, l - train length, m; d refers to the horizontal distance between the prediction point and the center line of the outer rail, m; v refers to train running speed, m/s. ③ The equivalent sound level LP,A of a single train passing the prediction point can be calculated by the following formula: Where, Lp0,i refers to the noise source strength of the train radiating in the direction of maximum vertical directivity, the equivalent continuous A sound level at the reference point during train passing period, dB(A); m refers to the number of trains passed, not less than 5; C refers to noise correction term, calculated by the following formula: Where, Cv refers to speed correction, dB (A); Ct refers to correction of line and track structure, dB(A); Cd refers to geometric divergence attenuation, dB(A); Ca refers to air absorption attenuation, dB(A); Cg refers to attenuation caused by ground effect, dB(A); Cb refers to barrier insertion loss, dB(A); Cθ refers to vertical directivity correction, dB(A); Cf,i refers to frequency weighting correction, dB(A). ④ Calculation of correction factors A Speed correction factor Cv Train speed correction can be calculated by the following formula: Where, V0 refers to the reference speed at the source strength, km/h; V refers to the running speed of the train passing the prediction point, km/h. 172 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan B Line and track structure correction Ci The line and track structure of this Project are similar to those with similar source strength, so assume Ct=0. C Geometric diffusion attenuation factor Cd The geometric diffusion attenuation Cd of train noise radiation can be calculated by the following formula: Where, d0 refers to the reference distance of the source strength (d0=25m); d refers to the horizontal distance from the prediction point to the center line of the outer rail, m; l refers to train length, m. D Air absorption attenuation Ca Where, a refers to the pure sound attenuation coefficient caused by atmospheric absorption, dB/m; d refers to the horizontal distance from the prediction point to the center line of the outer rail, m; d0 refers to the reference distance of the source strength (d0=25m). E Ground absorption attenuation Cg The amount of attenuation Cg caused by ground absorption can be calculated as follows: d refers to the horizontal distance from the prediction point to the center line of the outer rail, m; hm refers to the average ground clearance of the propagation path, m. The average ground clearance can be calculated as shown below. Receiving point Sound source hm = area F/d 173 EIA Report F Sound barrier insertion loss Cb Sound barrier and sound propagation path are as shown in the figure below. The train running noise is processed according to the line sound source. When the sound source and sound barrier are assumed to be infinitely long, the barrier insertion loss Cb can be calculated by Formula 5.2-9. Sound source Receiving point Where, c refers to sound speed, c = 340m/s; f refers to sound frequency, Hz; δ refers to the difference in sound path, δ=a+b-c, m. The finite length sound barrier can be corrected according to the following figure, and the corrected Cb depends on the masking angle β/θ. The dotted line in the figure below indicates that the infinite length sound barrier attenuation is 8.5 dB, and if the finite length sound barrier corresponds to a masking angle percentage of 92%, the finite length sound barrier has an acoustic attenuation of about 6.5dB. 174 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Finite length barrier Infinite barrier length Line sound source Sound barrier (b) Masking angle Maskin percentage g angle (a) Correcti G Vertical directivityon figure correction Cθ Sound source vertical directivity correction is calculated by the following formula: When -100≤θ<240, When 240≤θ<500, Where, θ refers to the angle between the direction of the sound source to the prediction point and the horizontal plane, degree. H frequency weighting correction Cf,i The source strength of this evaluation is not based on the spectrum calculation method, so assume Cf,i =0. (2)Noise prediction formula for ventilation pavilion and cooling tower in underground section ① Sound level attenuation prediction formula The basic prediction formula for the equivalent sound level of ventilation pavilion and cooling tower noise is as shown in Formula (5.2-12): Where, LAeq,p refers to the equivalent weighted A sound level of the prediction point in the evaluation time, dB(A); T refers to specified evaluation time (s); the value of this evaluation: daytime T=16h=57,600s, nighttime T=8h=28,800s; 175 EIA Report t refers to running time of the ventilation pavilion and cooling tower (s); the value of this evaluation: daytime t=16h=57,600s, nighttime t=1h=3,600s, tfresh, exhaust, cooling =4h=14,400s. Lp, A refers to the equivalent sound level of the prediction point, calculated according to Formula (6-13), which can be A weighted sound pressure level or band sound pressure level, dB(A) or dB: Where, Lp0 refers to the noise source strength of the ventilation pavilion and cooling tower measured at the equivalent distance Dm (or equipment calibration), which can be A weighted sound pressure level or band sound pressure level, dB(A) or dB. Equivalent distance between inlet and exhaust pavilion: Dm= = , where, a and b are the sides of the rectangular tuyere, and Se is the area of the shaped tuyere. According to the design data, the air outlet area of the fresh air pavilion is 10m 2, so assume Dm is 3.2m; the air outlet area of the exhaust pavilion is 12m2, so assume Dm is 3.5m; the air outlet area of the piston ventilation pavilion is 20m2, so assume the Dm is 4.5m. Round cooling tower equivalent distance: Dm is the horizontal distance from the inlet side of the tower body to the tower wall, which equals the diameter of the tower body; the rectangular cooling tower equivalent distance: Dm = 1.13 ; a & b are the lengths of the tower body. According to the design data, the lengths of the cooling tower body of the Project are 5m×3.2m, and the Dm is 4.5m. C refers to noise correction term, can be calculated according to Formula (5.2-14), which can be A weighted sound pressure level correction or band sound pressure level correction, dB(A) or dB. Where, Cd refers to geometric divergence attenuation; Cf,i refers to frequency weighting correction. A. Geometric divergence attenuation, Cd When the distance from the prediction point to the ventilation pavilion and the cooling tower is greater than two times equivalent distance Dm or the maximum size, the ventilation pavilion and cooling tower noise have point sound source characteristics, which can be calculated according to the geometric divergence attenuation of the point sound source (ignoring sound source directivity) to determine the geometric divergence attenuation Cd of its noise radiation, calculated by Formula (5.2-15): Where, Dm refers to the equivalent distance of the source strength, m; d refers to the distance from the sound source to the prediction point, m. When the distance from the prediction point to the ventilation pavilion and the cooling tower is between the equivalent point and two times the equivalent distance Dm or the maximum size, the noise of the ventilation pavilion and the cooling tower no longer conforms to the attenuation characteristics of the point sound source, and the geometric divergence attenuation Cd of its noise radiation can be estimated simply by Formula (5.2-16): 176 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan When the distance from the prediction point to the ventilation pavilion and the cooling tower is less than the equivalent diameter Dm, the noise of the ventilation pavilion and the cooling tower is close to the surface source characteristics, and the geometric divergence attenuation is no longer considered. B. Frequency weighting correction, Cf,i In this evaluation, assume Cf,i is 0. ② Prediction of environmental noise at the prediction point The equivalent noise level (Leq) of the ambient noise at the prediction point is as shown in Formula (5.2-17). Where, Leqg refers to the equivalent sound level contribution of the sound source of the construction project at the prediction point, i.e. LAeq, p, dB(A); Leqb refers to the background value of the prediction point, dB(A). (3) Noise attenuation formula for fixed sound source equipment in depots and stabling yards ① The strong noise equipment in the depots and stabling yards can be regarded as the point sound source, and the calculation formula of noise propagation attenuation is as follows: Where, LA (r) refers to the A level of the prediction point, dB(A); LA (r0) refers to the sound level at the sound source reference position r0, dB(A); r refers to the distance from the prediction point to the sound source, m; r0refers to the distance from the reference point to the sound source, m. ② Prediction of the total equivalent sound level Leq at the prediction point The formula for calculating the total equivalent sound level (L eq) at the prediction point: Where, L total refers to the total sound level after superposition, dB (A); Li refers to the sound level of the ith source, dB(A). (4) Traction substation noise prediction formula The sound sources of the traction substation of this Project include the main transformer noise, and the noise contribution value of the boundary noise generated by each sound source is predicted according to the point sound source in the semi-free sound field: (5.2-20) Where, r refers to the distance from the prediction point to the sound source, m; LA(r) refers to the A sound level of the prediction level, dB(A); LAw refers to the A sound power level of the equipment, dB(A). 177 EIA Report The noise at the boundary of the plant is produced by two main transformers, and is calculated by the following formula. Where, Leqg refers to the equivalent sound level contribution of the sound source of the construction project at the prediction point, dB(A); LAi refers to the A sound level produced by the i sound source at the prediction point, dB(A); T refers to the time period calculated in the prediction, s; ti refers to the running time of the i sound source in the T period, s; This prediction considers the unfavorable situation in which all the equipment operate during the calculation period, that is, T= ti. The above formula is simplified as: (5) Technical conditions for noise prediction ① Prediction evaluation amount The predicted evaluation amount is equivalent continuous A sound level during daytime and nighttime operation periods. ② Prediction year The prediction periods are in accordance with the design years: initial term till 2025, short term till 2032, and long term till 2047. ③ Train pair The full-day train schedule is shown in Table 5.2-1. Initial term: 76 pairs of trains are operated throughout the day, of which 74 pairs are in the daytime and 2 pairs in the night; Short term: 124 pairs of trains are operated throughout the day, of which 120 pairs are in the daytime and 4 pairs in the night; Long term: 276 pairs of trains are available throughout the day, of which 268 pairs are in the daytime and 8 pairs in the night. 178 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.2-1 Full-day Train Schedule for This Project Unit: pair / day Train pair Initial term Short term Long term Trains Express Trains Express Trains Express Time period that trains that that trains that that trains that stop at only stop Total stop at only stop Total stop at only stop Total each at large each at large each at large station stations station stations station stations 6:00~7:00 2 2 4 6 2 8 14 2 16 7:00~8:00 4 2 6 7 3 10 17 4 21 8:00~9:00 4 2 6 7 3 10 17 4 21 9:00~10:00 3 2 5 5 3 8 15 3 18 10:00~11:00 2 2 4 4 2 6 15 3 18 11:00~12:00 2 2 4 4 2 6 13 3 16 12:00~13:00 2 2 4 4 2 6 13 3 16 13:00~14:00 2 2 4 4 2 6 11 3 14 14:00~15:00 2 2 4 4 2 6 11 3 14 15:00~16:00 2 2 4 4 2 6 11 3 14 16:00~17:00 3 2 5 5 3 8 12 4 16 17:00~18:00 4 2 6 7 3 10 17 4 21 18:00~19:00 4 2 6 7 3 10 17 4 21 19:00~20:00 4 4 6 2 8 14 4 18 20:00~21:00 4 4 4 2 6 13 3 16 21:00~22:00 4 4 6 6 8 8 22:00~23:00 2 2 4 4 8 8 Total 50 26 76 88 36 124 226 50 276 ④ Train length Four carriages are marshaled into one 95m long train. ⑤ Train speed The train design speed is 140km/h, and the train running speed is calculated according to the designed traction curve speed. ⑥ Operating hours The daytime is from 6:00 to 22:00 for a total of 16 hours, and the nighttime is from 22:00 to 23:00 for a total of one hour. ⑦ Vehicles City D-type vehicles are used in the initial, short and long terms. (6) Elevated section noise prediction results A total of 38 sensitive points are distributed along the elevated section of the Project. The noise prediction results are listed in Table 5.2-2. The prediction results for night operating hours are listed in Table 5.2-2. 179 EIA Report As seen from the prediction results in Table 5.2-2: ① After the implementation of the Project, purely affected by the intercity railway noise (without superimposing the background noise), the daytime ambient noise at the 38 sensitive points along the elevated section in the initial, short and long terms are 43.1~63.4dB(A), 45.2~65.5dB(A) and 48.7~69.0dB(A), respectively; the nighttime ambient noise are21.3~50.8dB(A), 24.3~53.8dB(A), and 27.3~56.8dB(A), respectively. ② After superimposing the background noise, the daytime ambient noise of each evaluation point in the initial, short and long terms are 54.4~71.2dB(A), 55.2~71.3dB(A), 55.8~71.8dB(A), respectively; the nighttime ambient noise are49.6~67.3dB(A), 49.6~67.4dB(A), and 49.7~67.4dB(A) respectively. ③ Among the 38 sensitive points in the elevated section, there are 33 out-of-limit sensitive points, of which the daytime ambient noise out-of-limits in the initial, short and long terms are 0.2~8.0dB(A), 0.2~8.1dB(A), 0.1~8.4dB(A); the nighttime out-of-limits are0.3 ~11.2dB (A), 0.1~11.2dB(A), and 0.1~11.3dB(A). The statistical results of the out-of-limit conditions in different functional areas are listed in Table 5.2-3. Table 5.2-3 Statistical Results of Out-of-limit Conditions of Elevated Section Quantity of Quantity of sensitive points Standard out-of-limit sensitive Out-of-limit value (dB(A)) Prediction (pt) class points (pt) Daytime Nighttime Daytime Nighttime Daytime Nighttime Initial term 24 24 2 7 0.6~1.2 0.6~7.3 Class 4b Short term 24 24 2 8 0.8~1.3 0.1~7.4 Long term 24 24 2 10 1.3~1.8 0.1~7.4 Initial term 1 1 0 1 - 2.9~6.3 Class 4a Short term 1 1 0 1 - 2.9~6.3 Long term 1 1 0 1 - 3.0~6.4 Initial term 5 5 0 1 - 0.3~2.2 Class 3 Short term 5 5 0 1 - 0.5~2.3 Long term 5 5 0 1 - 0.1~2.5 Initial term 32 30 24 30 0.2~8.0 2.4~11.2 Class 2 Short term 32 30 26 30 0.2~8.1 2.5~11.2 Long term 32 30 29 30 0.1~8.4 2.6~11.3 Initial term 1 1 1 1 2.3 5.6 Class 1 Short term 1 1 1 1 2.7 5.8 Long term 1 1 1 1 3.9 6.1 180 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan ④ At the 38 railway boundary prediction points, the daytime railway boundary noise in the initial, short and long terms are 53.6~59.3dB(A), 55.7~61.4dB(A), 57.7~64.9dB(A), respectively; the nighttime railway boundarynoise in the initial, short and long terms are 28.6~46.6dB(A), 31.6~49.6dB(A), and 34.6~52.6dB(A), respectively, which can both meet the corresponding standards. According to the noise source intensity and traffic flow of the elevated section, the standard-compliant distances (without considering the barrier function of buildings and the influence of the environmental background) are summarized in Table 5.2-4. The noise contour maps oftypical elevated sectionsare shown in Figure 5.2-1~Figure 5.2-14. Table 5.2-4Protective Distance of Up-to-standard Noise Level of Elevated Lines(unit: m) Class 4b area Class 3 area Class 2 area Forecast Nighttime Form of line period of Daytime Nighttime Daytime Nighttime Daytime time (50dB (70dB (A)) (60dB (A)) (65dB (A)) (55dB (A)) (60dB (A)) (A)) Initial Elevated line * * * * 26 13 term (without Short noise * * 12 * 39 28 term barriers) Long term * * 30 18 63 49 Elevated line Initial * * * * * * term (with 3.1m-high Short * * * * * * vertical noise term barriers) Long term * * * * 19 9 Note: the up-to-standard distance refers to the horizontal distance from the center line of outer rail to the sensitive point. Boundary conditions: the open areas are only influenced by the noise generated from the intercity railway; the train running speed is 140km/h; the bridge height is 10m and the height of forecast point is the same as the railway track; the insertion loss of 3.1m-high vertical noise barrier is measured in 7dB (A). The up-to-standard distance is expressed in *, i.e. if the up-to-standarddistance is within the right-of-way (ROW). 181 EIA Report > 30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-1 The short term Noise Isoline Map of Dongsheng Garden in the Daytime (1.2m between the Measuring Point and the Ground) 182 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-2 The short termNoiseIsoline Map of Dongsheng Garden at Nighttime (1.2m between the Measuring Point and the Ground) >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-3 The short termNoise Isoline Map of Dongsheng Garden in the Daytime (7.2m between the Measuring Point and the Ground) 183 EIA Report >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-4 The short term Noise Isoline Map of Dongsheng Garden at Nighttime (7.2m between the Measuring Point and the Ground) >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-5 The short term Noise Isoline Map of Dongsheng Garden in the Daytime (16.2m between the Measuring Point and the Ground) 184 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-6 The short term Noise Isoline Map of Dongsheng Garden at Nighttime (16.2m between the Measuring Point and the Ground) >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-7 The short term Noise Isoline Map of Dongsheng Garden in the Daytime (28.2m between the Measuring Point and the Ground) 185 EIA Report >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-8The short term Noise Isoline Map of Dongsheng Garden at Nighttime (28.2m between the Measuring Point and the Ground) >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-9 The short term Noise Isoline Map of Dongsheng Garden in the 186 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Daytime (40.2m between the Measuring Point and the Ground) >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-10The short time Noise Isoline Map of Dongsheng Garden at Nighttime (40.2m between the Measuring Point and the Ground) >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB 187 EIA Report Figure 5.2-11 The short term Noise Isoline Map of Dongsheng Garden in the Daytime (52.2m between the Measuring Point and the Ground) >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-12 The short term Noise Isoline Map of Dongsheng Garden at Nighttime (52.2m between the Measuring Point and the Ground) 188 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-13 The short termVertical Section Noise Isoline Map of Dongsheng Garden in the Daytime >30.0 dB > 35.0 dB > 40.0 dB > 45.0 dB > 50.0 dB > 55.0 dB > 60.0 dB > 65.0 dB > 70.0 dB > 75.0 dB > 80.0 dB > 85.0 dB Figure 5.2-14 The short termVertical Section Noise Isoline Map of Dongsheng Garden at Nighttime 189 EIA Report It can be seen from the forecast results in Table 5.2-4 : the reservation of control distance shall be taken into account during the process of land use planning along the line, and it can be seen from Table 5.2-4 that the distance up to the standard of Class 4a is within the ROW area for the elevated section atthe initial term and in the short and long terms, without noise barriers. The distance reaching the standard of Class 3 is within the ROW area atthe initial term and the up-to-standard distances are separately 12m and 30m in the short and long terms. The up-to-standard distances of Class 2 are 26m, 39m and 63m at the initial term and in the short and long terms, respectively. After the 3.1m-high vertical noise barriers beingused, the up-to-standard distance can be significantly reduced, and the distance up to the standard will be within the ROW of Class 4a and Class 3 at the initial term and in the short and long terms; the distance reaching the standard of Class 2 will bewithin the ROW at the initial term and in the short term, and 19m in the long term. Given that the intensity of development and use of land along the elevated section is relatively high, it is recommended that the whole elevated section of the project should be provided with the conditions for setting vertical noise barriers. (7) Noise forecast results and evaluation of environmental control equipment in underground stations There isno sensitive point of acoustic environment within the scope of assessment of environmental control equipment in the underground stations of the project. As a result, the influence scopeof environmental control equipment forunderground stations is analyzed and the planning control requirements are proposed in this assessment. Based on the source intensity of noise generated from environmental control equipment, the protective distance of each source of noise (the status value of environmental noise will not be considered; open without screens) are summarized in Table 5.2-5, which can be used as the planningprotectiondistance of new sensitive buildings. 190 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.2-5 Protective Distance of Noise from the Environmental Control Equipment Up-to-standard distanc Class 4a specified in Class 3 specified in Class GB3096-2008 GB3096-2008 GB Type of noise source Description Daytime Daytime Daytim Nighttime Nighttime (70dB (65dB (60dB (55dB (A)) (55dB (A)) (A)) (A)) (A)) 2 piston ventilation A 2m-long silencer shall be installed. * ≥10 * ≥10 * pavilions A 3m-long silencer shall be installed. * * * * * Fresh air pavilion + A 2m-long silencer shall be installed. * ≥16 ≥7 ≥16 ≥11 ventilation pavilion for air exhaust +2 piston ventilation A 3m-long silencer shall be installed. * ≥5 * ≥5 * pavilions A 2m-long silencer and a low-noise * ≥10 * ≥10 * cooling tower shall be installed. A 3m-long silencer and an ultra-low-noise cooling tower shall * * * * * be installed. A 3m-long silencer and an ultra-low-noise cooling tower shall * ≥16 ≥7 ≥16 ≥11 Fresh air pavilion + be used; a guide silencer shall be exhaust air pavilion installed at the exhaust outlet. +2 piston ventilation A 3m-long silencer and an pavilions + cooling ultra-low-noise cooling tower shall tower be used; a guide silencer shall be * ≥5 * ≥5 * installed at the exhaust outlet and acoustic louvers set on the outside of the major unit. A 3m-long silencer and an ultra-low-noise cooling tower shall * ≥10 * ≥10 * be used, and the acoustic enclosure shall be installed. Notes: ① The symbol of “*� means that the distance up to the standard provided that it is located on the outside of ventilation pavilion louvers; ② Theprotectiondistance shall be predicted as per the environmental assessment measures and the design requirements, and if no ventilation pavilion is specified, a 2m-long silencer will be designed. (8) Impacts of noise at the boundary of metro cardepot and parking lotand on the depotentrance& exit lines ① Forecast results of noise at sensitive points The noiseof metro car depot is mainly composed of noise generating from the traction equipmentduring the process of train going out and coming into the depot, shunting operation and train commissioning and noisegenerating from a variety of devices in the overhaul workshop. The noise generatingfrom the operation of trains on the commissioning line and the noise from whistling 191 EIA Report of trains at the time of going out and coming into the depot will have a relatively obviousimpact on the external environment, but the commissioning line used for overhaul and un-wheeling repair is seldom used; therefore, the sporadic noise is dominatedbut with a high level of radiated noise. The speed of a train on the shunting neck and depot entrance & exit linesarerelatively slow and the wheel-rail noise is relatively low, and the running time will be 6:00~22:00 in the daytime (16 hours in total); the running time is 5:00~6:00 and 22:00~24:00 at night (3 hours in total). The fixed sound-source equipment, e.g. train inspectiondepot and locomotive running depot, are set in the shop or workshop, which is characterized by relatively rapid attenuation and mainly operates in daytime, so it will have a small impact on the external environment. According to the site survey, only two sensitive points (i.e. Luowei and Baozhuang) are distributed at the boundary of XiangguanMetroCarDepot and around its depot entrance & exit lines within the scope of assessment of the boundary of Metro CarDepot and Parking Lot and its depot entrance & exit lines. The forecast results of sensitive points’ noise within the scope of assessment of Xiangguan Metro Car Depot and its entrance & exit depot line are shown in Table 5.2-6. It can be seen from the forecast results in Table 5.2-6 that After the constructionis implemented, the environmentalnoise of two sensitive points in daytime is 51.0~54.7dB(A), 51.0~55.2dB(A) and 51.0~55.4dB(A) at the initial term and in the short and long terms, respectively, which is influenced by the source of noise onits entrance & exit depot lines and the Metro CarDepot; the environmentalnoise at nighttime is 46.5~49.4dB(A), 46.5~51.5dB(A) and 46.5~52.6dB(A) at the initial term and in the short and long terms, respectively. Based on the corresponding standard, the noise of two sensitive points in daytime and at nighttime is up to the standard. 192 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.2-6 Forecast Results of Environmental Noise of Sensitive Points in Stabling Yard, Vehicle depot and Entrance & Exit Depot Line Contribution Descriptio value of noise Forecast value Noise n of from the Location of incremental Out-of-limit sensitive Status value simple Standard value No. of No. of description Foreca (LAeq, dB) entrance & exit environmental (forecast value value (LAeq, points in Main source Positional (LAeq, dB) sensitiv forecas of st noise (LAeq, - status value) dB) the of noise Relation depot line and e points t points measuring period dB) (LAeq, dB) acoustic at boundary points (LAeq, dB) environme nt Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti e me e me e me e me e me e me Entrance 1m from Initial 51.4 45.6 51.2 47.1 54.3 49.4 2.9 3.8 70 55 - - & exit the outside term depot line: of the first Short N25-1 15.2m; floor of the 51.4 45.6 52.8 50.2 55.2 51.5 3.8 5.9 70 55 - - term commissio first row of Entrance & ning line: residential Long 51.4 45.6 53.3 51.6 55.4 52.6 4.0 7.0 70 55 - - exit depot 62.0m buildings term N39 Luowei lines; Entrance Initial commissioni 50.8 44.5 52.4 42.1 54.7 46.5 3.9 2.0 60 50 - - & exit 1m from term ng line depot the outside Short lines: of the first 50.8 44.5 52.8 45.1 55.0 47.8 4.2 3.3 60 50 - - N25-2 term 39m; floor of commissio residential Long ning line: buildings 50.8 44.5 51.4 46.8 54.1 48.8 3.3 4.3 60 50 - - term 38.2m Outside of Initial 50.3 44.2 42.6 42.5 51.0 46.5 0.7 2.3 60 50 - - the term eastern 1m from Short boundary: the outside 50.3 44.2 42.6 42.5 51.0 46.5 0.7 2.3 60 50 - - Periodical & term Baozhuan 6.3m; of the first N40 temporary N26-1 g Periodical floor of repair depot & residential Long temporary buildings 50.3 44.2 42.6 42.5 51.0 46.5 0.7 2.3 60 50 - - term repair depot: 193 EIA Report 31.6m 194 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan ② Forecast of noise at the boundary of ParkingLotand Metro CarDepot Hongwu RoadParkingLot and its entrance & exit depot lines are located in the acoustic function zone of Class 4a and Class 2; in thenoise assessment, four forecast points are set around the boundary of Hongwu Road ParkingLot, i.e. 1m from the outside of eastern, northern, southern and western boundaries in succession, and the forecast results of noise at boundary are shown in Table 5.2-7. Table 5.2-7 Forecast Results of Noise at the Boundary of Hongwu Road Parking Lot Contribution value Forecast of noise at Standard value Out-of-limit value Project Forecast boundary (LAeq, (LAeq, dB) (LAeq, dB) No. period of name location dB) time Daytime Nighttime Daytime Nighttime Daytime Nighttime 1m from the Initial 46.2 46.2 60 50 - - outside of term the eastern Short boundary 46.2 46.2 60 50 - - term (distance C1 from the train Long examination 46.2 46.2 60 50 - - term depot: 20.8m) 1m from the Initial 44.9 44.9 70 55 - - outside of term the northern Short boundary 45.6 45.6 70 55 - - term (distance from the entrance & C2 exit depot lines: 59.5m and distance Long Hongwu 46.4 46.2 70 55 - - from the term Road sewage Stabling treatment Yard station: 12.1m) 1m from the Initial 46.9 46.9 60 50 - - outside of term the southern Short boundary 48.3 48.2 60 50 - - term (distance from the C3 entrance & exit depot lines:24.2m Long 49.5 49.1 60 50 - - and distance term from the washing depot: 5.0m) 1m from the Initial 43.5 43.5 60 50 - - outside of term C4 the western Short boundary 46.4 46.2 60 50 - - term 195 EIA Report (distance from the entrance & exit depot lines: 22.4m Long and distance 48.3 47.6 60 50 - - term from the traction substation: 16.1m) Notes: 1. Noise at boundary will not be superposed to the current value; 2. “-� represents that the standard is reached. The noise at the boundary of Hongwu Road Parking Lot is 43.5~49.5dB(A) in daytime and 43.5~49.1dB(A) at nighttime and meets the requirements of the Emission Standard for Industrial Enterprise Noise at Boundary (GB12348-2008). XiangguanMetroCarDepot and its entrance & exit depot lines are located in the acoustic function zone of Class 2; in this noise assessment, four forecast points are set at the boundary of the Parking Lot, i.e. 1m from the outside of eastern, southern, western and northern boundaries in succession, and the forecast results of noise at boundaries are shown in Table 5.2-8. 196 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.2-8 Forecast Results of Noise at the Boundary of XiangguanMetroCarDepot Project No Forecast Forecas Contribution value of Standard value (LAeq, Out-of-limit value name . location t period noise at boundary dB) (LAeq, dB) of time (LAeq, dB) Daytime Nighttime Daytime Nighttime Daytim Nighttime e Xianggua C5 1m from the Initial 44.0 44.0 60 50 - - n Vehicle outside of the term Depot eastern Short 45.6 45.5 60 50 - - boundary term (distance from its Long 47.0 46.5 60 50 - - entrance & term exit depot line: 36.7m and distance from the traction substation: 7.7m) C6 1m from the Initial 47.3 47.3 60 50 - - outside of the term southern Short 47.3 47.3 60 50 - - boundary term (distance from the train Long 47.3 47.3 60 50 - - examination term depot: 18.2m) C7 1m from the Initial 58.0 36.2 60 50 - - outside of the term western Short 58.0 36.2 60 50 - - boundary term (distance from the Long 59.0 36.2 60 50 - - commissionin term g line: 16.0m and distance from the sewage treatment station: 30.7m) C8 1m from the Initial 53.7 39.3 60 50 - - outside of the term northern Short 53.9 42.4 60 50 - - boundary term (distance from its Long 55.1 44.1 60 50 - - entrance & term exit depot lines: 40.7m and distance from the commissionin g line: 36.5m) Notes: 1. Noise will not be superposed to the current value; 197 EIA Report 2. Represents that the standard is reached. The noise at the boundaries of XiangguanMetroCarDepot is 44.0~59.0dB(A) in daytime and 36.2~47.3dB(A) at nighttime and meets the requirements of Class 2 area standard of the Emission Standard for Industrial Enterprise Noise at Boundary (GB12348-2008). (3) Forecast of noise at the boundary of traction substation A total of two traction substations are set along the line, i.e. Technical College Traction Substation (located near Technical College Station) and Xiangguan Town Traction Substation (located near XiangguanTown Station). Among the two traction substations,Technical College Traction Substation is located in the function zone of Class 1 acoustic environment and the Xiangguan Town Traction Substation is locatedin the function zone of Class 4a and Class 2 acoustic environment, and there is no sensitive point within the scope of assessment of these two traction substations. Technical College Traction Substation and Xiangguan Town Traction Substation of the project adopt the form of indoor ground-mounted traction substation, and in this assessment, the indoor source of noise (70dB(A)) is used for a conservative forecast, and the forecast results are shown in Table 5.2-9. 198 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.2-9 Forecast Results of Noise at the Boundary of Traction Substation Station Location of Measuring Standard value (dB Noise at boundary Out-of-limit value name forecast point point No. (A)) (dB (A)) (dB (A)) Daytime Nighttime Daytime Nighttime Daytime Nighttime Chuzhou 1m from the N43-1 55 45 40.6 40.6 - - Vocational outside of the and eastern Technical boundary College (distance from Traction the Substation transformer: 11.7m) 1m from the N43-2 55 45 39.2 39.2 - - outside of the western boundary (distance from the transformer: 13.8m) 1m from the N43-3 55 45 36.9 36.9 - - outside of the southern boundary (distance from the transformer: 18.0m) 1m from the N43-4 55 45 44.5 44.5 - - outside of the northern boundary (distance from the transformer: 7.5m) Xiangguan 1m from the N44-1 70 55 31.6 31.6 - - Town outside of the Traction eastern Substation boundary (distance from the transformer: 33.0m) 1m from the N44-2 70 55 42.1 42.1 - - outside of the western boundary (distance from the transformer: 9.9m) 1m from the N44-3 60 50 42.9 42.9 - - outside of the southern boundary (distance from 199 EIA Report the transformer: 9.0m) 1m from the N44-4 70 55 36.0 36.0 - - outside of the northern boundary (distance from the transformer: 20.0m) 2. Mitigation measures (1) The noise pollution prevention principle The noise pollution prevention principle is established as per the basic principle of “prevention first, combination of prevention and control and integrated treatment� of Chinese environmental protection and the basic strategic policy of “unification of social benefits, economic benefits and environmental benefits�, and combined with the actual situation of the project (e.g. dense population along the line and land resource is precious) and the guideline of “treating the root problem prior to pollution control�, the noise pollution prevention measures of the reject shall conform to the following sequence: ① Firstly, noise shall be controlled in terms of the source of noise, and the low-noise equipment and structural type shall be selected; ② Secondly, the principle of “prevention first� shall be reflected, the urban redevelopment shall be combined with the construction of new district, the function zoning of land along the line shall be reasonably planned, and the building layout shall be optimized to avoid a new environmental problem. ③ Thirdly, the engineering design of noise pollution control shall be reinforced, mainly including cutoff of the noise transmission path and protection of sound receiving points. The long term of the project is 2047; given that there are many uncertainties, e.g. train flow, surrounding environment along the line and implementation of other traffic infrastructures, the control measures shall be determined as per the forecast results in three periods of time (i.e. daytime, nighttime and operation at nighttime) in the short term (2032) Given that most of status values of the environmental noise along the line of the project have exceeded the corresponding standard requirements, this noise pollution prevention principle is: a. the existing noise is up to the standard and the noise generated from the sensitive points exceeding the standard based on the forecast reaches the standard after treatment; b. if the noise in the existing environment has exceeded the standard and the environmental noise of sensitive points will increase as per the forecast, the effective measures for noise control shall be taken and noise contribution of new noise sources shall be reduced, so that the incremental caused by the source of noise cannot exceed 1dB (A). 200 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan (2) Control measures against noise pollution ① Selection of low-noise fan and cooling tower Both low-noise fan and cooling tower are the most important sources of noise generated from the underground section of intercity railway, having an impact on the external environment, and given that the model of environmental control equipment designed for the project has not been finalized, the following requirements for its model selection are proposed in this assessment: Selection and design requirements of fan On the premise that the ventilation requirements of the project are met, the fan, which is characterized by low noise and superior acoustic performance, shall be adopted to the greatest extent as possible. The following issues shall be taken into account in the design of ventilation pavilions: in case of selection of ventilation pavilions, the protective distance of noise listed in Table 5.2-5 shall be taken into consideration to let noise-sensitive points be far away from noise sources to the greatest extent as possible and the main exhaust outlet shall not face directly to sensitive points; the barrier function of buildings not sensitive to noise, e.g. station equipmentand management rooms, shall be fully utilized to be set between ventilation pavilions and sensitive buildings; the exhaust speed of ventilation pavilions shall be reasonably controlled and the air flow noise shall be reduced. Selection of cooling tower: Typically, the cooling tower is installed on the ground and roof or buried shallowly, and its radiated noise will directly influence the external environment; if the noise transmission path is to be cut off, it must be completely sealed, and the fully-enclosed barrier is not only large in volume, but also has an impact on the ventilation of cooling tower; consequently, the best way is to use the low-noise or ultra-low-noise cooling tower to strictly control the value of noise source. Currently, many manufacturers developing low-noise cooling towers and models are available and the production technology is increasingly mature, e.g. low-noise (DB (A) NL3) and ultra-low-noise (CDB (A) NL3) cooling towers produced by a glass-fiber reinforced polymer manufacturer, and the acoustic testing data of these cooling towers are listed in Table 5.2-10. Table 5.2-10 Noise Values of Low-noise and Ultra-low-noise Cooling Towers Model Low-noise type (DB (A) NL3) Ultra-low-noise type (CDB (A) NL3) Distance (m) Noise value (dB (A)) Distance (m) Noise value (dB (A)) 150 3.732 58.5 4.6 54.0 10 52.0 10 47.5 175 3.732 59.5 4.6 55.0 10 53.0 10 48.5 200 4.342 60.0 5.7 55.0 10 54.0 10 49.6 250 4.342 61.0 5.7 56.0 10 55.6 10 50.6 300 5.134 61.0 6.4 56.0 10 56.8 10 51.8 350 5.134 61.5 6.4 56.5 10 57.3 10 52.3 201 EIA Report It can be seen from the noise values of various models of cooling towers in the aforesaid table that the noise value of ultra-low-noise cooling tower is about 5dB (A) less than that of low-noise cooling tower. Based on the assessment, it is recommended that the Employer and the Design Department should strictly control the quality of products when the ultra-low-noise cooling towers are adopted and the noise index should be equal to or superior to that of the ultra-low-noise cooling tower specified in GB7190.1-2008. The noise indexes of various cooling towers specified in GB7190.1-2008 are listed in Table 5.2-11. Table 5.2-11 Noise Indexes of Various Cooling Towers Specified in GB7190.1-2008 Nominal cooling Noise index flow rate (m3/h) Type P Type D Type C Type G 8 66.0 60.0 55.0 70.0 15 67.0 60.0 55.0 70.0 30 68.0 60.0 55.0 70.0 50 68.0 60.0 55.0 70.0 75 68.0 62.0 57.0 70.0 100 69.0 63.0 58.0 75.0 150 70.0 63.0 58.0 75.0 200 71.0 65.0 60.0 75.0 300 72.0 66.0 61.0 75.0 400 72.0 66.0 62.0 75.0 500 73.0 68.0 62.0 78.0 700 73.0 69.0 64.0 78.0 800 74.0 70.0 67.0 78.0 900 75.0 71.0 68.0 78.0 1000 75.0 71.0 68.0 78.0 Note: P refers to a general cooling tower, D refers to a low-noise cooling tower, C refers to an ultra-low-noise cooling tower and G refers to an industrial cooling tower. ② Low-noise vehicle and rail structure type The level of noise pollution arising out of the intercity railway operation in the elevated section and ground section will directly dependent on the level of vehicle noise and the rail structure, and it is extremely important for noise pollution prevention to select low-noise vehicles and rail strtures. It is recommended that the intensity of noise source should be fully taken into account in the selection of vehicles and equipment and the low-noise types should be selected to control noise from the source. ③ Operation management of intercity railway The operation management shall be strengthened to effectively lower the impact of noise from intercity railway on the external environment, mainly consisting of the following: 202 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Regular repair and maintainof wheel tread After wheels operatingfor a certain period of time, the rough surfaces will be caused on the wheel tread to different degrees, and after a series of rough spots with the length of over 18mm appear on the wheel, it shall be finished immediately. The test proves that the noise level will be increased by 3~5dB(A) if the wheel is flattened and the surface is rough or not round. Keeping the steel rail surface smooth The smoothness of steel rail surface has a direct impact on the wheel-rail noise level, so a grinding machine shall be used to deburr the welding joints and grind corrugations and rough surfaces on the steel rail after operation for a certain period of time. After this measure is taken, the wheel-rail noise can be reduced by 5~6dB (A) than that before grinding. ④ Municipal planning and reasonable layout of buildings Combined with the construction of the Project and for the purpose of reasonably planning the land along the line and preventing noise pollution during the operation period of intercity railway, it is recommended that ① the Planning Department should strictly control the construction of permanent buildings sensitive to noise within the scope of control of planning land use, which expands outward for 15m from the contour line of ventilation pavilion in the underground station, according to the protective distance of noise listed in Table 4.4-5 and the railway design specification in the new development area; the noise-sensitive buildings for residence, culture and education, scientific research and office, etc. should not be planned or constructed within 30m from both sides of its entrance & exit depot line, but if the developer desires to construct the aforesaid sensitive buildings independently, the developer should undertake the design and construction of sound insulation of buildings, so that the internal environment of building can meet the requirements for use functions. ② the layout of buildings should be planned in a scientific way and the first row of buildings close to ventilation pavilions and entrance & exit depot line should be planned as the buildings for commerce and office not sensitive to noise. ③ combined with the urban renewal, the residential houses adjacent to the source of sound should be dismantled first and the protective distance of noise should be reserved for newly-developed houses or the screening and sound insulation functions of building not sensitive to noise should be utilized so as to control the impact on sensitive building within the scope allowed by the standard according to the greening design and the rearrangement of building layout. (3) Noise control works at sensitive points ① Noise control vehicle in the elevated section Suggestions on the selection of vehicles The level of noise pollution arising out of the intercity railway operation in the elevated section will be directly dependent on the level of vehicle noise, and it is extremely important for noise pollution prevention to select low-noise vehicles. The adoption of lightweight vehicles and elastic wheels, installation of noise-reduction and damping rings on wheels and addition of skirtboards to vehicle body, etc. will contribute to the reduction of noise. It is recommended that the intensity of noise source should be fully taken into account in the selection of vehicles and equipment and the low-noise types should be selected to control noise from the source. 203 EIA Report Operation management of intercity railway After wheels operate for a certain period of time, the rough surfaces will appear on wheel treads and steel rails to different degrees, the operation management shall be strengthened, the wheel treads shall be regularly finished, and the steel rail surface shall be kept smooth so as to effectively reduce the impact of noise generated from the intercity railway. Municipal planning and reasonable layout of buildings The land use along the line shall be reasonably planned and the noise pollution during the operation period of intercity railway shall be prevented, so it is recommended that the new development area should be reasonably planned and designed according to the requirements for protective distance listed in Table 5.2-4, the first row close to the line should not be planned to construct the buildings sensitive to the acoustic environment, including schools, hospitals and concentrated residential areas, etc., the buildings for commerce and office, etc. not sensitive to noise should be arranged, the building layout should be scientifically planned, and the noise barriers shall be established for the last row of buildings. The Railway Employer should prepare the conditions for vertical noise barriers in advance and take the noise barrier measures where appropriate. Noise prevention measures at sensitive points in the elevated section Considering that the status values of environmental noise at a majority of sensitive points along the line of the Project has exceeded the corresponding standard requirements, the principles of this noise pollution control works are shown as follows: ① if the noise in the existing enthronement is up to standard and the noise at sensitive points exceeds the standard based on the forecast, measures shall be taken to make environmental noise reach the standard after operation; ② if the noise in the existing enthronement exceeds the standard and the sensitive points are subject to the environmental noise incremental during the period of forecast, measures for noise control shall be taken to maintain the current level, and the index of maintaining the current level is that the noise incremental is controlled to be less than 1dB(A); ③ in view of the development and utilization of plots on both sides of the elevated line after the construction of the works, it is recommended to reserve the conditions for installing vertical noise barriers throughout the elevated section. Measures to be taken for sensitive points in the elevated section are shown in Table 5.2-12. The 3.1m-high vertical noise barriers shall be installed, with a length of 13,520lm and with an investment of CNY 40.56 million; the semi-enclosed noise barriers shall be set, with a length of 1,720lm and with an investment of CNY 51.6 million; the fully-enclosed noise barriers shall be set, with a length of 60lm and with an investment of CNY 2.4 million; the conditions for installing vertical noise barriers shall be reserved throughout the elevated section, and the cost incurred shall be included in the engineering investment. The total investment amount to be added for the noise barrier works is about CNY 94.56 million. In addition, when a train runs on the ground line, vibration will be caused by irregularity in the wheel and rail surfaces, the energy of vibration will be transferred to each bridge member to excite the vibration of beams and abutments, etc. and form the secondary structure noise, so it will have an impact on the sensitive points close to the line. Based on this assessment, it is recommended that the rubber floating slab track beds should be used or other measures of track vibration reduction taken for the section with noise barriers on the ground line and the double tracks, with the aim to further lower the impact of the bridge structure noise on the surrounding sensitive points. In this assessment, the double-track 204 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan rubber floating slab track beds shall be set or the measures for vibration reduction with the same effect shall be taken, with a total length of 13,390lm and an investment of CNY 160.68 million. The total investment amount to be added for the noise control works is about CNY 255.24 million. ② Noise control of the environmental control equipment in the underground section Optimization of the location of ventilation pavilions and cooling towers As per the requirements of subway design specification, the final site selection of ventilation pavilions and cooling towers shall ensure that the distance from the sensitive point is more than 15m and the ventilation pavilions and cooling towers shall be kept far away from the sensitive targets. Separation of the noise transmission path The ground noise sources like cooling towers, etc. may be equipped with noise barriers or high walls with sound absorbing material insidewhich are taken to effectively cut off the noise transmission path, playing a role in the sound insulation and noise reduction.The sound barrierhas the advantages of synchronous design and implementation with the main project, improving indoor and outdoor sound environment and not affecting residents'daily life. The green belt combining dense trees and shrubs may interrupt the noise transmission path and reduce noise to some extent, but the green belt can play a role in the reduction of noise only when a certain width is required, e.g. a 10m-wide green belt can reduce noise by 0~1dB(A) and a 20m-wide one can decrease noise by 1~3dB(A), and if the land acquisition and demolition quantities are increased, it is extremely uneconomical to build a green belt; as a result, it is recommended that the green belt is planted in the open area within the scope of land acquisition boundary according to the urban planning in this assessment. Design of noise elimination For ventilation pavilions for exhaust air and intake air, silencers can be installed on the air duct and before and after the ventilator to reduce the impact of noise from ventilation pavilions, the plate silencers can be installed in the air duct and the integral silencers can be installed on the air duct; the analogical survey and testing results show that a silencer can reduce noise by about 10dB(A) per meter on average. Besides, the surface area of air duct shall be increased to the greatest extent possible and the sound-absorbing materials shall be set; the acoustic louvers shall be installed at the outlet, the geometric section of acoustic louvers shall be optimized and the air-flow noise shall be lowered, etc. to reduce the impact of ventilation pavilions to some extent. It is recommended that the silencer shall be made of environment-friendly, fungi-proofing and mould-proofing materials to improve the air and sanitary environments inside and outside the station area. ③ Noise prevention measures in stabling yard and vehicle depot In the stabling yard and vehicle depot, trains are concentrated during the period of operation at nighttime, having a relatively large impact on the noise of areas on both sides; the commissioning line is rarely used, so sporadic noise is dominated, but the radiated noise level is relatively high; the fixed sound-source equipment is set in the shops or workshops, which is characterized by relatively rapid attenuation and mainly operates in daytime, so it will have a small impact on the external environment. In the Project, two sensitive points are set in the entrance & exit depot line of 205 EIA Report XiangguanMetroCarDepot and within the scope of assessment beyond the eastern boundary, i.e. Luowei and Baozhuang, and the noise of these two sensitive points reach the standard based on the forecast; there is no sensitive point within the scope of assessment of Hongwu Road Parking Lot. The noise at the boundary of XiangguanMetroCarDepot and Hongwu Road Parking Lot will be up to the standard based on the forecast. In the assessment, it is recommended that the low-noise equipment should be selected for the stabling yard and vehicle depot and the motor variable frequency regulation technology should be employed; the equipment should be provided with a vibration isolation base or vibration-reducing fastenings, the pipe should be subject to elastic connection and the ventilation equipment should be configured with silencers. 5.2.2 Impact analysis and mitigation measure of the vibration environment during the period of operation 1. Impact analysis of the vibration environment during the period of operation (1) Analysis of vibration source and determination of source intensity For the source intensity used for assessment, see Table 2.2-8~2.2-10. (2) Forecasting method Based on the existing research results domestic and abroad, the suburban railway vibration is mainly generated by wheel-rail impact during the subway operation, which is directly related to the following factors: line conditions, train running speed, type of train, axle weight and geological conditions, etc. In this assessment, the vibration impacts shall be forecast with the following empirical formula: ① At each forecast point, the formula of vibration level (VL Z) of the ground environment is shown below: Where, VLZ0,i refers to the intensity of vibration source and the maximum Z-weighted vibration level (dB) when a train passes; Ci refers to the vibration correction term (dB) of ith train; n refers to the number of passing trains, n=20. (2) The vibration correction term may be calculated at the following formula Ci=CV+CW+CL+CR+CG+CD+CB+CH+CCU Where, CV refers to the velocity correction (unit: dB); CW refers to the axle weight correction (unit: dB); CL refers to the line type correction (unit: dB); CR refers to the rail type correction (unit: dB); CG refers to the geological correction (unit: dB); CD refers to the distance correction (unit: dB); CB refers to the building type correction (unit: dB); CH refers to the tunnel structure correction (unit: dB); CCU refers to the curve correction (unit: dB). 206 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan ① Velocity correction (CV) 𝑣 Velocity correction (CV): CV=20lg𝑣0 Where, v0 refers to the reference velocity of source intensity (Unit: km/h); v refers to the running velocity when a train passes a forecast point (unit: km/h), and in this assessment, the train velocity at the forecast point shall be determined according to the design traction speed curve. ② Axle weight correction (CW) If the axle weight of a train is different from that specified by the source intensity, its axle weight correction (CW) is Where, W0 refers to the reference axle weight of source intensity (unit: t); W refers to the axle weight of the train forecast (unit: t). In this assessment, the axle weight of analogical source intensity in the bridge section is 16t, and the Project adopts four marshaling suburban trains (Type D), each with the axle weight of 16t and the axle weight correction (CW) of 0dB; the axle weight of analogical source intensity in the tunnel section is 14t, with the axle weight correction (CW) of 1.2dB. ③ Line type correction (CL) The line type of the Project consists of tunnel and bridge, CL=0dB. ④ Rail type correction (CR) The rail type correction (CR) of ballastless track to ballast track, CR=-3dB. ⑤ Geological correction (CG) The geology of areas which the Project passes is mainly composed of alluvium and the geological correction value, CG=0dB. ⑥ Distance correction (CD) If the line type is a bridge, Where, d0 refers to the reference distance (the reference distance in the ground section is 30m in this assessment); d refers to the distance from a forecast point to the center line of this line (unit: m); KR refers to the excitation correction factor, and in case of d≤60m, KR=1. If the line type is a tunnel, a. Ground on both sides of the tunnel (in case of L>5m) b. Ground above the top of tunnel (in case of L≤5m) 207 EIA Report Where, R refers to the straight-line distance from a forecast point to the center of outer rail on the bottom of tunnel (unit: m); L refers to the horizontal distance from a forecast point to the center line of outer rail (unit: m); H0 refers to the distance from the tunnel top to the steel rail top (unit: m); H refers to the distance from the tunnel rail surface to the ground (unit: m). ⑦ Building type correction (CB) When the vibration of building interior is forecast, correction shall be made according to the building type. The responses of different buildings to vibration vary; generally, the building with a high-quality reinforced concrete frame and a good foundation (8~10 storeys or above) can attenuate vibration to a great extent, known as Class I; the building with a brick-concrete structure and an average foundation (3~8 storeys or single-storey house of high quality and 2~3-storey residence) is known as Class II; for the low and old building with a bad foundation or house with a lightweight structure, its natural vibration frequency is close to the surface vibration frequency, and after excitation, resonance is easy to produce, and the building which can magnify the vibration is called Class III. The vibration correction values of a variety of buildings are listed in Table 5.2-13. Table 5.2-13 Vibration Correction (CB) of Various Building Types Unit: dB Vibration correction Building type Building structure and feature value (CB) Building with a good foundation and a frame structure I -6 (high-rise building) Building with an average foundation and a brick-concrete II structure -3 (mid-rise building or low-rise building of high quality) Lightweight and old house with a poor foundation III 3 (low-rise building of poor quality or makeshift house) The type of buildings along the line is mainly composed of Class I and Class II, but in view of the actual conditions along the line of the Project, this item is not corrected in this forecast. ⑧ Correction of tunnel structure (CH) The vibration correction of different tunnel structures shall be determined by reference to the Beijing local standard, Code for Application Technique of Metro Noise and Vibration Control (DB11T838-2011) and according to Table 5.2-14. 208 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.2-14 Vibration Correction of Different Tunnel Structures CH (Unit: dB) S/N Tunnel structure type CH 1 Rectangular tunnel +1 2 Single-hole single-track tunnel 0 3 Single-hole double-track tunnel -2 4 Station section tunnel -4 The tunnel in the Project section is a single-hole single-track tunnel, so no correction has been made. ⑨ Curve correction (CCU) Referring to DB11T838-2011, the curve correction is shown in Table 5.2-15. Table 5.2-15 Curve Correction Form of line Straight or curve R> Curve 500<R≤2,000m Curve R≤500m 2,000m Correction (dB) 0 +1 +2 (3) Prediction conditions ① Prediction year Initial term till 2024, short term till 2031 and long term till 2046 ② Train speed The maximum running speed of the train is designed as 140km/h. The predicted speed at each sensitive point is determined according to the larger value of the pulling speed curve on the basis of stopping at each station and stopping at large station. ③ Service time Service time during daytime is 6:00~22:00, totally 16 hours; service time during night is 22:00~23:00, totally one hour. ③ Vehicle conditions The city region D-type vehicles will be used, and four vehicles will be marshalling at the initial term, in short term and long term. ④ Technical requirements for tracks: Rail: the main line and distribution line of the Project adopt 60kg/m rail and gapless track. Fasteners: the main line adopts elastic split fasteners and double-block type ballastless track. Track bed: ballastless track bed. ⑤ Geological conditions The quaternary overburden along the Project includes quaternary holocene artificial fill, cohesive soil, silty soil, silty fine sand, coarse sand, round gravel soil and upper pleistocene cohesive soil with a total thickness of 10~45m; the underlying bedrock is cretaceous argillaceous siltstone, mudstone, glutenite, etc. 209 EIA Report (4) Outdoor vibration prediction results and analysis According to the relative positional relation between sensitive points along the line and the line, the engineering conditions and vehicle operation conditions, etc., the outdoor vibration prediction results of the sensitive points along the line are summarized in Table 5.2-16 through the above prediction method. Under the condition that no vibration reduction measures are taken, the predicted vibration value VLzmax at 40 environmental vibration sensitive points within the evaluation scope of the Project are between 51.6~79.3dB during daytime and nighttime. Compared with the standard limits on both sides of the main railway line in Standard of Environmental Vibration in Urban Area (GB10070-88), the predicted vibration values VLzmax during daytime and nighttime at all sensitive points are up to standard. (5) Prediction of vibration standard distance is based on the prediction, the vibration standard distances of tunnel section (underground section) and bridge section (elevated section) are shown in Table 5.2-17: Table 5.2-17 List of Vibration Standard Distance Form of line Height difference between Predicted vehicle speed Up-to-standard distance sensitive point and rail (km/h) (m) surface (m) Tunnel section 10 lower than rail surface 140 7 (underground line) Bridge section 10 higher than rail surface 140 Within the land use (elevated line) boundary As can be seen from the above table, for the line of tunnel section (underground line), the vibration standard distance is 7m from the center line of outer track of the line. Combined with the current domestic vibration control measures for underground lines in city and town sections, it is suggested that the control distance for the tunnel section (underground line) line of the Project is 10m; for bridge section (elevated line) line, the vibration standard can be met within the land use boundary. 2. Mitigation measures (1) General measures In order to reduce the interference of vibration on buildings along the line after the completion of the Project, combined with the prediction evaluation and analysis results, based on the principle of people-oriented and the principle of feasible technology and reasonable economy, it is proposed to put forward vibration protection measures and suggestions from the following aspects: ① Vehicle vibration control City region EMU is adopted for the Project. Compared with ordinary passenger cars, EMU is an environment-friendly vehicle with excellent structure and low vibration value, which can reduce the impact of vibration from the root. ② Urban planning and management measures Starting from the requirements of vibration environment, it is suggested that local governments at all levels and relevant departments should not build new residential buildings, schools, hospitals and other sensitive buildings within 10m on both sides of the underground line, and gradually relocate existing and residential buildings, schools and other sensitive buildings on both sides of the newly built railway through urban construction, old city reconstruction and new rural construction. ③ Track structure vibration reduction Track structure mainly includes the rail, fastener, track bed, subgrade conditions and other factors. Seamless long rails have been adopted in the Project, and the vibration is reduced by about 2.5dB compared with the short rails with seams. 210 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan ④ Operation management measures Wheel-rail roughness is the fundamental factor that causes wheel-rail interaction. Reducing wheel-rail surface roughness can effectively weaken wheel-rail interaction and reduce the vibration level of wheel-rail system. Good wheel-rail conditions, such as smooth lines and round wheels, can reduce vibration by 5~10dB compared with normal line conditions. Therefore, the rail surface should be repaired and ground in time after the line is put into operation; track irregularity management should be strengthened, and strict curing and maintenance operation plans should be implemented to ensure that the track is in a good and smooth state so as to achieve the purpose of vibration reduction and noise reduction. ⑤ Other relevant control measures Vibration reduction is realized through comprehensive engineering measures such as keeping away from environmental sensitive points, optimizing the curve radius of the line and increasing the burial depth of the tunnel. (2) Vibration pollution prevention measures at sensitive points. According to the prediction results, outdoor vibration prediction values at all sensitive points along the line are up to standard. In this evaluation, vibration prevention measures are adopted only for two sensitive points - Zaoshuchen and Yujiaying, which are directly above (within 5m from the center line of outer track of the line) the tunnel section (underground line): a total of 19 sensitive buildings in Zaoshuchen and Yujiaying villages within 5m at both sides from the center line of outer track of the line and above the tunnel were functionally replaced, with an estimated investment of CNY 28.5 million (the household number, area, unit price and cost of functional replacement shall be subject to the final implementation plan); meanwhile, higher vibration reduction measures (e.g. rubber vibration isolation pad vibration reduction track) are adopted with a total of 1,780lm for double tracks and an estimated investment of CNY 21.36 million. The total investment of the above measures is about CNY 49.86 million. In the trial operation stage, the Employer should strengthen tracking and monitoring of sensitive vibration points along the line, and implement measures such as functional replacement of sensitive points where the monitoring results exceed the standard. Please refer to Table 5.2-18 for details. In view of the continuous progress of technology, the vibration reduction measures recommended in the evaluation can be adjusted to other mature vibration reduction measures with equivalent vibration reduction effect, convenient maintenance and low cost according to the domestic and foreign technical conditions during the actual implementation of the Project; if the distance between the line and the sensitive point changes due to local swing of the line, the vibration protection measures shall be adjusted in time according to the principle of vibration reduction measures in this evaluation. After the Project is completed and put into operation, the surrounding environment may change, and the old residential buildings may be demolished. During the implementation of the Project, vibration reduction measures may be adjusted in time according to the environmental changes and the vibration prevention principles of this evaluation; the distance between the planned sensitive points and the Project shall conform to the requirements for vibration standard protection distance set forth in this report. 5.2.3 Environmental Impact on Surface Water and Mitigation Measures during Operation Period 1. Environmental impact analysis of surface water during operation period During the operation period of the Project, the impact on water environment mainly comes from domestic sewage, washing wastewater and overhaul sewage from stabling yards and vehicle depots. ① Domestic sewage Hongwu Road Stabling yard, Chuzhou High-speed Railway Station ~ Demonstration Park 211 EIA Report Station section and Chahe New Town Station ~ Nanjing North Station section are located in the area covered by municipal sewage pipe network. After treatment, the sewage at stations and depots will be incorporated into municipal pipe network and finally entered into the sewage treatment plant. Domestic sewage has little impact on surface water during operation period of the above stations. The domestic sewage from Laian South Station, Xiangguan North Station and Xiangguan Station will be used for station greening after being pretreated by the septic tank and then treated by the anaerobic tank + constructed wetland to reach the greening standard of Water Quality Standard for Urban Miscellaneous Water Consumption.; The domestic sewage from Xiangguan Vehicle Depot will be treated by the septic tank. The production wastewater from Xiangguan Vehicle Depot will be treated by oil separation, air floatation, sedimentation and filtration. Both the two, after SBR treatment, will be used for vehicle washing and greening of the vehicle depot. See Table 5.2-19 for the prediction and assessment results of sewage at stations and the control center. Table 5.2-19 Prediction and Assessment Results of Sewage at Stations and Control Centers Animal Ammonia and Stations Contents pH value BOD5 COD nitrogen vegetable oil Predicted value of water quality after being treated 7.5~8.0 10 50 5 10 (except pH value, mg/L) Urban greening standard of Laian Water Quality Standard for South 6~9 20 - 20 - Urban Miscellaneous Water Station, Consumption Xiangguan North Standard index Conforming 0.50 - 0.25 - Station, Domestic sewage treatment Xiangguan and discharge standard of Station general guidelines for 6~9 30 125 — 10 environment, health and safety Standard index Conforming 0.33 0.40 — 1.0 Predicted value of water The quality not after being treated 7.5~8.0 90 200 23 10 remaining (except pH value, mg/L) 13 stations Class III Standard of and Integrated Wastewater 6~9 300 500 35 100 control Discharge Standard centers Standard index Conforming 0.30 0.40 0.66 0.10 ② Production wastewater. The process wastewater generated in Hongwu Road Stabling Yard is the washing wastewater and overhaul wastewater which can be partially reused after centralized adjustment, filtration and disinfection processes, and the unused part is discharged through pipes. The treatment process is shown in the figure: Oily sewage Adjust the sedimentation inclined plate oil-separation tank Vehicle washing wastewater Other discharge pipe Disinfection Reused for vehicle washing 212 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan The production wastewater from Hongwu Road Stabling Yard can meet the urban greening standard and vehicle washing standard of the water quality for urban miscellaneous water consumption after being treated by design adjustment, sedimentation, oil separation, filtration and disinfection processes, and can be reused for vehicle washing. The unused part meetsthe requirements of Class III standard of Integrated Wastewater Discharge Standard and can be discharged through pipes. The evaluation shows that the design is reasonable, and the treatment process is feasible. Table 5.2-20 List of Prediction for Water Quality at Total Discharge Outlet of Hongwu Road Stabling Yard Prediction of outlet water quality Discharge Animal Contents amount Ammonia COD BOD5 Petroleum and LAS (m3/d) nitrogen (mg/L) (mg/L) (mg/L) vegetable (mg/L) (mg/L) oil (mg/L) Domestic sewage 56 200 90 � 10 23 � Production 24 13.8 3.34 0.06 - - 0.0620 wastewater Total discharge 80 144.14 64.00 0.020 7.00 16.10 0.0180 outlet Class III standard � 500 300 20 100 451 20 of GB8978-1996 Standard index � 0.29 0.21 0.001 0.07 0.04 0.0009 The process wastewater generated in Xiangguan Vehicle Depot is washing wastewater and overhaul wastewater, which is treated by the own recycling system of the equipment. The unused part and overhaul wastewater are recycled after centralized adjustment, floatation, filtration and disinfection processes and the unused part is discharged into the agricultural irrigation canal nearby. The treatment process is shown in the figure: Oily sewage Adjust the sedimentation inclined plate oil-separation tank Disinfection Vehicle washing wastewater The rest is discharged into Air flotation and filter integrated equipment Reused for vehicle agricultural irrigation washing The process wastewater and production wastewater in Xiangguan Vehicle Depot can meet the urban greening standard and vehicle washing standard of the water quality for urban miscellaneous water consumption after being treated by design adjustment, sedimentation, oil separation, filtration and disinfection processes and mixed with domestic sewage that is treated by the septic tank and SBR, and can be reused for vehicle washing and greening. The evaluation shows that the design is reasonable and the treatment process is feasible. 213 EIA Report Table 5.2-21 List of Prediction for Outlet Water Quality after being treated in Xiangguan Vehicle Depot Prediction of outlet water quality Discharge Animal Contents amount Ammonia COD BOD5 Petroleum and LAS (m3/d) nitrogen (mg/L) (mg/L) (mg/L) vegetable (mg/L) (mg/L) oil (mg/L) Domestic sewage 85 50.00 10.00 — 10.00 5 — Production 38 13.80 3.34 0.06 — — 0.062 wastewater Treated and mixed 123 38.81 7.94 0.02 6.91 3.45 0.020 wastewater Vehicle washing of Water Quality Standard for Urban — — 10 — — 10 0.5 Miscellaneous Water Consumption Standard index — — 0.79 — — 0.35 0.04 Urban greening of Water Quality Standard for Urban — — 20 — — 20 1.0 Miscellaneous Water Consumption Standard index — — 0.40 — — 0.18 0.02 Please refer to Table 5.2-24 for sewage treatment measures of all stations, stabling yards and vehicle depots during the operation period of the Project: 214 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Table 5.2-22 Sewage Treatment Measures and Discharge Status of the Stations during Operation Period S/N Station name Sewage Sewage Designed sewage Sewage is discharged to Meet the standard nature discharge treatment process amount 1 Chuzhou Domestic 8m3/d Septic tank Discharge into the existing sewage High-speed sewage pipe network of Hongwu Road and Class III Standard of Integrated Wastewater Railway enter into Chuzhou No.3 Sewage Discharge Standard (GB8978-1996) Station Treatment Plant 2 Chuyang Domestic 8m3/d Septic tank South Road sewage Station Discharge into the existing sewage pipe network of Xijian Road and enter Class III Standard of Integrated Wastewater 3 Vocational Domestic 8m3/d Septic tank into Chuzhou No.3 Sewage Treatment Discharge Standard (GB8978-1996) and Technical sewage Plant College Station 4 Longpan Domestic 8m3/d Septic tank Class III Standard of Integrated Wastewater Avenue sewage Discharge Standard (GB8978-1996) Station Discharge into the existing sewage 5 City Hall Domestic 8m3/d Septic tank pipe network of Longpan Avenue and Class III Standard of Integrated Wastewater Station sewage enter into Chuzhou No.1 Sewage Discharge Standard (GB8978-1996) Treatment Plant 6 Fengyang Domestic 8m3/d Septic tank Class III Standard of Integrated Wastewater North Road sewage Discharge Standard (GB8978-1996) Station 7 Youyi Road Domestic 8m3/d Septic tank Class III Standard of Integrated Wastewater Station sewage Discharge Standard (GB8978-1996) Discharge into the existing sewage 8 Suzhou-Chuz Domestic 8m3/d Septic tank pipe network of Huizhou Road and Class III Standard of Integrated Wastewater hou Industrial sewage enter into Chuzhou No.2 Sewage Discharge Standard (GB8978-1996) Park Station Treatment Plant 9 Demonstration Domestic 8m3/d Septic tank Class III Standard of Integrated Wastewater Park Station sewage Discharge Standard (GB8978-1996) 10 Laian South Domestic 7.6m3/d Septic tank, After treatment, it can be reused for Reuse after reaching the greening standard of Station sewage anaerobic tank + greening. When the periphery of this urban miscellaneous water quality, and implement constructed station is covered by sewage pipe Class III standard in GB8978-1996 when the wetland network, it shall be preferentially surrounding sewage pipe network is built 215 EIA Report connected to the sewage pipe network 11 Xiangguan Domestic 7.6m3/d Septic tank, After treatment, it can be reused for Reuse after reaching the greening standard of North Station sewage anaerobic tank + greening. When the periphery of this urban miscellaneous water quality, and implement constructed station is covered by sewage pipe Class III standard in GB8978-1996 when the wetland network, it shall be preferentially surrounding sewage pipe network is built, connected to the sewage pipe network 12 Xiangguan Domestic 7.6m3/d Septic tank, After treatment, it can be reused for Reuse after reaching the greening standard of Station sewage anaerobic tank + greening. When the periphery of this urban miscellaneous water quality, and implement constructed station is covered by sewage pipe Class III standard in GB8978-1996 when the wetland network, it shall be preferentially surrounding sewage pipe network is built connected to the sewage pipe network 216 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan Continued S/N Station Sewage Sewage Designed sewage Sewage is discharged to Meet the standard name nature discharge treatment process amount 13 Chahe New Domestic 8m3/d Septic tank Discharge into the existing sewage Class III Standard of Integrated Wastewater Town Station sewage pipe network of New 104 national Discharge Standard (GB8978-1996) highway and enter into Chahe Town 14 Chahe Town Domestic 8m3/d Septic tank Class III Standard of Integrated Wastewater Sewage Treatment Plant Station sewage Discharge Standard (GB8978-1996) 15 Stabling yard Production 80m3/d Production wastewater: Discharge into the existing sewage Class III Standard of Integrated Wastewater of Hongwu wastewate oil separation, pipe network of Hongwu Road and Discharge Standard (GB8978-1996) Road r, domestic sedimentation, filtration enter into Chuzhou No.3 Sewage sewage and partially reuse; Treatment Plant domestic sewage: septic tank 16 Xiangguan Production 118m3/d Production wastewater: The partial water will be reused for Vehicle washing standard and greening Vehicle wastewate oil separation, air vehicle washing and greening after standard of Water Quality Standard for Urban Depot r, domestic flotation, sedimentation, treatment. When the periphery of the Miscellaneous Water Consumption, and sewage filtration and partially vehicle depot is covered by sewage implement Class III standard in GB8978-1996 reuse; pipe network, it shall be preferentially when the sewage pipe network around the Domestic sewage: connected to the sewage pipe vehicle depot is built septic tank, SBR network 17 Beidou Domestic 8m3/d Septic tank Discharge into the existing sewage Class III Standard of Integrated Wastewater Industrial sewage pipe network of Zhongzhou Road and Discharge Standard (GB8978-1996) Park Station enter into Nanjing High-tech Zone North Sewage Treatment Plant 18 Nanjing Domestic 8m3/d Septic tank Discharge into the existing sewage Class III Standard of Integrated Wastewater North Station sewage pipe network of Pusi Road and enter Discharge Standard (GB8978-1996) into Nanjing High-tech Zone North Sewage Treatment Plant 19 Control Domestic 60m3/d Septic tank Discharge into the existing sewage Class III Standard of Integrated Wastewater center sewage pipe network of Huizhou Road and Discharge Standard (GB8978-1996) enter into Chuzhou No.2 Sewage Treatment Plant 20 Total 384.8m3/d 217 EIA Report 5.2.4 Environmental Impact of Groundwater and Mitigation Measures during Operation Period 1. Environmental Impact Analysis of Groundwater during Operation Period (1) Impact on groundwater level. The waterproofing of tunnels, underground stations and other structures of the Project shall be carried out in accordance with the standards of Technical Code for Waterproofing of Underground Works and Code for Design of Metro. The structures are not allowed to leak water, but may cause damming of the groundwater level at the surface of the structures to a certain extent. According to hydrogeological conditions of the region, the hydraulic gradient along the line is very small, generally less than 1/1000. Assuming the steady flow condition, before and after the construction of metro project, the flow rate of groundwater through the flow cross-section along the metro project is constant, i.e.Q1=Q2, and the groundwater permeability coefficient is constant, i.e.K1=K2, then the damming height△h: Where, L is the width between the section tunnel and the station; J1 and J2 are the hydraulic gradients of the flow cross-section before and after the metro construction respectively. On the cross section, the underground tunnel has a smaller area than the underground station, so the area of flow cross-section of the groundwater reduced by the tunnel is smaller than that of the underground station, and the degree of damming at the underground station is higher than that at the underground tunnel. Therefore, the evaluation on influence of metro engineering on the damming level of groundwater is mainly at the station. According to the design, the station width is generally about 20m, and the value of J2-J1 in the formula is less than 1‰, then the calculated maximum value △h is shown in Table 5.2-23 below. Table 5.2-23 Prediction Values of Maximum Damming Height of the Project S/N Station name J2-J1 Station width L (m) Damming height value△h (m) 1 Longpan Avenue Station 1/1000 11.0 0.011 2 City Hall Station 1/1000 11.0 0.011 3 Nanjing North Station 1/1000 20.7 0.0207 The calculation in the above table shows that the maximum damming water height is 0.011~0.0207m. According to the above conditions, the horizontal flow velocity of groundwater in the region is extremely small and is actually in a stagnant state. It shows that the movement of groundwater is mainly vertical: shallow groundwater is mainly supplied by atmospheric precipitation and surface water infiltration, mainly consumed by artificial exploitation, and then followed by evaporation and supply to deep groundwater. In addition, shallow groundwater is closely connected with surface water, and the groundwater level damming in the region caused by rail transportation project can be automatically adjusted by discharging shallow groundwater to adjacent rivers, evaporating vertically upward or supplying deep groundwater. According to geological exploration data, the annual amplitude of variation of phreatic water level in the area is generally about 3~5m, far beyond the predicted calculation value of groundwater damming caused by construction of the Project. It can be inferred that although the Project may cause groundwater level damming of local groundwater along the line, the damming value is extremely small and within the natural annual amplitude of variation of groundwater, and can be naturally adjusted through various groundwater flow modes, so the possibility of adverse impact on the groundwater environment along the line caused by the groundwater damming level is extremely small. 218 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan (3) Impact on underground water quality The sewage discharge amount, sewage nature, sewage treatment measures and processes, treated sewage quality and sewage discharge direction of the vehicle depots, stabling yards and 16 stations along the line of the Project have been discussed in environmental impact assessment of surface water in the previous chapter, thus the details are not repeated in this section. After being treated through corresponding sewage treatment measures, all kinds of sewage and wastewater are discharged into municipal sewage pipe network or reused, meeting corresponding standards of GB8978-1996. There is no pollutant discharged into the groundwater, so it will not be polluted. After the completion and operation of the Project, stations and section tunnels will be permanently buried below the groundwater level. The main material with direct contact with the groundwater is reinforced cement. There are no pollution factors such as heavy metals and toxic chemicals, which will not affect the groundwater quality; metro tunnels and stations have good waterproof performance, so external pollution sources will not enter groundwater through metro tunnels or stations. For a small amount of underground structure water seepage, usually underground stations and sections are equipped with wastewater pools and wastewater pump rooms after the tunnel is put into operation. Tunnel structure water seepage, accident water, flushing and firefighting water can be lifted by submersible sewage pump, passed through pressure wells and discharged to urban sewage system. Therefore, after the Project is completed, various indexes in the groundwater will remain stable, basically maintaining the current water quality and not affecting the groundwater quality. 5.2.5 Atmospheric Environmental Impact Analysis and Mitigation Measures during Operation Period 1. Atmospheric environmental impact analysis during operation period (1) Impact of off-odor gas in ventilation pavilion of underground section ① Analogy investigation method Due to the low concentration of off-odor gas emitted by the ventilation pavilion and the large composition of gaseous mixture, its odor threshold is in ppb grade and generally in ppm grade. This analogy investigation method is conducted by human olfaction, i.e. functional test method and odor concentration method. ② Analogy investigation results According to monitoring results for ventilation pavilion of underground stations upon the completion and acceptance of similar projects in China, the odor concentration of ventilation pavilion of underground stations can meet the Class II (new renovation and expansion) standard in Emission Standards for Odor Pollutants (GB14554-93). Meanwhile, according to the analogy investigation, because various gases emitted by the composite materials used in metro interior decoration have not yet been volatilized at the initial term of metro operation, the off-odor gases emitted by the ventilation pavilion is relatively large, and this part of gases will gradually decrease as time goes on. At the initial term of construction completion, the odor influence of the ventilation pavilion is roughly as follows: there is strong off-odor within the range of 0-20m downwind, and obvious off-odor within the range of 20-40m; there is basically no influence beyond the range of 40m. At the later stage of construction completion, as time goes on, because various harmful gases emitted by the composite materials used in metro interior decoration have been volatilized, the influence of exhaust off-odor of the ventilation pavilion is significantly reduced. The off-odor can be felt in the range of 0-10m downwind; and the off-odor is not obvious in the range of 10-30m; basically no off-odor beyond the range of 30m, and no off-odor can be felt in the ventilation pavilion set on the track side. In conclusion, at the initial term of operation, there is off-odor effect in the ventilation pavilion, but with the improvement of construction level and the popularization and use of various 219 EIA Report environment-friendly decoration materials, the influence range of off-odor in the ventilation pavilions at stations is becoming smaller and smaller, and the concentration of off-odor and odor in the ventilation pavilions at stations can meet the Class II (new renovation and expansion) standard in Emission Standards for Odor Pollutants (GB14554-93). ③ Environmental impact analysis of ventilation pavilions at stations along the line There are no sensitive targets within 50m around the ventilation pavilions of the three underground stations in this Project. In order to further reduce the off-odor influence of ventilation pavilions on surrounding environment, the location and orientation of the ventilation outlets should be reasonably arranged, and it is required that the ventilation outlet of high ventilation pavilion cannot be arranged directly against the sensitive points such as residential buildings; at the same time, it is suggested to take greening measures such as planting the plants to the ventilation pavilion under conditions in combination with the specific location of ventilation pavilion and the characteristics of surrounding environment. (2) Impact on ambient air of vehicle depot and stabling yard This Project is equipped with one vehicle depot and one stabling yard. Since the train uses electric multiple units, the locomotive does not generate exhaust gas. Natural gas is used as fuel in the vehicle depot and the staff canteen in stabling yard, and the emission of pollutants is small. Therefore, according to use function of the vehicle depot, the pollution source is mainly the exhaust gas generated by the cooking fume of canteen. Staff canteens built in the vehicle depot and stabling yard will emit cooking fume and exhaust gas. Xiangguan Vehicle Depot has a headcount of 360 at the initial term and Hongwu Road stabling yard is not operated at the initial term. According to analogy investigation and relevant data, each person consumes about 40g of edible oil per day and the volatilization of cooking fume is about 3% during cooking. It can be calculated that the recent annual output of cooking fumes in Xiangguan Vehicle Depot is 0.158t/a. Under the condition that no purification measures are taken to control the cooking fumes generated by canteen stoves, the emission concentration is generally around 12mg/m3, exceeding the standard limit "2.0mg/m3" of the maximum allowable emission concentration in Table 2 of Emission Standard of Cooking Fume(Trial Version) (GB18483-2001). It is planned to install a cooking fume purification system at the cooking fume discharge port to reduce its discharge amount, and the cooking fume treatment efficiency is more than 85%. After being purified by the cooking fume treatment system, the emission concentration of cooking fume can be reduced to below 1.8mg/m3, which can meet relevant requirements of Emission Standard of Cooking Fume (Trial Version) (GB18483-2001) and Specification for the Environmental Protection of Catering Trade (HJ554-2011). (3) Impact on air of the control center. The staff canteen of the control center will discharge cooking fume and exhaust gas, and the control center has a headcount of 180 at the initial term. According to analogy investigation and relevant data, each person consumes about 40g of edible oil per day and the volatilization of cooking fume is about 3% during cooking. It can be calculated that the recent annual output of cooking fumes of the control center is 0.079t/a. Under the condition that no purification measures are taken to control the cooking fume concentration generated by canteen stoves, the emission concentration is generally around 12mg/m3, exceeding the standard limit "2.0mg/m3" of the maximum allowable emission concentration in Table 2 of Emission Standard of Cooking Fume (Trial Version) (GB18483-2001). It is planned to install a cooking fume purification system at the cooking fume discharge port to reduce its discharge amount, and the cooking fume treatment efficiency is more than 85%. After being purified by the cooking fume treatment system, the emission concentration of cooking fume can be reduced to below 1.8mg/m 3, which can meet relevant requirements of Emission Standard of Cooking Fume (Trial Version) (GB18483-2001) and Specification for the Environmental Protection of Catering Trade (HJ554-2011). 2. Mitigation measures (1) Strictly control the land construction planning around the ventilation pavilion. During the regional planning and construction, it is required to prohibit the construction of residential areas and other sensitive areas within 15m from the ventilation pavilion. 220 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan (2) In order to effectively reduce the off-odor influence of the ventilation pavilion, trees should be planted around the ventilation pavilion, and the ventilation outlet of high ventilation pavilion cannot be arranged directly against the sensitive points. (3) Underground stations should adopt decoration materials that conform to the national environmental standards, which are not only conducive to health protection of people, but also can reduce the impact on surrounding environment caused by the exhaust odor of the ventilation pavilion during the initial operation period. (4) It is proposed to install one set of cooking fume purification system at the cooking fume exhaust ports of the vehicle depot, stabling yard and control center canteens respectively. After being purified by the treatment system, the generated cooking fume can only be discharged if it meets the emission concentration (2.0mg/m3) specified in Emission Standard of Cooking Fume (GB18483-2001). It needs a total investment of CNY 300,000. 5.2.6 Impact analysis and mitigation measures for solid waste during operation period 1. Impact of solid waste during operation period (1) Analysis of the amount of domestic waste generated and environmental impact Domestic garbage mainly comes from stations, control centers, depots and stabling yards. According to the engineering analysis conclusion in Section 2.2.5, the annual amount of domestic waste generated in the initial operation period of the Project is 344.34 tons/year. The domestic garbage generated during the operation of the Project will be collected and sent to the sanitation department for unified treatment, which will not affect the surrounding environment. (2) Environmental impact analysis of production waste Production waste mainly comes from the inspection, maintenance and cleaning in the depot and stabling yard. The production waste generated by the Project mainly includes discarded parts, waste oil yarn, waste storage battery, waste oil from waste water treatment and oily sludge from sewage treatment. The waste oil and sludge generated from waste water pretreatment belong to “other waste mineral oil and mineral oil waste generated in the process of the production, sale and use� (HW08 waste mineral oil and mineral oil waste); the batteries generated by the Project belong to “ waste lead storage batteries, nickel-cadmium batteries, mercury oxide batteries, mercury switches, phosphor powder and cathode ray tubes" (HW49 other wastes); waste parts and waste oil yarns generated by the Project do not belong to hazardous waste. The discarded parts generated from the repair and maintenance of the yard frame shall be classified and stacked in a centralized manner, which can be recycled and utilized in a resource-oriented way without significant impact on the surrounding environment. The oily sludge and waste oil generated by the sewage pretreatment of the Project belong to hazardous waste (HW08 waste mineral oil and mineral oil waste) and waste battery (HW49 other wastes). The Employer will entrust a qualified unit for disposal. Therefore, the production waste generated in the operation period of the Project will not affect the surrounding environment after adopting environmental protection measures such as classified collection, centralized storage, comprehensive utilization or entrusting qualified units for disposal. 2. Mitigation measures (1) The oily sludge, waste oil and other hazardous wastes generated from the sewage pretreatment of the Project shall be packed in containers conforming to the standards. A temporary storage site for hazardous waste should be designated in the sewage treatment station or other areas, set up with signs. The ground and skirts of the temporary storage site for hazardous waste shall be constructed with solid impermeable materials. There must be a corrosion-resistant hardened ground to ensure that the ground is free from cracks. The skirts and leakage liquid collection facilities shall be designed to stop the leakage. Incompatible hazardous wastes must be stored separately with an isolation partition. The entire temporary storage site for hazardous waste should be protected against wind, rain and sun, managed and maintained by special personnel, in 221 EIA Report line with the requirements of Standard for Pollution Control on Hazardous Waste Storage (GB18597-2001). (2) The project strictly conforms to the Standard for Pollution Control on Hazardous Waste Storage (GB18597-2001) and the Standards for Pollution Control on Storage and Disposal Site for General Industrial Solid Waste (GB18599-2001). After collection, the hazardous waste and general industrial solid waste shall be classified and stacked in different areas for temporary storage, to prevent mixed storage. (3) The proposed project strictly conforms to the Technical Specifications for Collection, Storage, Transportation of Hazardous Wastes (HJ2025-2012) and the Measures for the Administration of the Transfer of Hazardous Wastes. Prior to the transfer of hazardous waste , the applicant shall submit the transfer plan to the competent department of environmental protection for approval. Upon approval, the applicant shall apply to the competent department of environmental protection for the joint order and report to the administrative department of environmental protection in the place of removal within three days before the transfer, and at the same time report the expected arrival time to the administrative department of environmental protection in the place of receipt. At the same time, the loading, unloading and transportation of hazardous waste shall be entrusted to qualified units, with an Emergency Plan for Accidents of Hazardous Waste Transportation Vehicles formulated to eliminate the environmental impact of the scattering and leakage of hazardous waste in the process of packaging and transportation. (4) The temporary storage site for hazardous waste of the Project is operated by professionals, in separate collection, storage and transportation, in strict accordance with the management system of the joint order for transfer and relevant regulations of the state and province on transfer management, safety operation procedures for disposal, personnel training and evaluation system, file management system, and whole process management system of disposal, etc.. The pollution prevention and emergency measures for accidents in the course of transporting hazardous waste shall be formulated. And relevant procedures shall be complete in strict accordance with the requirements. (5) The estimated investment of temporary storage sites for hazardous waste in the depot and stabling yard of the Project is CNY 400,000. 5.2.7 Eco-environmental impact analysis and mitigation measures during operation period 1. Eco-environmental impact during operation period. The impact of the Project on the ecological environment after operation is mainly manifested in the animal and plant resources, urban landscape and visual landscape. (1) Analysis of the impact on plant resources ① Impact on the ecosystem The areas along the line of the Project are mainly agro-ecosystems and urban ecosystems. After the Project is completed, the agricultural vegetation and urban green space within the permanent land occupation will be completely destroyed, substituted by the road surface and auxiliary facilities, forming the type of construction land. Since the original intact farmland and urban green space should leave a strip of open space, the community will have an edge effect, which will change the plants, animals and microorganisms at the edge of the original ecosystem to different degrees. Besides, the risk of alien species invasion will be increased due to the thorough exposure of clear cutting land. It can be foreseen that, due to the edge effect, the species composition and structure of the community will change to a certain extent within the range of about 60m away from the engineering barrier, and the edge areas of farmland and urban green space will be dominated by overgrown shrubs and weeds. ② Impact on vegetation biomass and productivity. The impact of the Project on vegetation biomass and productivity in the evaluation area is mainly caused by project land occupation, 222 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan especially permanent land occupation. The project land occupation is 89.76hm2, including the permanent land occupation of 66.91hm2 and the temporary land occupation of 22.85hm2. After the Project is completed, the loss of surface vegetation and the area of various types of blocks will change to a certain extent, resulting in corresponding changes of regional vegetation biomass and natural system productivity, which will have an impact on ecosystem integrity. After the completion of the Project, the specific changes of natural system productivity and vegetation biomass in the evaluation area are shown in Table 5.2-24. Table 5.2-24 Natural system productivity and vegetation biomass change in the evaluation area table *Vegetation type change Average biomass Biomass change Type Area (hm2) (t/hm2) (t) Coniferous forest -1.09 96.34 -105.01 Broadleaf forest -1.25 103.47 -129.34 Bamboo forest -0.33 76.41 -25.22 Economic forest -4.65 80.56 -374.60 Shrubs and -14.74 23.17 -341.53 scrub-grassland Agricultural vegetation -12.96 54.38 -704.76 Aquatic algae -2.26 1.20 -2.71 Traffic construction land +37.28 - - Total -1683 Average productivity of the natural system in the evaluation area after the 478.37 completion of the Project[gC/(m2.a)] Average productivity change of natural system in evaluation area[gC/(m2.a)] -6.95 Note: * Excluding road and construction land area; ** The vegetation area supplement brought by vegetation restoration measures after the Project is not considered. It can be seen from Table 5.2-24 that after the completion of the Project, the occupied land type will become non-productive roads and construction lands, which further reduces the production capacity of the natural system in the evaluation area from current 485.31gC/(m 2.a) to 478.37gC/(m2.a), and the average productivity of natural systems decreases by 6.95gC/(m 2.a), indicating that the construction will have a certain negative impact on the natural productivity in the evaluation area, but this effect is weak, far from resulting in downgrading of the natural productivity of vegetation in this area by one level. Therefore, the impact of the Project on the productivity of natural systems is tolerable. (2) Analysis of the impact on animal resources ① Impact of the loss of animal habitats and habitat fragmentation on animals. The destruction of vegetation will destroy and shrink the habitat and range of activities of some animals. With the loss of habitats, animals will be forced to find new living environment, which will exacerbate inter-specific competition. Due to the habitat fragmentation, animals are confined to narrow areas, unable to find the scattered food resources they need, which leads to animal hunger. For reptiles and small mammals, the original distribution area is partially destroyed, and the operation of the railway will lead to the migration of the living areas of these animals to the surrounding areas. For birds, various rodents, 223 EIA Report and carnivorous beasts inhabiting in the shrubs and grass, their habitats will be destroyed in a small part, but they all have certain migration ability, and their food sources are also diversified, so the Project will not pose a significant threat to their habitats. ② Barrier impact on animal activities For the animals in the evaluation area which is relatively closed, a barrier is formed to the animal activities, which limits the range of activities of the animals, and the habitat is fragmented, which has potential impact on foraging and mate. The area concentrated with agricultural ecological environment mainly have impacts on amphibians and reptiles, and little impact on the range of bird activities. The barrier effect of railway on animals is mainly caused by roadbed engineering. The proportion of bridge and tunnel in the Project is as high as 99.57%, which can satisfy the passage of wild animals along the line. The barrier effect of the construction on animal activities along the line is not obvious. The impact during the operation period on wildlife is summarized in Table 5.2-25. Table 5.2-25 Impact during the operation period on animal resources Impacts Amphibian Reptile Birds Animals Habitat change and Leading to Railroad lights It may cause a Migration of fragmentation, species group increase numbers decrease in the medium-sized animals, noise, lighting, migration. of species like reproductive rate, increase of small sewage, waste gas, moths, which in and the overall animals. waste residue, etc. turn will lead to an impact is small. increase in lizards. Barrier effect Leading to isolation of the species Basically no On feeding and activities. group, not conducive to its survival. impact. (3) Impact on aquatic organisms In the Project, closed EMUs are adopted, without pollutants such as garbage and sewage discharged during the operation, which has no impact on aquatic organism resources along the line. (4) Impact on urban landscape The permanent land occupation in the Project will transform some non-construction land in the evaluation area into construction land. The current land use status will change to some extent. The original semi-natural ecological landscape dominated by forest land and farmland within a certain range of areas along the line will be transformed into an artificial landscape dominated by railway transportation. See Table 5.2-26 for details. Table 5.2-26 A list of Various Patch Dominance Values in the Evaluation Area after Construction Patch type Rd (%) Rf (%) Lp (%) Do (%) Chart Cultivated 35.66 44.5 37.63 38.85 Distribution diagram of Cultivated land land various patch dominance Garden plot values Garden plot 3.69 4.5 3.18 3.64 Forest land Forest land 11.87 27.75 14.21 17.01 Grassland Grassland 8.95 29.5 8.86 14.04 Construction land Water and water Construction 39.1 48.25 34.35 39.01 conservancy facility land land Water 0.74 2.75 1.76 1.75 224 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan It can be seen that the Project is a linear project. After the completion of the Project, the dominance values of various types of patch in the evaluation area will not change much, and the Project construction has little impact on the landscape ecology of the evaluation area. 225 226 (5) Impact on visual landscape Environmental Impact Report Urban landscape ecology requires the coordination the relationship between natural landscapes, urban architecture, urban resource development, economic development and the protection of the ecological environment, so as to achieve orderly urban development, solve urban ecological diseases, and forms a virtuous circle of urban ecosystem. This landscape impact assessment will focus on the coordination of the buildings in the Project such as ventilation pavilion, station entrances and exits and the urban visual landscape. The construction of the Project mainly includes underground laying or elevated approach. The underground construction is required in the sections with higher requirements for landscapes. In general, the layout of the line will not affect the features of the city along the line. According to the principle of the unification of the structure and function of the ecological landscape, the structure and appearance of the entrance and exit of the underground station should be subject to its convenient function. The locations of the underground station entrance and exit in the Project are selected in the principle of attracting the nearby passenger flow, facilitating the entrance and exit of the station and transfer with the ground public transportation, and in full consideration of travel convenience for the surrounding residential communities, schools, etc. From the point of composition factors of urban landscape, a beautiful city should be clear and easy to distinguish, that is, it can be clear at a glance to the region, road and target, etc., easy to grasp the whole picture and characteristics of the city, facilitating people's travel, in a stable mood without confusion. The station entrance and exit, ventilation pavilion, due to the small floor space and small building volume, are less visible in the bustling main urban areas. But for the entrances and exits, ventilation pavilions and cooling towers of the station located in the main urban area of Chuzhou and the sensitive section of Nanjing Beidou Industrial Park (Longpan Avenue Station, City Hall Station, Beidou Industrial Park Station), the design of architectural form, volume, height and color, etc. should be consistent with the surrounding landscape to achieve the harmony and unity with the surrounding environment. Figure 5.2-15 Station Ventilation Pavilion, Cooling Tower Landscape Design Renderings 2. Mitigation measures (1) Ecological restoration. After the completion of the Project, the temporary land shall be restored to the ecological environment, and the lands with suitable conditions shall be reclaimed to cultivated land or forest land (or treated according to the requirements of the land owner). (2) Landscape greening. The greening shall have shelters on both sides of the line and under the viaduct to alleviate the impact on the landscape along the line. (3) Strengthening the landscape design of surface structures. In the design of underground station ventilation pavilions and cooling towers, and elevated stations, firstly it should be considered in combination with existing or new buildings, and secondly, independent design is considered, for different shapes, so as to integrate into the surrounding cultural elements. Thus, they can not only coordinate with the surrounding structures, but also maintain the uniqueness of each station with unique scene to adorn the urban landscape and beautify the urban living environment. And then each entrance and exit, ventilation pavilion and cooling tower become a work of art in the city and serve as an effective way to show the urban culture window, reflect the local cultural characteristics and convey the urban spirit to the citizens. In addition, it is suggested to strengthen the greening around the underground station entrance and exit, ventilation pavilion and cooling tower, which can ensure the normal operation of the Project without interference from people and vehicles. Moreover, the underground waste gas from the ventilation pavilion needs to be purified by plants and then merged into the air. 5.2.8 Electromagnetic environmental impact analysis and mitigation measures during Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ operation period 1. Electromagnetic environmental impact (1) Traction substation impact Two new 110kV traction substations are built. For the traction substation, there are main consideration of its impact of the power frequency magnetic field and the power frequency electric field generated on the surrounding environment. The same type of traction substation monitoring data can be used for analogy. ① Analogy condition The analogical traction substation was selected as the 110kV direct-supply traction substation in Shangqiu South of Beijing-Kowloon Railway Line. That station and traction substation in the Project are both 110kV voltage grade, with indoor transformation. The installation capacity at Shangqiu South of Beijing-Kowloon Railway Line is 2×(20+16) MVA. Therefore, the analogical traction substation and the new traction substation of the Project are all comparable. ② Analogy of monitoring content The PMM8053A low-frequency electromagnetic field test system is used to test the power frequency electric field strength and the power frequency magnetic induction intensity. The measuring instruments and measurement methods meet the relevant standards. ③ Measuring point layout. The distribution of measuring points outside the substation wall are as shown in following figure. No rth Measuring 110kV high point 1, 2, 3.... voltage inlet line Measuring point 12, 13, 14 Shangqiu South Traction substation Measuring point 15, 16 25kV outlet line Figure 5.2-16 Layout of External Measuring Points of Shangqiu South Substation 227 228 ④ Test result Environmental Impact Report The monitoring results at each point are shown in Table 5.2-27 below. Table 5.2-27 Monitoring results of power frequency electromagnetic field outside the wall of Shangqiu South traction substation Test parameters Measuring Power frequency S/N Location description Power frequency magnetic point number electric field (V/m) induction intensity (μT) Measuring 1 Northeast wall of the substation 130 0.326 point 1 Measuring 5m outside the northeast wall of the 2 89 / point 2 substation Measuring 10m outside the northeast wall of the 3 78 / point 3 substation Measuring 15m outside the northeast wall of the 4 61 / point 4 substation Measuring 20m outside the northeast wall of the 5 48 / point 5 substation Measuring 25m outside the northeast wall of the 6 38 / point 6 substation Measuring 30m outside the northeast wall of the 7 31 / point 7 substation Measuring 35m outside the northeast wall of the 8 24 / point 8 substation Measuring 40m outside the northeast wall of the 9 19 / point 9 substation Measuring 45m outside the northeast wall of the 10 16 / point 10 substation Measuring 50m outside the northeast wall of the 11 13 / point 11 substation Measuring 12 North wall of the substation 21.1 0.93 point 12 Measuring 5m outside the north wall of the 13 13.4 / point 13 substation Measuring 10m outside the north wall of the 14 12.7 0.30 point 14 substation Measuring 15 West wall of the substation 76 3.1 point 15 Measuring 10m outside the west wall of the 16 13 0.5 point 16 substation It can be seen from the data in Table 5.2-27 that the maximum power frequency electric field at the wall of Shangqiu South Traction Substation is at the 110 kV high-voltage inlet line, the measured value at 130V/m; at 20m outside the wall, the power frequency electric field strength is 48V/m, much lower than the limit requirement of the power frequency electric field strength of 4kV/m in GB8702-2014. The maximum power frequency magnetic field at the wall of Shangqiu South Traction Substation is at the 25kV low-voltage outlet line, the measured value at 3.1μT; at the 10m outside the wall of the traction substation, the power frequency magnetic field strength is 0.5μT, much smaller than the limit requirement of 0.1mT in GB8702-2014. Combined with the above analogy analysis, the following conclusions can be drawn: The maximum power frequency electric field at the wall of the traction substation is at the 110kV high-voltage inlet line, the measured value at 130V/m; at 20m outside the wall, the power frequency electric field strength is 48V/m. The maximum power frequency magnetic field at the wall of the traction substation is at the 25kV low-voltage outlet line, at 3.1μT; at 10m outside the wall, the Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ maximum power frequency magnetic field strength is 0.5μT. The power frequency electric field and power frequency magnetic induction intensity generated by the newly built traction substation are in compliance with the related limit requirements stipulated in GB8702-2014. (2) Impact on TV viewing According to the experience of railway projects of the same type, the railway locomotive with a target speed of 140km/h is designed. Due to the influence of radio interference when the train passes by, the signal to noise ratio of the TV channel received by the antenna decreases to a certain extent, but it can still meet the requirement of 35dB. Since the cable TV has covered areas along the line of the Project, the network access rate has basically reached 100%. Therefore, there is no impact of TV watching on the sensitive points along the line after the Project is put into operation. 1. Mitigation measures (1) According to the analogy analysis, the power frequency electric field and power frequency magnetic induction intensity generated by the two new 110kV traction substations in the Project are very low, which meet the relevant limit requirements stipulated in GB8702-2014. It is suggested that the design of the traction substation should meet the requirements of the current national design specification as well as relevant environmental protection requirements. The equipment shall be selected and ordered in compliance with the provisions of the current national standards for electric power and electrical products, and environmental protection requirements shall be written into the terms of the contract. During the installation and maintenance of high-voltage equipment, it should be ensured that the live equipment should have reliable protection grounding and working grounding; the insulators of the power line are required to keep the surface clean and free of dirt, to avoid creepage and pollution flashover; there should be good connections maintained between metal components to avoid intermittent spark discharge. (2) Due to the fact the residents living in the evaluation area along the Project watch TV programs via cable TV or network television, it is expected that the construction of the Project will not have a negative impact on the TV viewing of residents along the line, and no special protective measures are needed. 5.3 Cumulative impact analysis 5.3.1 Cumulative impact factor identification According to the analysis to the environmental impacts during the operation period, the cumulative impact will be further analyzed in the periods prior to construction, the initial operation stage, short term and long term (2024, 2031 and 2046) in terms of traffic mode, land development and utilization and also noise. See Table 5.3-1 below for the analysis to the cumulative environmental impacts may possibly be produced by the project in different periods. 229 230 5.3-1 Analysis to Cumulative Environmental Impacts in Different Period Prior to Initial period Short term Long term Periods Environmental Impact Report construction 2024 2031 2046 Travel mode: dominantly rail and When open to traffic: automobile; The originally Travel modes: more Most areas are undeveloped and changed; The line operates undeveloped except areas will be Landscape changed a regularly; for Chuzhou developed and bit at both sides of the equipment, downtown, Suchu land use is Impacts line; vibration and Industrial Park, Laian stabilized; Operation produces noise reduction County, Chahe Town The problems of noises; need to be urban area and town environmental The land along the line maintained. centers; impacts including will be developed Noises are mainly noise emerge. faster. due to urban road traffic noises. 1. Impact on travel mode After completion, it takes only about 40 minutes from Chuzhou to Nanjing. With many stations, passengers can travel fast and conveniently. The space-time distance will be shortened between the two cities. It becomes a really “mass transit� intercity transport system. When open to traffic, it can replace some private automobiles, taxis and buses. Therefore, the pollution of the exhaust emissions from various automobiles to the air will be reduced, which is advantageous for improving urban air quality. Taking buses for example, based on the calculation of average 35 passengers per bus per hour, in operation time of 17 hours (6:00~23:00), the rail transit volume can be converted into the number of buses, according to the daily turnover (See Table 5.2-30) to calculate the lessened vehicle exhaust pollutant after the rail transit substitutes bus transport. See the specific emissions in Table 5.2-28. Table 5.2-28 Forecast of Annual Total Passenger Flow Index Time period Passenger Turnover Passenger flow Average riding flow volume (km /10,000 intensity distance (10,000 person-time) (10,000 (km/rides ) person-time) person-time/km ) 2024 6.2 79 0.12 12.68 2031 15.6 247 0.29 15.78 2046 34.2 481 0.64 14.06 Table 5.2-28The Lessened Vehicle Exhaust Pollutant From the Bus Transport Substituted by the Project. (Unit: t/a) Pollutant The lessened vehicle exhaust pollutant from the bus transport substituted 2024 2031 2046 SO2 0.25 0.83 1.37 NOX 4.00 9.79 22.36 CO 135.30 330.88 755.58 CHX 26.31 64.34 146.92 It is seen from Tables 5.2-31 that after rail transit is put into operation, the emission of pollutants like SO2, NOX, CO and CHX from vehicle exhaust which can be reduced to be 0.25t/a, 4.00t/a, 135.30 t/a, and 26.31t/a respectively in the initial term of operation of the Project. In the short and long terms, much more emissions will be reduced. It is thus clear that the Project not only changes the traffic structure, greatly improves the passenger flow volume, helps alleviate the ground traffic tension, and is more comfortable and faster than the bus, but also can reduce the emission of exhaust pollutants from the bus transport, which is conducive to improving the air quality in the areas along the line, having good positive environmental benefits. The cumulative impacts emerge at the initial operation stage, short term and long term. As time goes by, people will be more and more acceptable to the new travel mode, the consequently Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ positive environmental benefits will increase. 2. Impact on land development Before construction, the areas along the line are mostly urban and township ecosystems, combined with small part of agriculture and other ecosystems. As construction progresses, the surrounding farmland and other land are gradually developed, the rail drives the development of its surroundings from stations and the line. This can promote land utilization and development greatly, especially Suchu Industrial Part, Laian County, Chahe Town and Nanjing Beidou Industrial Park. Currently, these areas are under development. It’s estimated that after Chuzhou-Nanjing Intercity Railway open to traffic, the corridor effect of the intercity rail will drive the construction of the surrounding residential areas and commercial land. On one hand, it can attract a large population, improve the value of the land around the line and stations and also the value of the properties. On the other, project construction will increase the artificial ecosystem and consequently, reduce the vegetation. Moreover, landscape will be changed from the combination of urban view and natural view to the dominance of urban view. 3. Noise impact When put into operation, the acoustic environment at both sides of the line, including station surroundings, will change conspicuously. Both sides along the flyovers are impacted by the rail operation distinctly and the noises will be increased by estimation. Certain noise control measures (noise barrier and track damping) are carried out at the existing sensitive spots (residential areas, schools and hospitals). However, the currently undeveloped or unplanned areas are not provided with any measures. As the development of land, these areas shall be given special attention to. 5.3.2 Recommended mitigation measures As for the cumulative environmental impacts due to land development, vegetation reduction can be mitigated through reasonable planning, e.g., keep certain vegetation coverage ratio in the project areas. At a later stage, for the possible noise problem due to operation, it’s suggested that: 1) reserve the conditions for noise barriers for the elevated sections; 2) keep tracking monitoring, in case of noise complaint or noise out of limits due to operation, the reasons shall be analyzed in time and targeted remedy measures shall be carried out, for instance, strengthen the grinding and servicing of the track, install more noise barriers or install soundproof windows. 5.4 Estimate of CO2 Emission Reduction After operation, the line will attract a certain number of passengers and replace some private cars, taxis and buses, so as to change CO2 emission. The estimate based on currently designed traffic flow and passenger flow suggested that, the CO2 emissions change by -39,056 tonnes, -12,495 tonnes and 37,516 tonnes in different periods (initial stage by 2024, short term by 2031 and long term by 2046), which means: it will increase CO2 emission by 39,056 tonnes at the initial operation stage; in a long run, the operation will reduce CO2 emission by 37,516 tonnes. See Table 5.4-1 for details. 231 Environmental Impact Report Table 5.4-1 CO2 Emission Reduction Estimate With Project Without Project Redu Initial ction Tra CO2 CO2 stage Stat Dep Tot Car/t Bu Car/t Bu (tonn ctio emission emission Car (m) Taxi Bus CO2 ion ot al axi s axi s e) n (kg) (tonne) 2.6 28,9 -39,0 2024 26 36 19 80 847 67,972 142 7 2 0.08 0.3 2.31 8 17 56 2.6 74,2 -12,4 2031 60 36 19 115 754 86,765 364 18 4 0.08 0.3 2.31 8 71 95 2.6 122, 37,5 2046 89 36 19 144 589 84,749 599 30 7 0.08 0.3 2.31 8 265 16 232 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Chapter 6 Resettlement of Inhabitants and Social Assessment This section is mainly based on the results of the report on resettlement of inhabitant and social impact assessment report prepared by Hohai University. 6.1 Resettlement of inhabitants The objective of resettlement of inhabitants in the project is to make an action plan for the resettlement and recovery of the affected people, in order to ensure that they can benefit from the project, improve their living standard, or at least restore their living standard after the completion of the project. 6.1.1 Impact of collective land expropriation and recovery plan The main impacts of the project are permanent expropriation of collective land and demolition of residential houses on the collective land. The permanent expropriation of the project involves 12 administrative villages/communities and 18 groups of villagers, covering a total of 632.48 mu of collective land. According to the land category, there is 402.82 mu of cultivated land (63.69%), 0.18 mu of land for transportation (0.03%), 219.47 mu of house sites (34.70%), 10.01 mu of land for water area and water conservancy facilities (1.58%) and no unused land. Among the affected groups of villagers, the land expropriation of the project has less impact on the above 18 groups of villagers, and the loss of per capita income is less than 6.44%. In the field survey, almost all the affected peasant households welcomed the project. At present, monetary compensation is planned for the 18 groups of villagers directly. 6.1.2 Rural housing demolition and resettlement scheme The demolition area of the project is 2,922m 2, affecting 665 people of 208 households. The demolished houses have some problems, such as imperfect indoor supporting facilities, old structures, poor lighting and atmospheric conditions, and the supporting facilities around the residential areas are also poor. Therefore, the demolition and resettlement of the project will be an opportunity for the demolished households to improve their living conditions and environment. After fully soliciting the opinions of the land-expropriated peasants, the project implementing agencies 233 Environmental Impact Report provided the following resettlement scheme: (1) Besides the compensation for housing demolition, the affected relocated households in Nanqiao District and Suzhou-Chuzhou Industrial Park can receive compensations for house decoration and attachments and settlement fees for temporary transition. The relocated households can choose monetary compensation or property right exchange. (2) The Government of Laian County will implement the relevant provisions in the Compensation and Resettlement Scheme for Demolished Houses in Collective Land of Chahe New Area (LGTZF [2017] No.50) and the Policies for Authentication of Housing Expropriation in Laian County (LGTZF [2015] No.4). (3) There is no housing demolition in Quanjiao County. 6.1.3 Compensation and resettlement of demolished shops The compensation standards of the four enterprises and public institutions involved in the project refer to the specific policies of Chuzhou, Nanqiao District, Suzhou-Chuzhou Industrial Park and Laian County. 6.1.4 Recovery scheme for infrastructure and supporting facilities The special facilities and ground attachments affected shall be restored and rebuilt by the property right organization after they are compensated by the project entity to the property right organization. The 120 graves in Shuikou Town, Laian County involved in land requisition will be moved to the cemetery of Shuikou Town. The settlement in the cemetery is free of charge, and the removal cost is paid according to different types of graves. 6.1.5 Immigrant training During the implementation period of the project, the affected towns, district governments and Wantong Company will provide different training courses for the affected peasants in accordance with actual situation and labor demand. Wantong Technology Co., Ltd. is responsible for understanding the needs of the affected peasants for improving employability skills with the assistance of the local governments. All training courses are provided free of charge for the affected peasants. The labor and social security bureaus and labor security firms in relevant towns/districts will undertake the implementation of skill training and re-employment for the landless peasants, make the training scheme and scientifically offer the training courses. 234 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ The training plan of the project will be published in the affected villages and under the leadership of the labor and social security bureaus of the districts and townships and the project office. The training expenses will be paid from the training budget. 6.2 Social impact assessment The main conclusions of the social impact assessment report of the project are as follows: 6.2.1 Positive impacts The residents in the project area believe that the positive impacts of the project are as follows: (1) the project construction will reduce the travel time; (2) the travel will be safer and more convenient; (3) it will reduce traffic expenses; (4) the project construction will increase job opportunities; (5) it can improve traffic congestion. 1. Promote regional economic development and increase job opportunities Some residents believe that project construction can increase job opportunities and they are optimistic about the economic effect driven by the project. The project construction will increase the price of the houses in the project area, make the funds in Nanjing flow to Chuzhou, and increase the trade investment in Chuzhou. 2. Improve public transport infrastructure and residents' travel comfort level At present, there are some problems in the project area, such as inconvenient public transport, excessive pressure on public transport, poor travel experience, and the urgent need to improve the public transport infrastructure. The project construction will improve the residents' travel conditions to be convenient for their work and life, so that they can enjoy the modern public transport experience. Meanwhile, the construction of intercity railway is an important business card of urban modernization undoubtedly. 3. Reduce transport cost and travel time At present, the time cost and economic cost of the residents of Chuzhou to Nanjing are relatively high and the transport is inconvenient. The project construction can significantly reduce the time cost and economic cost of intercity travel, which is convenient for residents to go to Nanjing. 235 Environmental Impact Report 4. Reduce traffic accidents and vehicle exhaust, and protect residents' personal safety and the ecological environment The project construction provides more trip ways for residents. The number of people for public transport trips increases and the number of private car trips decreases, which can reduce exhaust gas emissions and protect the natural environment. 5. It is conducive to the resource flow between Chuzhou and Nanjing, and gives full play to Nanjing's geographic advantages and siphonic effect The project construction not only dredges urban corridor between Chuzhou and Nanjing, but also opens the circulation channels of academic and medical resources. On the one hand, it benefits the people in Chuzhou; on the other hand, it is more conducive to Nanjing to give full play to its geographic advantages and siphonic effect. 6. It is conducive to improving the quality of Chuzhou citizens and their sense of personal identification and pride After the operation of the project, the life style, civilized quality and social morality of Chuzhou citizens will become more and more homogeneous with that of Nanjing, which is conducive to improving Chuzhou citizens' quality. In addition, the project construction will bring great satisfaction and pride to Chuzhou citizens, and enhance their sense of belonging. 6.2.2 Negative impacts 1. Impacts of land expropriation and demolition caused by the project construction (1) Impact of land expropriation The land acquisition of the project impacts two cities, two counties and three districts, including four townships, one office, 12 administrative villages/communities and 18 groups of villagers in Laian County, Quanjiao County, Nanqiao District and Suzhou-Chuzhou Industrial Park, and three sub-districts and four villages in Pukou District, Nanjing City. The project expropriated a total of 733.73 mu of collective land, affecting 258 households including 906 people, and occupies 1,094.67 mu of state land permanently. Because of land expropriation, the residents in the project area are faced with the reduction of land resources to varying degrees, the reduction or unsustainability of sustainable income from the land, and the threat of livelihood capital. For the specific migration action plan, please refer to the action plan for the 236 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ resettlement of inhabitants prepared for this project. (2) Impact of demolition In the project, a total of 31,252m2 of rural houses will be demolished, including 13,420m2 in Laian County, Chuzhou, 15,802m2in Nanqiao District, and 2,030m2 in Pukou District, Nanjing. The housing demolition will directly impact 219 households, including 692 people. There is no demolition of urban houses; the demolition of enterprises and public institutions involves two shops in Chaohe Village, Chaohe Town, Laian County, which occupy about 400m2 of state land. They are a battlefield, Bluebird gymnasium and Xueshi Hardware Construction Machinery, affecting 16 people of three households. The preliminary statistics show that Nanjing section needs to occupy 144muof land permanently, affecting 126 people of 36 households in three sub-districts and four villages in Pukou District, which are Banqiao Community and Shuangcheng Village of Pancheng Sub-district, Huaqi Village of Taishan Sub-district and Beicheng Village of Yongning Town; and 132 mu of temporary land, affecting 165 people of 46 households. 2,030m2 of houses in Pukou District needs to be demolished, which affects 31 people of 11 households in three streets and four villages of Banqiao Community in Pancheng Sub-district. 2. It may rise the housing prices in the project area and bring economic pressure to the local residents who have not bought a house The project construction not only improves the economic level of Chuzhou, but also increases the living costs and economic pressure for Chuzhou residents. After Chuzhou and Nanjing are connected by traffic, housing prices will rise, which will not affect or even have a positive impact on those who have bought houses or haven’t to buy houses. But for those who have not yet bought houses and who need to buy houses, this trend will bring them great pressure to buy houses, cause their economic burden and even widen the gap between the rich and the poor. 3. Possible impacts on natural and social environments in the construction and operation of the project The environmental problems, such as noise, dust and exhaust emission caused by construction machinery and material transport vehicles, and discharge of domestic sewage and disposal of domestic waste during the construction period may have some impact on the life and production of villagers around the project area, especially 237 Environmental Impact Report the residential communities and school dormitories near the construction points. 4. Potential impact of migrant labor inflow in the construction process A certain amount of labors need to be imported from other places during the construction period of the project, about 280 people expected. The constructors from other places will be stationed in the project area, and they will communicate and interact with local residents more, which will lead to some social and health risks. For example, in the aspect of residents' health and hygiene, some epidemic diseases and infectious diseases (including AIDS, influenza, etc.) have conditions to spread. Meanwhile, if the outsiders lack the understanding of local social culture and traditional customs in the project area, they may unintentionally violate the local social and cultural customs (including religions, graves, temples, wedding, funeral, festivals, etc.), which will cause potential crises and troubles. 238 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Chapter 7 Information Disclosure and Public Consultation 7.1 Purpose and method An environmental impact report was prepared separately in 2016 for Chuzhou section of the Project, which was approved by Chuzhou Environmental Protection Bureau. The public participated in the preparation of the EIA report on Chuzhou Section according to the requirements of the Interim Measures for Public Participation in Environmental Impact Assessment (HF [2006] No. 28) and the Guidelines for Government Information Disclosure on Environmental Impact Assessment of Construction Projects (Trial). After the determination of the World Bank loan to the project, two rounds of public consultation and information disclosure were carried out in accordance with the requirements of the Methods for Public Participation in Environmental Impact Assessment (Decree of Ministry of Ecology and Environment No.4) and the policies of the World Bank (OP4.01). The first round is before the completion of the outline of the environmental assessment report on the project, and the main content is to provide the project overview and potential environmental impacts for the people affected by the project and to solicit the public opinions. The second round is after the completion of the first draft of the environmental assessment report. The content is to publicize the complete edition of the report and to solicit the public opinions on the main content and conclusions of the report in order to obtain the public understanding and support for the construction of the project and the mitigation measures taken. 239 240 Environmental Impact Report 7.2 Information disclosure and public consultation Table 7-1 List of Public Participation in the Project Form of Documents/data for public Main problems and demands Time Place Participants How to reply or deal with them consultation participati proposed on The first announcement on EIA ① Introduce the line direction, site Website of Chuzhou-Nanjing ① Line direction, site setting and setting, construction methods and other Website of Chuzhou publicity Intercity Railway construction methods, etc.; relevant information on Chuzhou December Environmental and (Chuzhou Section) 1, 2016 Protection Bureau newspap Chuzhou citizens ② General perception and judgment Section; (including the project (www.ahczhb.gov.cn) overview, the er of the environmental impact of the ② Explain the possible environmental and Chuzhou Evening publicatio project. impact during the construction and information of EIA n operation of the project. organization and the Employer) Website Environmental Impact Website of Chuzhou publicity Report on December Environmental and Chuzhou-Nanjing - - 13, 2016 Protection Bureau newspap Chuzhou citizens Intercity Railway (www.ahczhb.gov.cn) er (Chuzhou Section) and Chuzhou Evening publicatio (Abridged Edition) n The publicity bulletin The Employer, EIA boards for collectives organization and The second and organizations at the related personnel announcement on EIA Post the sensitive points along along Chuzhou Section - - of Chuzhou-Nanjing announce Chuzhou Section (the (from the affected Intercity Railway ment affected residential residential areas, (Chuzhou Section) December areas, schools, schools, hospitals, 15-22, hospitals, etc.) etc.) 2016 ① 309 people (95.4%) supported Adopt the above opinions. Sensitive points along The construction the project construction; ① During the construction period, Chuzhou Section (the The public participates Fill in organization and the ② 13 people supported the project strengthen the organizational design affected residential in questionnaires questionn EIA organization conditionally, on the premise that the and the traffic relief scheme, build areas, schools, (personal) aires surveyed 324 people at noise should be controlled, the settling ponds and other treatment hospitals, etc.) random residents' lives should not be facilities in the construction site, and affected, and the propaganda and don’t discharge the sewage; set fences Form of Documents/data for public Main problems and demands Time Place Participants How to reply or deal with them consultation participati proposed on management of the project should in the construction site, assign special be strengthened at the same time persons to be responsible for cleaning, during the operation period; and water at right time to control dust ③ Two people did not support the ② The construction organization has Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ project, and they lived in Dongsheng entrusted a professional organization to Garden. The main reason was that prepare the disaster risk assessment the project construction will affect report, and proposed some preventive their normal life and travel. But after measures and requirements such as a return visit, the two people strengthening monitoring during the expressed their understanding and construction period and completing the support for the project. design of special support for deep ④ The main personal opinions are foundation pits. Ensure the safety of residences around the construction site; worrying about the sewage, noise and traffic jam during the ③ In the design, set noise barriers construction period; the housing and take track vibration reduction safety; the noise and vibration after measures on the elevated line to ensure project operation. that the acoustic environment of the sensitive points maintains the status quo or reaches the standard. Take different vibration reduction measures for the underground tunnel sections to ensure the environmental vibration and the secondary structure-borne noise to reach the standard. ① 30 groups supported the project construction; ② A group (the Municipal Public The office locations of Security Bureau) supported it Adopt the above opinions, optimize the collectives and The construction conditionally, on the premise that it construction time and minimize the organizations at the organization and the does not affect the work of construction with high noise and The public participate Fill in employees sensitive points along EIA organization vibration equipment at work. Meanwhile, surveyed a total of 31 ③ The main opinions of groups do a good job in construction in questionnaires questionn Chuzhou Section (groups) aires are to minimize the impact in the (affected residential groups and areas, schools and organizations construction period, not to affect organization and traffic dispersion hospitals, etc.) residents' lives and the work of during the construction period. employees, and to solve the problem of traffic jam during the construction period 241 242 Environmental Impact Report Continued Form of Documents/data for public Main problems and demands Time Place Participants How to reply or deal with them consultation participati proposed on The main problems from the ① Introduce the project background, relevant consulting calls are as line direction and site setting; follows: ① the project background, ② Introduce the time sequence of Chuzhou Daily, Nanjing Project background, Website line direction and site setting, Morning Newspaper, project overview and publicity construction and start-up time of the especially the line in Nanjing and the website of inquiry method for the and project; Chuzhou citizens and Section; ② the start-up time of the Chuzhou Ecological outline of the newspap ③ Send the outline of the Nanjing citizens Environment Bureau environmental Impact er project; ③ demand the outline of environmental impact report; (www.hbj.chuzhou.gov. Report of World Bank publicatio the environmental impact report; ④ ④ Bring the environmental impact January cn) Loan n 2019 the environmental impact during the issues of greatest concern to the construction and operation periods citizens into the subsequent that they are most concerned about environmental impact report. At Chuzhou-Nanjing Intercity Railway Development and For field Chuzhou citizens and No residents came to the site to ask - Construction Co., Ltd. Outline of EIR consultin for materials Nanjing citizens and China Railway g Siyuan Survey and Design Group Co., Ltd. The representatives of ① The land requisition, demolition the Employer, the EIA and compensation involved in the organization, the ① Land expropriation, demolition project shall be carried out in Government of Yaopu and corresponding compensation accordance with the relevant local Town, Yaopu involved in the project; policies; refer to the report on The sensitive points Community, the resettlement of inhabitants and social Environmental Impact ② Traffic jam, sewage and dust involved in Chuzhou Government of impact of the project for specific Report of control during the construction March Section of the project Suzhou-Chuzhou measures; Chuzhou-Nanjing Symposiu period; (mainly residential Industrial Park, the 2019 Intercity Railway with m ② The Contractor shall complete the areas, schools, Government of Laian ③ Noise impact and control after World Bank Loan traffic relief scheme before hospitals, related County, Chuzhou project operation; (Exposure Draft) construction, report it to the local traffic organizations, etc.) Vocational and ④ The above measures shall be control department for approval, strictly Technical College, the Second People's clarified one by one in the EIR implement the relief scheme during Hospital of Laian (exposure draft) the construction period, and build County, Jinghuayuan, settling ponds and other sewage Dongsheng Garden, treatment facilities in each construction Continued Form of Documents/data for public Main problems and demands Time Place Participants How to reply or deal with them consultation participati proposed on Xiaolizhuang and site to ensure that the sewage is not Xiangguan Village discharged; meanwhile, take some measures such as watering and mist spraying to control the dust; Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ ③ After project operation, the comprehensive noise reduction measures including installation of noise barriers and track vibration reduction have been taken at the sensitive points where the noise is predicted to exceed the standard to ensure that the sound environment quality at the sensitive points reaches the standard or maintains the status quo; ④ The environmental protection measures and requirements during the construction and operation periods shall be clarified in the environmental impact report and the environmental and social management report one by one. ① The Contractor shall complete the The people from the Employer, the EIA traffic relief scheme before organization, Chuzhou construction, report it to the local traffic Vocational and control department for approval, strictly The sensitive points Technical College, the implement the relief scheme during ① The traffic jam, sewage and the construction period, and build involved in Chuzhou Second People's Section of the project Fill in Hospital of Laian dust pollution during the settling ponds and other sewage March (mainly residential Questionnaire questionn County, Jinghuayuan, construction period; treatment facilities in each construction 2019 areas, schools, aires Dongsheng Garden, ② The noise and vibration impact site to ensure that the sewage is not hospitals, related the First Primary discharged; meanwhile, take some after operation. organizations, etc.) School of measures such as watering and mist Suzhou-Chuzhou spraying to control the dust; Industrial Park, ② For one noise sensitive point in Xiaolizhuang and Nanjing Section of the project, the Xiangguan Village 243 noise barriers have been set to ensure 244 Environmental Impact Report Continued Form of Documents/data for public Main problems and demands Time Place Participants How to reply or deal with them consultation participati proposed on the sound environment quality at the sensitive point to maintain the status quo; the other three sensitive points are located in the tunnel section, where the vibration environment quality reaches the standard after the function replacement and vibration reduction measures are taken. ① Land expropriation, demolition and compensation shall be implemented in accordance with relevant local policies; ① Land expropriation, demolition refer to the report on resettlement of Resident and compensation involved; inhabitants and social impact; representatives of ② Traffic jam and dust control ② The Contractor shall complete the Environmental Impact Nanjing Jiangbei New during the construction period; Sensitive points in Report of traffic relief scheme before Area Hub Office, the April 2019 Nanjing Section of the Chuzhou-Nanjing Symposiu ③ The impact of vibration after construction, report it to the local traffic EIA organization, project (mainly Intercity Railway with m project operation on the ground control department for approval, and Banqiao Community, residential areas) World Bank Loan buildings; strictly implement the relief scheme Zaoshuchen, Chali (Exposure Draft) during the construction period; Village and Yujiaying ④ The description of Nanjing meanwhile, take some measures such involved in the project Section shall be detailed in EIR as watering and mist spraying to (exposure draft) control dust; ③ Detail the construction of Nanjing Section in the EIR. The engineering in this section is ① All of them support the project basically tunnel shield construction, Residents from the EIA which has been clearly required to Sensitive points in construction; Fill in organization, strengthen the monitoring of settlement April 2019 Nanjing Section of the ② They require that and control of the driving speed during Questionnaire questionn Zaoshuchen, Chali project (mainly corresponding protective measures the construction period; the shield aires Village and Yujiaying in residential areas) shall be taken during the working wells and other construction Nanjing construction period. sites and equipment shall be laid out reasonably. Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Chapter 8 Environmental and Social Management Plan Refer to the independent Environmental and Social Management Plan (ESMP) for Chuzhou-Nanjing Intercity Railway with World Bank Loan for details. 245 Environmental Impact Report Chapter 9 Conclusions of Environmental Impact Assessment Through the environmental impact assessment of the project, the conclusions are as follows: (1) The project is one of the planned construction lines in the Construction Planning (2015-2020) of Wanjiang Intercity Railway. Its construction meets the requirements of the planning environmental impact assessment and the construction planning. (2) The project is an important part of the intercity railway network in Wanjiang. On the one hand, it can shorten the space-time distance between Chuzhou and Nanjing, and accelerate the development of urban integration between Chuzhou and Nanjing. On the other hand, it can further strengthen the relationship between Wanjiang City Belt and the Yangtze River Delta, and promote the rapid economic development in Wanjiang. (3) From Chuzhou Railway Station in Chuzhou, Anhui in the west, the Project runs towards along Hongwu Road, Fengle Avenue, Xijian Road, Longpan Avenue, Huizhou Road, Yangtze Road and G104 to the planned Nanjing North Station. It passes through the downtown of Chuzhou City, Suzhou-Chuzhou Industrial Park, Laian County and Pukou District of Nanjing City. The line is about 54.4 km in length with 16 stations, including 3 underground ones and 13 elevated ones. The whole line consists of a vehicle depot for each section, a vehicle depot in the north of Xiangguan Town, a Hongwu Road Stabling Yard between Hongwu Road and Beijing-Shanghai High-speed Railway at the starting point, two main substations near the Vocational and Technical College Station and Xiangguan Town Station, and a control center. (4) The project does not involve the environmental sensitive areas such as nature reserves, tourist attractions, forest parks, drinking water source protection areas, and culture relic protection sites. The main environmental sensitive targets in the project are residential buildings, schools, urban green land, etc. The main environmental impacts during the construction period are occupation of urban roads caused by land expropriation and demolition, foundation construction and earthwork transportation, the noise and vibration produced by construction machinery 246 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ and transport vehicles, and the dust pollution caused by station excavation, tunnel construction, earthwork engineering and in transportation process. The main environmental impacts during the operation period of the project are the train noise and train vibration from the pavilions and cooling towers of underground sections and elevated sections, sewage discharged from stations, vehicle depots, stabling yards and control centers, the electromagnetic effect of main substations, the peculiar smell from pavilions in the initial operation period, the domestic wastes and a small amount of hazardous wastes produced in the stations, vehicles depots and control centers. The environmental impact during the operation period can be controlled within the allowable range of environmental standards by setting noise barriers on the elevated lines and taking vibration reduction measures for tracks, incorporating sewage into municipal sewage pipe network or discharging it when it reaches the standard, selecting the decoration materials meeting the environmental standards, sorting and collecting domestic waste and transporting them to the environmental sanitation department for treatment, and recycling batteries regularly. To sum up, after the mitigation measures, environmental and social management plan and public consultation measures proposed for the project are taken, the negative impact of the project on the environment can be controlled, and the implementation of the project is environmentally feasible. 247 248 Environmental Impact Report Table 3.4-4 Noise Monitoring Results of Sensitive Points along the Line Monitoring value of Out-of-limit Standard value Sensitive point Monitoring point environmental value (LAeq, (LAeq, dB) status dB) (dB(A)) Relative altitude differenc Main e Section noise Figur Regionalizin between Remarks name source e No. g function Horizont the Location of s S/ al ground Measurin Daytim Nighttim Daytim Nighttim Daytim Nighttim Description corresponding line S/N N distance of the g position e e e e e e (sound source) (m) point measure d and the rail surface (m) 29.1m from the boundary line 1m of Hongwu outside West Road 1F of the with a red line N1- first row 60m wide; Line 46.2 -11.3 62.3 58.1 70 55 - 3.1 ①②③ Class 4a Chuzhou 1 of 221.8m from High-spee residenti the center line d Railway al of outer rail of Station ~ buildings Beijing-Shangh Left side of Figur Chuzhou ai High-speed N1 Pai Fang DK1+600~DK1+8 e Vocational Railway 50 3.4-1 and 47.9m from the Technical boundary line College 1m of Hongwu Station outside West Road N1- 1F of the with a red line Line 65 -11.3 61.8 57.6 60 50 1.8 7.6 ①②③ Class 2 2 residenti of 60m wide; al 203m from the buildings center line of outer rail of Beijing-Shangh Monitoring value of Out-of-limit Standard value Sensitive point Monitoring point environmental value (LAeq, (LAeq, dB) status dB) (dB(A)) Relative altitude differenc Main e Section noise Figur Regionalizin Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ between Remarks name source e No. g function Horizont the Location of s S/ al ground Measurin Daytim Nighttim Daytim Nighttim Daytim Nighttim Description corresponding line S/N N distance of the g position e e e e e e (sound source) (m) point measure d and the rail surface (m) ai High-speed Railway 52.5m from the Chuzhou boundary line High-spee 1m of Hongwu d Railway outside West Road Station ~ 1F of the with a red line Left side of Figur Chuzhou Yaopu N2- first row of 60m wide; N2 DK2+050~DK2+1 Line 72.8 -11.9 59.9 55.3 60 50 - 5.3 ①②③ e Class 2 Vocational Village 1 of 156.8m from 90 3.4-1 and residenti the center line Technical al of outer rail of College buildings Beijing-Shangh Station ai High-speed Railway Chuzhou 1m High-spee outside 34.2m from the d Railway 1F of the boundary line Station ~ N3- first row of Hongwu Both sides of Line 8.6 -13.3 54.8 50.9 65 55 - - ①② Figur Class 3 Chuzhou 1 of West Road N3 Dadun DK2+300~DK2+7 e Vocational residenti with a red line 10 3.4-2 and al of 60m wide Technical buildings 249 College N3- 1m 80.0m from the Station Line 50 -13.3 54.3 50.5 65 55 - - ①② Class 3 2 outside boundary line 250 Environmental Impact Report Monitoring value of Out-of-limit Standard value Sensitive point Monitoring point environmental value (LAeq, (LAeq, dB) status dB) (dB(A)) Relative altitude differenc Main e Section noise Figur Regionalizin between Remarks name source e No. g function Horizont the Location of s S/ al ground Measurin Daytim Nighttim Daytim Nighttim Daytim Nighttim Description corresponding line S/N N distance of the g position e e e e e e (sound source) (m) point measure d and the rail surface (m) the of Hongwu residenti West Road al with a red line buildings of 60m wide 1m outside 31.4m from the 1F of the boundary line N4- first row of Fengle -13.1 57.3 53.5 65 55 - - ①② Class 3 1 of Avenue with a Chuzhou residenti red line of 50m High-spee al wide d Railway buildings Station ~ 1m Jianghuayua Right side of Figur Chuzhou outside 31.4m from the N4 n and DK3+980~DK4+6 Line 88.7 e Vocational 3F of the boundary line Dongxiang 60 3.4-3 and N4- first row of Fengle -7.1 59.0 55.2 65 55 - 0.2 ①② Class 3 Technical 2 of Avenue with a College residenti red line of 50m Station al wide buildings 1m 31.4m from the N4- outside boundary line 1.9 60.5 56.8 65 55 - 1.8 ①② Class 3 3 6F of the of Fengle first row Avenue with a Monitoring value of Out-of-limit Standard value Sensitive point Monitoring point environmental value (LAeq, (LAeq, dB) status dB) (dB(A)) Relative altitude differenc Main e Section noise Figur Regionalizin Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ between Remarks name source e No. g function Horizont the Location of s S/ al ground Measurin Daytim Nighttim Daytim Nighttim Daytim Nighttim Description corresponding line S/N N distance of the g position e e e e e e (sound source) (m) point measure d and the rail surface (m) of red line of 50m residenti wide al buildings 1m outside 31.4m from the 10F of boundary line N4- the first of Fengle 13.9 60.9 57.1 65 55 - 2.1 ①② Class 3 4 row of Avenue with a residenti red line of 50m al wide buildings 1m outside 31.4m from the 14F of boundary line N4- the first of Fengle 25.9 59.3 55.6 65 55 - 0.6 ①② Class 3 5 row of Avenue with a residenti red line of 50m al wide buildings Continued 251 252 Environmental Impact Report Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 31.4m from 18F of the boundary the first line of N4-6 Line 88.7 37.9 row of 58.2 54.3 65 55 - - ①② Fengle Class 3 residenti Avenue with al a red line of Chuzhou building 50m wide High-speed s Railway 1m 35.6m from Station ~ Right side of outside Jianghuayuan Figure the boundary Chuzhou N4 DK3+980~DK4+6 1F of and Dongxiang 3.4-3 line of Vocational 60 the N4-7 -13.1 56.8 53.1 60 50 - 3.1 ①② Fengle Class 2 and Technical residenti Avenue with College al a red line Station building Line 91.2 50m wide s 1m 35.6m from outside the boundary 3F of line of N4-8 -7.1 58.6 54.5 60 50 - 4.5 ①② Class 2 the Fengle residenti Avenue with al a red line Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) building 50m wide s 1m 35.6m from outside the boundary 6F of line of the N4-9 1.9 59.9 56.1 60 50 - 6.1 ①② Fengle Class 2 residenti Avenue with al a red line building 50m wide s Chuzhou Vocational 29.5m from 1m and Technical Chuzhou the boundary Right side of outside College Vocational and Figure line of Xijian N5 DK6+380~DK6+8 N5-1 Line 78.6 -7.4 1F of 56.5 50.4 55 45 1.5 5.4 ①② Class 1 Station ~ Technical 3.4-4 Road with a 00 dormitor Longpan College red line of ies Avenue 40m wide Station City Hall 1m 43.4m from Guxiafan, Both sides of Station ~ outside Figure the boundary N6 Wanqiao DK12+520~DK12 N6-1 Line 9.0 -10.8 56.1 51.8 65 55 - - ①② Class 3 253 Youyi Road 1F of 3.4-5 line of Village +910 Station the first LongpanAve 254 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) row of nue with a residenti red line of al 60m wide building s 1m 84.4m from outside the boundary 1F of line of the N6-2 Line 50 -10.8 55.5 51.4 65 55 - - ①② Longpan Class 3 residenti Avenue with al a red line of building 60m wide s 1m outside 40.2m from 1F of the boundary City Hall Left side of the first line of Station ~ Figure N7 Zhizihuawang DK13+900~DK14 N7-1 Line 106.2 -15.5 row of 57.7 54.5 60 50 - 4.5 ①② Longpan Class 2 Youyi Road 3.4-6 +100 residenti Avenue with Station al a red line of building 60m wide s Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 98m from the 1F of boundary City Hall Left side of the first line of Station ~ Figure.3. N8 Geyoufang DK14+900~DK15 N8-1 Line 145.0 -15.6 row of 56.8 52.3 60 50 - 2.3 ①② LongpanAve Class 2 Youyi Road 4-7 +230 residenti nue with a Station al red line of building 60m wide s 1m outside 39.0m from 1F of the boundary the first line of Suzhou-Chuz N9-1 -13.7 row of 53.9 50.3 65 55 - - ①② Huizhou Class 3 hou Industrial Right side of residenti Avenue with Dongsheng Figure Park Station ~ N9 DK19+500~DK20 Line 45.9 al a red line of Garden 3.4-8 Demonstratio +000 building 50m wide n Park Station s 1m 39.0m from outside the boundary N9-2 -7.7 55.7 52.0 65 55 - - ①② Class 3 255 3F of line of the first Huizhou 256 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) row of Avenue with residenti a red line of al 50m wide building s 1m outside 39.0m from 6F of the boundary the first line of N9-3 1.3 row of 56.3 52.6 65 55 - - ①② Huizhou Class 3 residenti Avenue with Suzhou-Chuz al a red line of hou Industrial Right side of building 50m wide Dongsheng Figure Park Station ~ N9 DK19+500~DK20 Line 45.9 s Garden 3.4-8 Demonstratio +000 1m 39.0m from n Park Station outside the boundary 10F of line of the first N9-4 13.3 56.8 52.8 65 55 - - ①② Huizhou Class 3 row of Avenue with residenti a red line of al 50m wide building Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) s 1m outside 39.0m from 14F of the boundary the first line of N9-5 25.3 row of 56.2 52.4 65 55 - - ①② Huizhou Class 3 residenti Avenue with al a red line of building 50m wide s 1m outside 39.0m from 18F of the boundary the first line of N9-6 37.3 row of 54.5 50.8 65 55 - - ①② Huizhou Class 3 residenti Avenue with al a red line of building 50m wide s 1m 71.5m from 257 N9-7 Line 78.4 -13.7 outside 53.9 50.3 65 55 - - ①② the boundary Class 3 1F of line of 258 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) the back Huizhou row of Avenue with residenti a red line of al 50m wide building s 1m outside 71.5m from 3F of the boundary the back line of N9-8 -7.7 row of 55.7 52.0 65 55 - - ①② Huizhou Class 3 residenti Avenue with al a red line of building 51m wide s 1m 71.5m from outside the boundary 6F of line of N9-9 1.3 the back 56.3 52.6 65 55 - - ①② Huizhou Class 3 row of Avenue with residenti a red line of al 52m wide Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) building s 1m outside 71.5m from 10F of the boundary the back line of N9-1 13.3 row of 56.8 52.8 65 55 - - ①② Huizhou Class 3 0 residenti Avenue with al a red line of building 53m wide s 1m outside 71.5m from 14F of the boundary the back line of N9-1 25.3 row of 56.2 52.4 65 55 - - ①② Huizhou Class 3 1 residenti Avenue with al a red line of building 54m wide s 259 N9-1 1m 71.5m from 37.3 54.5 50.8 65 55 - - ①② Class 3 2 outside the boundary 260 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 18F of line of the back Huizhou row of Avenue with residenti a red line of al 55m wide building s 1m outside 34.6m from 1F of the boundary the first N10- line of G104 -15.0 row of 61.0 57.9 70 55 - 2.9 ①② Class 4a 1 with a red Suzhou-Chuz residenti line of 50m hou Industrial Left side of al N1 Figure wide Park Station ~ Linlouxiaoqu DK20+300~DK20 Line 81.6 building 0 3.4-9 Demonstratio +440 s n Park Station 1m 34.6m from outside the boundary N10- 3F of line of G104 -9.0 62.4 59.4 70 55 - 4.4 ①② Class 4a 2 the first with a red row of line of 50m residenti wide Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) al building s 1m outside 34.6m from 6F of the boundary the first N10- line of G104 0.0 row of 64.2 60.9 70 55 - 5.9 ①② Class 4a 3 with a red residenti line of 50m al wide building s 1m outside 34.6m from 10F of the boundary the first N10- line of G104 12.0 row of 64.7 61.3 70 55 - 6.3 ①② Class 4a 4 with a red residenti line of 50m al wide building 261 s 262 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 34.6m from 14F of the boundary the first N10- line of G104 24.0 row of 63.5 60.6 70 55 - 5.6 ①② Class 4a 5 with a red residenti line of 50m al wide building s 1m outside 34.6m from 18F of the boundary the first N10- line of G104 36.0 row of 61.8 58.5 70 55 - 3.5 ①② Class 4a 6 with a red residenti line of 50m al wide building s Suzhou-Chuz 1m 24.8m from Right side of hou Industrial N1 N11- outside Figure the boundary Suyuan DK20+520~DK20 Line 59.7 -16.4 56.4 51.4 70 55 - - ①② Class 4a Park Station ~ 1 1 1F of 3.4-10 line of G104 +860 Demonstratio the first with a red Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) n Park Station row of line of 50m residenti wide al building s 1m outside 24.8m from 3F of the boundary the first N11- line of G104 -10.4 row of 58.3 53.6 70 55 - - ①② Class 4a 2 with a red residenti line of 50m al wide building s 1m outside 24.8m from 6F of the boundary N11- the first line of G104 -1.4 60.7 55.2 70 55 - 0.2 ①② Class 4a 3 row of with a red residenti line of 50m 263 al wide building 264 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) s 1m outside 24.8m from 10F of the boundary the first N11- line of G104 10.6 row of 61.2 55.9 70 55 - 0.9 ①② Class 4a 4 with a red residenti line of 50m al wide building s 1m outside 24.8m from 14F of the boundary the first Suzhou-Chuz N11- line of G104 22.6 row of 59.1 54.4 70 55 - - ①② Class 4a hou Industrial Right side of 5 with a red N1 residenti Figure Park Station ~ Suyuan DK20+520~DK20 Line 59.7 line of 50m 1 al 3.4-10 Demonstratio +860 wide building n Park Station s 1m 24.8m from N11- 40.6 outside 58.3 53.7 70 55 - - ①② the boundary Class 4a 6 20F of line of Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) the first G104with a row of red line of residenti 50m wide al building s 1m outside 113.7m from 1F of the boundary N11- the line of G104 -16.4 54.8 49.5 65 55 - - ①② Class 3 7 residenti with a red al line of 50m building wide s Line 136.5 1m outside 113.7m from 3F of the boundary N11- the line of G104 -10.4 55.3 50.6 65 55 - - ①② Class 3 8 residenti with a red al line of 51m 265 building wide s 266 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 113.7m from 6F of the boundary N11- the line of G104 -1.4 56.8 52.3 65 55 - - ①② Class 3 9 residenti with a red al line of 52m building wide s 1m outside 113.7m from 10F of the boundary N11- the line of G104 10.6 57.7 53.9 65 55 - - ①② Class 3 10 residenti with a red al line of 53m building wide s 1m 113.7m from outside the boundary N11- 14F of line of G104 22.6 55.4 53.2 65 55 - - ①② Class 3 11 the with a red residenti line of 54m al wide Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) building s 1m outside 113.7m from 20F of the boundary N11- the line of G104 40.6 54.7 52.4 65 55 - - ①② Class 3 12 residenti with a red al line of 55m building wide s 1m 14.2m from outside the boundary N12- 1F of line of G104 -11.1 61.8 / 60 / 1.8 / ①② Class 2 1 the with a red Suzhou-Chuz building line of 50m hou Industrial Right side of N1 Dawang Junior s Figure wide Park Station ~ DK21+020~DK21 Line 33.5 2 Middle School 1m 3.4-11 14.2m from Demonstratio +100 outside the boundary n Park Station N12- 3F of line of G104 -5.1 62.3 / 60 / 2.3 / ①② Class 2 2 the with a red 267 building line of 50m s wide 268 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m 70.9m from outside the boundary N13- 1F of line of G104 -11.4 52.9 / 60 / - / ①② Class 2 Suzhou-Chuzh 1 the with a red Suzhou-Chuz ou Branch building line of 50m hou Industrial Right side of N1 School of s Figure wide Park Station ~ DK21+120~DK21 Line 92.2 3 Nanjing Langya 1m 3.4-11 70.9m from Demonstratio +300 Road Primary outside the boundary n Park Station School N13- 2F of line of G104 -8.4 53.7 / 60 / - / ①② Class 2 2 the with a red building line of 50m s wide 1m outside 4.3m from 1F of Demonstratio the boundary Both sides of the first n Park Station N1 N14- Figure line of G104 Lvying DK24+590~DK24 Line 30.8 -12.9 row of 70.3 67.3 70 55 0.3 12.3 ①② Class 4a ~ Xiangguan 4 1 3.4-12 with a red +910 residenti North Station line of 50m al wide building s Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 38.5m from 1F of the boundary N14- the line of G104 Line 65 -12.9 61.2 57.6 60 50 1.2 7.6 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m outside 43.8m from 1F of the boundary the first N15- line of G104 Line 33.9 -13.5 row of 61.4 57.8 60 50 1.4 7.8 ①② Class 2 1 with a red Demonstratio residenti Both sides of line of 50m n Park Station N1 al Figure Zhuzhuang DK26+720~DK26 wide ~ Xiangguan 5 building 3.4-13 +760 North Station s 1m 74.9m from outside the boundary N15- Line 65 -13.5 1F of 57.9 52.4 60 50 - 2.4 ①② line of G104 Class 2 2 269 the with a red residenti line of 270 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) al 50mwide building s 1m outside 25.8m from 1F of the boundary the first N16- line of G104 Line 13.0 -13.9 row of 64.1 61.3 70 55 - 6.3 ①② Class 4a 1 with a red residenti line of 50m al Demonstratio wide Right side of building n Park Station N1 Figure Luowei DK26+860~DK26 s ~ Xiangguan 6 3.4-13 +890 1m North Station outside 79.8m from 1F of the boundary N16- the line of G104 Line 67 -13.9 61.0 58.2 60 50 1.0 8.2 ①② Class 2 2 residenti with a red al line of 50m building wide s Demonstratio N1 Zhuyuanzhuan Right side of N17- 1m Figure 58.2m from Line 81.0 -13.4 55.8 53.2 60 50 - 3.2 ①② Class 2 n Park Station 7 g, DK27+100~DK27 1 outside 3.4-14 the boundary Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) ~ Xiangguan Panzhuang +800 1F of line of G104 North Station the first with a red row of line of 50m residenti wide al building s 1m outside 52.1m from 1F of Demonstratio the boundary Left side of the first n Park Station N1 N18- Figure line of G104 Dazhuang DK28+820~DK29 Line 66.6 -12.5 row of 59.5 56.1 60 50 - 6.1 ①② Class 2 ~ Xiangguan 8 1 3.4-15 with a red +020 residenti North Station line of 50m al wide building s 1m 26.5m from Demonstratio outside the boundary Left side of n Park Station N1 N19- 1F of Figure line of G104 Shuangmiaoliu DK29+570~DK29 Line 47.9 -13.3 62.1 59.5 70 55 - 4.5 ①② Class 4a ~ Xiangguan 9 1 the first 3.4-16 with a red +830 271 North Station row of line of 50m residenti wide 272 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) al building s 1m outside 43.6m from 1F of the boundary N19- the line of G104 Line 65 -13.3 60.9 58.4 60 50 0.9 8.4 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m outside 24.8m from 1F of the boundary the first Demonstratio N20- line of G104 Right side of Line 54.0 -10.8 row of 62.2 59.9 70 55 - 4.9 ①② Class 4a n Park Station N2 1 Figure with a red Xiaoliuying DK31+460~DK32 residenti ~ Xiangguan 0 3.4-17 line of 50m +070 al North Station wide building s N20- 1m 35.8m from Line 65 -10.8 60.7 58.2 60 50 0.7 8.2 ①② Class 2 2 outside the boundary Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1F of line of G104 the with a red residenti line of 50m al wide building s 1m outside 30.2m from 1F of the boundary the first N21- line of G104 Line 51.3 -24.4 row of 61.3 58.8 70 55 - 3.8 ①② Class 4a 1 with a red residenti line of 50m Xiangguan al Left side of wide North Station N2 building Figure Pengying DK32+700~DK32 ~ Chahe New 1 s 3.4-18 +940 Town Station 1m 43.9m from outside the boundary 1F of N21- line of G104 Line 65 -24.4 the 60.5 58.1 60 50 0.5 8.1 ①② Class 2 2 with a red residenti line of 50m 273 al wide building 274 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) s 1m outside 13.7m from 1F of the boundary the first N22- line of G104 Line 27.7 -13.2 row of 64.8 61.5 70 55 - 6.5 ①② Class 4a 1 with a red residenti line of 50m al Xiangguan Dianzhuang, wide Both sides of building North Station N2 Xiaobuzhuang Figure DK33+630~DK33 s ~ Chahe New 2 and 3.4-19 +900 1m Town Station Caoxiaoying outside 51m from the 1F of boundary N22- the line of G104 Line 65 -13.2 60.8 57.6 60 50 0.8 7.6 ①② Class 2 2 residenti with a red al line of 50m building wide s Xiangguan 1m 11.6m from Left side of North Station N2 N23- outside Figure the boundary Chengzhuang DK34+400~DK34 Line 40.7 -12.8 65.7 62.9 70 55 - 7.9 ①② Class 4a ~ Chahe New 3 1 1F of 3.4-20 line of G104 +590 Town Station the first with a red Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) row of line of 50m residenti wide al building s 1m outside 35.9m from 1F of the boundary N23- the line of G104 Line 65 -12.8 60.6 57.9 60 50 0.6 7.9 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m outside 21.4m from 1F of Xiangguan the boundary Both sides of the first North Station N2 N24- Figure line of G104 Jinying DK34+810~DK34 Line 38.3 -12.4 row of 63.0 60.5 70 55 - 5.5 ①② Class 4a ~ Chahe New 4 1 3.4-21 with a red +890 residenti Town Station line of 50m al wide 275 building s 276 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 48.1m from 1F of the boundary N24- the line of G104 Line 65 -12.4 60.9 58.3 60 50 0.9 8.3 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m outside 26m from the 1F of boundary the first N25- line of G104 Line 48.7 -12.9 row of 61.9 58.9 70 55 - 3.9 ①② Class 4a 1 with a red Xiangguan residenti Both sides of line of 50m North Station N2 Xiangguan al Figure DK35+630~DK35 wide ~ Chahe New 5 Village 1 building 3.4-22 +980 Town Station s 1m 42.3m from outside the boundary N25- Line 65 -12.9 1F of 59.4 56.5 60 50 - 6.5 ①② line of G104 Class 2 2 the with a red residenti line of Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) al 50mwide building s 1m outside 19.2m from 1F of the boundary the first N26- line of G104 Line 41.1 -13.6 row of 62.6 59.8 70 55 - 4.8 ①② Class 4a 1 with a red residenti line of 50m al Xiangguan wide Left side of building North Station N2 Figure Linying DK36+500~DK36 s ~ Chahe New 6 3.4-23 +610 1m Town Station outside 43.1m from 1F of the boundary N26- the line of G104 Line 65 -13.6 60.2 57.3 60 50 0.2 7.3 ①② Class 2 2 residenti with a red al line of 50m building wide s 277 Xiangguan N2 Xiangguan Right side of N27- 1m Figure 26.4m from Line 44.7 -11.2 62.3 59.5 70 55 - 4.5 ①② Class 4a North Station 7 Village 2 DK37+500~DK37 1 outside 3.4-24 the boundary 278 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) ~ Chahe New +840 1F of line of G104 Town Station the first with a red row of line of 50m residenti wide al building s 1m outside 36.9m from 1F of the boundary N27- the line of G104 Line 65 -11.2 59.8 56.2 60 50 - 6.2 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m 23.8m from outside Xiangguan the boundary Right side of 1F of North Station N2 N28- Figure line of G104 Luozhuang DK37+900~DK38 Line 36.9 -11.2 the first 62.8 59.6 70 55 - 4.6 ①② Class 4a ~ Chahe New 8 1 3.4-25 with a red +230 row of Town Station line of 50m residenti wide al Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) building s 1m outside 51.9m from 1F of the boundary N28- the line of G104 Line 65 -11.2 59.6 55.4 60 50 - 5.4 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m outside 8.6m from 1F of the boundary the first N29- line of G104 Xiangguan Line 31.4 -10.9 row of 61.5 56.8 70 55 - 1.8 ①② Class 4a Left side of 1 with a red North Station N2 residenti Figure Jinghua DK39+350~DK39 line of 50m ~ Chahe New 9 al 3.4-26 +480 wide Town Station building s 1m 42.2m from N29- 279 Line 65 -10.9 outside 57.9 53.3 60 50 - 3.3 ①② the boundary Class 2 2 1F of line of 280 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) the G104with a residenti red line of al 50m wide building s 1m outside 30.2m from 1F of the boundary the first N30- line of G104 -13.4 row of 60.8 55.9 70 55 - 0.9 ①② Class 4a 1 with a red residenti line of 50m al Xiangguan wide New Town at Both sides of building North Station N3 Figure Mingfa North DK39+700~DK40 Line 53.9 s ~ Chahe New 0 3.4-27 Station +910 1m Town Station outside 30.2m from 3F of the boundary N30- the first line of G104 -7.4 61.6 56.4 70 55 - 1.4 ①② Class 4a 2 row of with a red residenti line of 50m al wide building Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) s 1m outside 30.2m from 6F of the boundary the first N30- line of G104 1.6 row of 61.7 56.9 70 55 - 1.9 ①② Class 4a 3 with a red residenti line of 50m al wide building s 1m outside 55.7m from 1F of the boundary N30- the line of G104 -13.4 56.4 53.7 60 50 - 3.7 ①② Class 2 4 residenti with a red al line of 50m Line 79.4 building wide s 1m 55.7m from N30- outside the boundary -7.4 57.8 54.3 60 50 - 4.3 ①② Class 2 281 5 3F of line of G104 the with a red 282 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) residenti line of 50m al wide building s 1m outside 55.7m from 6F of the boundary N30- the line of G104 1.6 58.3 55.9 60 50 - 5.9 Class 2 6 residenti with a red al line of 50m building wide s 1m outside Kongquecheng 19.5m from 1F of Xiangguan , the boundary Left side of the first North Station N3 LaianXuefuYin N31- Figure line of G104 DK41+600~DK42 Line 43.8 -16.8 row of 62.4 57.6 70 55 - 2.6 ①② Class 4a ~ Chahe New 1 xiang 1 3.4-28 with a red +050 residenti Town Station line of 50m al wide building s Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 40.7m from 1F of the boundary N31- the line of G104 Line 65 -16.8 60.6 55.8 60 50 0.6 5.8 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m outside 62.1m from 1F of the boundary the first Country N32- line of G104 -12.9 row of 59.6 55.3 60 50 - 5.3 ①② Class 2 Garden - 1 with a red Chahe New residenti Meiguiyuan, Right side of line of 50m Town Station N3 al Figure Country DK41+720~DK43 Line 74.8 wide ~ Chahe 2 building 3.4-29 Garden·- +630 Town Station s ChengshiHuay 1m 62.1m from uan outside the boundary N32- -6.9 3F of 60.7 56.9 60 50 0.7 6.9 ①② line of G104 Class 2 2 283 the first with a red row of line of 284 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) residenti 50mwide al building s 1m outside 62.1m from 6F of the boundary the first N32- line of G104 2.1 row of 62.6 58.3 60 50 2.6 8.3 ①② Class 2 3 with a red residenti line of 50m al wide building s 1m outside 62.1m from 10F of the boundary the first N32- line of G104 14.1 row of 63.0 59.6 60 50 3.0 9.6 ①② Class 2 4 with a red residenti line of 50m al wide building s Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 62.1m from 14F of the boundary the first N32- line of G104 26.1 row of 61.9 58.4 60 50 1.9 8.4 ①② Class 2 5 with a red residenti line of 50m al wide building s 1m outside 62.1m from 18F of the boundary the first N32- line of G104 38.1 row of 59.2 56.5 60 50 - 6.5 ①② Class 2 6 with a red residenti line of 50m al wide building s 1m 62.1m from N32- outside the boundary 62.1 56.8 53.8 60 50 - 3.8 ①② Class 2 285 7 26F of line of G104 the first with a red 286 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) row of line of 50m residenti wide al building s 1m 44.7m from outside the boundary N33- 1F of line of G104 -12.9 59.4 53.9 60 50 - 3.9 ①② Class 2 1 the with a red Chahe New The Second hospital line of 50m Left side of Town Station N3 People’s building Figure wide DK42+180~DK42 Line 83.4 ~ Chahe 3 Hospital of 1m 3.4-30 44.7m from +300 Town Station Laian County outside the boundary N33- 3F of line of G104 -6.9 60.3 54.8 60 50 0.3 4.8 ①② Class 2 2 the with a red hospital line of 50m building wide 1m 79.3m from Chahe New Right side of outside the boundary Town Station N3 N34- Figure DuhuiYijing DK44+200~DK44 Line 92.3 -13.6 1F of 66.4 59.8 60 50 6.4 9.8 ①② line of G104 Class 2 ~ Chahe 4 1 3.4-31 +350 the first with a red Town Station row of line of Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) residenti 50mwide al building s 1m outside 79.3m from 3F of the boundary the first N34- line of G104 -7.6 row of 67.0 59.6 60 50 7.0 9.6 ①② Class 2 2 with a red residenti line of 50m al wide building s 1m outside 79.3m from 6F of the boundary the first N34- line of G104 1.4 row of 67.9 60.7 60 50 7.9 10.7 ①② Class 2 3 with a red residenti line of 50m al wide 287 building s 288 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 79.3m from 10F of the boundary the first N34- line of G104 13.1 row of 67.2 60.3 60 50 7.2 10.3 ①② Class 2 4 with a red residenti line of 50m al wide building s 1m outside 79.3m from 14F of the boundary the first N34- line of G104 25.1 row of 66.6 59.8 60 50 6.6 9.8 ①② Class 2 5 with a red residenti line of 50m al wide building s Chahe New 1m 73.4m from Right side of Town Station N3 N35- outside Figure the boundary Mengta Kali DK44+450~DK44 Line 88.2 -13.6 62.5 55.9 60 50 2.5 5.9 ①② Class 2 ~ Chahe 5 1 1F of 3.4-32 line of G104 +610 Town Station the first with a red Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) row of line of 50m residenti wide al building s 1m outside 10m from the 1F of boundary the first N36- line of G104 Line 30.9 -15.4 row of 70.9 66.2 70 55 0.9 11.2 ①② Class 4a 1 with a red residenti line of 50m Chahe Town al wide Station - Right side of building N3 Chahe Figure Nanjing North DK44+800~DK45 s 6 Township 3.4-33 Railway +500 1m Station outside 44.1m from 1F of the boundary N36- the line of G104 Line 65 -15.4 63.3 58.2 60 50 3.3 8.2 ①② Class 2 2 residenti with a red al line of 50m 289 building wide s 290 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m outside 26.4m from 1F of the boundary the first N37- line of G104 Line 41.9 -17.4 row of 68.3 64.5 70 55 - 9.5 ①② Class 4a 1 with a red residenti line of 50m Chahe Town al Jintaiyang - wide Station - Left side of building N3 Yangguangche Figure Nanjing North DK45+140~DK45 s 7 ng 3.4-34 Railway +580 1m Station outside 49.5m from 1F of the boundary N37- the line of G104 Line 65 -17.4 66.8 61.1 60 50 6.8 11.1 ①② Class 2 2 residenti with a red al line of 50m building wide s Chahe Town 1m 50.0m from Station - Daqiao Both sides of outside the boundary N3 N38- Figure Nanjing North Community DK46+070~DK46 Line 17.1 -23.4 1F of 63.5 56.1 60 50 3.5 6.1 ①② line of G104 Class 2 8 1 3.4-35 Railway Road West +270 the first with a red Station row of line of Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) residenti 50mwide al building s 1m outside 97.9m from 1F of the boundary N38- the line of G104 Line 65 -23.4 62.7 55.0 60 50 2.7 5.0 ①② Class 2 2 residenti with a red al line of 50m building wide s 1m outside Entrance/ex 1F of it depot line: Right side of the first Xiangguan N3 N39- 15.2m; Figure Keep away Luowei CDK0+840~CDK1 -9.4 row of 51.4 45.6 60 50 - - ① Class 2 Vehicle Depot 9 1 Commissio 3.4-36 from the road +200 residenti ning line al 62.0m building 291 s 292 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 1m Entrance & outside exit depot 1F of Right side of Xiangguan N3 N39- line: 35m; the Figure Keep away Luowei CDK0+840~CDK1 -9.4 50.8 44.5 60 50 - - ① Class 2 Vehicle Depot 9 2 Commissio residenti 3.4-36 from the road +200 ning line: al 42.2m building s Outside of 1m the eastern outside boundary: 1F of Periodical XiangguanVe N4 N40- 6.3m; the Figure Keep away Baozhuang &temporary repair 0 50.3 44.2 60 50 - - ① Class 2 hicle Depot 0 1 Periodical & residenti 3.4-37 from the road shed temporary al repair shed: building 31.6m s 107.0m from 1m from the the boundary Hongwu Road N4 Hongwu Road N41- outside of ①② Figure line of / / / 59.9 55.2 60 50 - 5.2 Class 2 Stabling Yard 1 Stabling Yard 1 the eastern ③ 3.4-38 Hongwu boundary West Road with a red Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) line 60m wide; 143.3m from the center line of outer rail of Beijing-Shan ghai High-speed Railway 293 294 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 93.3m from the boundary line of Hongwu West Road with a red 1m from the ①② line of 60m N41- outside of 60.0 55.4 60 50 - 5.4 wide; 155.9m Class 2 2 the western ③ from the boundary center line of outer rail of Beijing-Shan ghai High-speed Railway 141.6m from 1m from the the boundary N41- outside of ①② line of the 60.5 55.7 60 50 0.5 5.7 Hongwu Class 2 3 southern ③ West Road boundary with a red line of Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) 60mwide; 108.8m from the center line of outer rail of Beijing-Shan ghai High-speed Railway 18.2m from the boundary line of Hongwu 1m from the West Road outside of ①② with a red N41- the 63.9 59.2 70 55 - 4.2 line of 60m Class 4a 4 northern ③ wide; 232.9m boundary from the center line of outer rail of 295 Beijing-Shan ghai 296 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) High-speed Railway 1m from the N42- outside of 60 50 - - ① 1 the eastern boundary 1m from the N42- outside of 60 50 - - ① 2 the western boundary Xiangguan N4 Xiangguan 1m from the Figure Keep away / / / 49.3 43.6 Class 2 Vehicle Depot 2 Vehicle Depot outside of 3.4-39 from the road N42- the 60 50 - - ① 3 southern boundary 1m from the outside of N42- the 60 50 - - ① 4 northern boundary Chuzhou N4 Chuzhou / N43- 1m from the / / 53.1 46.2 55 45 - 1.2 ① Figure Keep away Class 1 Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) Vocational 3 Vocational and 1 outside of 3.4-40 from the road and Technical Technical the eastern College College boundary Traction Traction 1m from the Substation Substation N43- outside of 55 45 ① Class 1 2 the western boundary 1m from the outside of N43- the 55 45 ① Class 1 3 southern boundary 1m from the outside of N43- the 55 45 ① Class 1 4 northern boundary 27.8m from 1m from the Xiangguan Xiangguan the boundary N4 N44- outside of Figure Town Traction Town Traction / / / 61.7 58.7 70 55 - 3.7 ①② line of G104 Class 4a 4 1 the eastern 3.4-41 297 Substation Substation with a red boundary line of 50m 298 Environmental Impact Report Continued Monitoring value of Standard Out-of-limit Sensitive point Monitoring point environmenta value value (LAeq, l status (LAeq, dB) dB) (dB(A)) Relativ e altitude differen Main Regionaliz ce noise Figure Section name Remarks ing betwee sourc No. Corresponding function Horizontal n the Measuri es S/ line Dayti Nightti Dayti Nightti Dayti Nightti Description S/N distance ground ng N (Sound source) me me me me me me (m) of the position location point measur ed and the rail surface (m) wide 27.1m from 1m from the the boundary N44- outside of line of G104 61.8 58.9 70 55 - 3.9 ①② Class 4a 2 the western with a red boundary line of 50m wide 57.5m from 1m from the the boundary outside of N44- line of G104 the 58.5 55.4 60 50 - 5.4 ①② Class 2 3 with a red southern line of 50m boundary wide 3.3m from 1m from the the boundary outside of N44- line of G104 the 71.0 68.3 70 55 1.0 13.3 ①② Class 4a 4 with a red northern line of 50m boundary wide Note: 1. In the distance column of the table, the "horizontal distance" of the elevated line is that between the sensitive building and the center line of the outer rail of the line; 2. The altitude difference in the table is the vertical distance from the measured point to the rail surface; 3. Major noise sources: ① social life noise; ② road traffic noise; ③ railway noise; 4. "/" means no measurement or a standard value, and "-" means no excess. Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ 299 300 Environmental Impact Report Table 3.4-5 Vibration Monitoring Results of Sensitive Points along the Line Current Standard Relation with Excess value value line position statusMain Measur (dB) (dB) Adminis Location of vibrati Description of Line mileage Line ement Horizo Elevati Figure S/N trative Section measured on sensitive point location form point ntal on No. region point Dayti Dayti Dayti sourc No. distan differe Night Night Night me me me e ce nce (m) (m) Chuzhou High-speed Railway Station ~ 0.5m Nanqia Left side of Chuzhou outside the Qualif Quali Traffi Figure 1 o Pai Fang DK1+650~DK1+ Bridge V1-1 46.2 -11.3 54.6 52.5 75 72 Vocational first row of ied fied c 5-1 District 840 and the rooms Technical College Station Chuzhou High-speed Railway Station ~ 0.5m Nanqia Both sides of Chuzhou outside the Qualif Quali Social Figure 2 o Dadun DK2+300~DK2+ Bridge V2-1 8.6 -13.3 56.1 51.2 75 72 Vocational first row of ied fied life 5-2 District 710 and the rooms Technical College Station Jinpeng 0.5m Nanqia Right side of LongpanHuijin Plaza Station outside the Qualif Quali Traffi Figure 3 o DK8+090~DK8+ Tunnel V6-1 57.1 15.9 65.1 61.5 75 72 g - City Hall first row of ied fied c 5-6 District 270 Station the rooms Jinpeng 0.5m Nanqia Right side of LongpanXiyua Plaza Station outside the Qualif Quali Traffi Figure 4 o DK8+290~DK8+ Tunnel V7-1 43.7 16.2 63.8 61.0 75 72 n - City Hall first row of ied fied c 5-6 District 410 Station the rooms Land and Jinpeng 0.5m Nanqia Left side of Underg Property Tax Plaza Station outside the Qualif Traffi Figure 5 o DK8+535~DK8+ Tunnel round 49.6 17.8 63.1 / 75 / / Bureau of - City Hall first row of ied c 5-7 District 600 V8-1 Chuzhou Station the rooms Entry-Exit Jinpeng 0.5m Nanqia Inspection Left side of Plaza Station outside the Qualif Traffi Figure 6 o and DK8+620~DK8+ Tunnel V9-1 49.4 19.7 64.7 / 75 / / - City Hall first row of ied c 5-7 District Quarantine of 820 Station the rooms Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Chuzhou Jinpeng 0.5m Nanqia Right side of Plaza Station outside the Qualif Quali Traffi Figure 7 o SainaHepan DK8+900~DK9+ Tunnel V10-1 46.8 27.3 61.2 56.4 75 72 - City Hall first row of ied fied c 5-8 District 180 Station the rooms Jinpeng 0.5m Nanqia Left side of Plaza Station outside the Qualif Quali Traffi Figure 8 o TianyiHuafu DK8+900~DK9+ Tunnel V11-1 47.4 29.7 62.5 56.7 75 72 - City Hall first row of ied fied c 5-8 District 560 Station the rooms Jinpeng 0.5m Nanqia Faneng Right side of Plaza Station outside the Qualif Quali Traffi Figure 9 o International DK9+610~DK10 Tunnel V12-1 47.5 26.8 59.3 57.5 75 72 - City Hall first row of ied fied c 5-9 District City +000 Station the rooms Municipal City Hall 0.5m Nanqia Bureau of Station - Left side of outside the Qualif Traffi Figure 10 o Quality and Fengyang DK10+700~DK1 Tunnel V13-1 53.0 19.0 60.6 / 75 / / first row of ied c 5-10 District Technology South Road 0+820 the rooms Supervision Station Municipal City Hall 0.5m Nanqia Public Station - Left side of outside the Qualif Traffi Figure 11 o Resources Fengyang DK10+620~DK1 Tunnel V14-1 54.4 16.2 59.7 / 75 / / first row of ied c 5-10 District Trading South Road 0+725 the rooms Market Station City Hall Chuzhou 0.5m Nanqia Station - Left side of Public outside the Qualif Traffi Figure 12 o Fengyang DK10+990~DK1 Tunnel V15-1 54.2 15.1 58.2 / 75 / / Security first row of ied c 5-10 District South Road 1+120 Bureau the rooms Station Nanqia ZuoanXiangso City Hall Left side of 0.5m Qualif Quali Traffi Figure 301 13 Tunnel V16-1 47.2 14.6 63.3 57.9 75 72 oDistric ng Station - DK11+230~DK1 outside the ied fied c 5-11 302 Environmental Impact Report t Fengyang 1+540 first row of South Road the rooms Station Continued Relation with Current Standard Excess line position value (dB) value (dB) status Main Measur Adminis Location of Horizo Elevati vibrati Description of Line mileage Line ement Figure S/N trative Section measured ntal on on sensitive point location form point Dayti Dayti Dayti No. region point distan differe Night Night Night sourc No. me me me ce nce e (m) (m) City Hall 0.5m Nanqia Guxiafan, Both sides of Station ~ outside the Qualif Quali Traffi Figure 14 o Wanqiao DK12+520~DK1 Bridge V17-1 9.0 -10.8 57.8 53.2 75 72 Youyi Road first row of ied fied c 5-12 District Village 2+910 Station the rooms Suzhou-Chuz hou Industrial 0.5m Nanqia Park Station Right side of Dongsheng outside the Qualif Quali Traffi Figure 15 o ~ DK19+500~DK2 Bridge V18-1 45.9 -13.7 56.3 52.4 75 72 Garden first row of ied fied c 5-13 District Demonstratio 0+000 the rooms n Park Station Suzhou-Chuz hou Industrial 0.5m Nanqia Park Station Right side of outside the Qualif Quali Traffi Figure 16 o Suyuan ~ DK20+520~DK2 Bridge V19-1 59.7 -16.4 57.1 51.6 75 72 first row of ied fied c 5-14 District Demonstratio 0+860 the rooms n Park Station Suzhou-Chuz hou Industrial 0.5m Nanqia Dawang Park Station Right side of outside the Qualif Quali Traffi Figure 17 o Junior Middle ~ DK21+020~DK2 Bridge V20-1 33.5 -11.1 58.7 49.5 75 72 first row of ied fied c 5-15 District School Demonstratio 1+100 the rooms n Park Station Laian Demonstratio Both sides of 0.5m Qualif Quali Traffi Figure 18 Lvying Bridge V21-1 30.8 -12.9 56.8 52.3 75 72 County n Park DK24+620~DK2 outside the ied fied c 5-16 Continued Relation with Current Standard Excess line position value (dB) value (dB) status Main Measur Adminis Location of Horizo Elevati vibrati Description of Line mileage Line ement Figure S/N trative Section measured ntal on on sensitive point location form point Dayti Dayti Dayti No. region point distan differe Night Night Night sourc No. me me me ce nce e (m) (m) Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ Station ~ 4+910 first row of Xiangguan the rooms North Station Demonstratio 0.5m n Park Both sides of Laian outside the Qualif Quali Traffi Figure 19 Zhuzhuang Station ~ DK26+720~DK2 Bridge V22-1 33.9 -13.5 62.3 53.7 75 72 County first row of ied fied c 5-17 Xiangguan 6+760 the rooms North Station Demonstratio 0.5m n Park Right side of Laian outside the Qualif Quali Traffi Figure 20 Luowei Station ~ DK26+860~DK2 Bridge V23-1 13.0 -13.9 59.6 50.1 75 72 County first row of ied fied c 5-17 Xiangguan 6+890 the rooms North Station Demonstratio 0.5m n Park Left side of Laian Shuangmiaoli outside the Qualif Quali Traffi Figure 21 Station ~ DK29+650~DK2 Bridge V24-1 47.9 -13.3 61.5 54.7 75 72 County u first row of ied fied c 5-18 Xiangguan 9+830 the rooms North Station Demonstratio 0.5m n Park Right side of Laian outside the Qualif Quali Traffi Figure 22 Xiaoliuying Station ~ DK31+460~DK3 Bridge V25-1 54.0 -10.8 59.0 52.3 75 72 County first row of ied fied c 5-19 Xiangguan 1+770 the rooms North Station Xiangguan 0.5m Left side of Laian North Station outside the Qualif Quali Traffi Figure 23 Pengying DK32+700~DK3 Bridge V26-1 51.3 -24.4 62.7 57.4 75 72 County ~ Chahe New first row of ied fied c 5-20 2+940 Town Station the rooms Dianzhuang, Xiangguan Both sides of 0.5m Laian Qualif Quali Traffi Figure 24 Xiaobuzhuang North Station DK33+630~DK3 Bridge V27-1 outside the 27.7 -13.2 57.8 54.3 75 72 303 County ied fied c 5-21 and ~ Chahe New 3+900 first row of 304 Environmental Impact Report Continued Relation with Current Standard Excess line position value (dB) value (dB) status Main Measur Adminis Location of Horizo Elevati vibrati Description of Line mileage Line ement Figure S/N trative Section measured ntal on on sensitive point location form point Dayti Dayti Dayti No. region point distan differe Night Night Night sourc No. me me me ce nce e (m) (m) Caoxiaoying Town Station the rooms Xiangguan 0.5m Left side of Laian North Station outside the Qualif Quali Traffi Figure 25 Chengzhuang DK34+400~DK3 Bridge V28-1 40.7 -12.8 61.2 55.8 75 72 County ~ Chahe New first row of ied fied c 5-22 4+590 Town Station the rooms Xiangguan 0.5m Both sides of Laian North Station outside the Qualif Quali Traffi Figure 26 Jinying DK34+810~DK3 Bridge V29-1 38.3 -12.4 58.2 53.6 75 72 County ~ Chahe New first row of ied fied c 5-23 4+890 Town Station the rooms Xiangguan 0.5m Right side of Laian Xiangguan North Station outside the Qualif Quali Traffi Figure 27 DK35+630~DK3 Bridge V30-1 48.7 -12.9 62.0 53.9 75 72 County Village 1 ~ Chahe New first row of ied fied c 5-24 5+770 Town Station the rooms Xiangguan 0.5m Left side of Laian North Station outside the Qualif Quali Traffi Figure 28 Linying DK36+500~DK3 Bridge V31-1 41.1 -13.6 57.6 51.5 75 72 County ~ Chahe New first row of ied fied c 5-25 6+610 Town Station the rooms Xiangguan 0.5m Right side of Laian Xiangguan North Station outside the Qualif Quali Traffi Figure 29 DK37+500~DK3 Bridge V32-1 54.5 -11.2 56.4 49.7 75 72 County Village 2 ~ Chahe New first row of ied fied c 5-26 7+840 Town Station the rooms Xiangguan 0.5m Right side of Laian North Station outside the Qualif Quali Traffi Figure 30 Luozhuang DK37+900~DK3 Bridge V33-1 36.9 -11.2 58.2 53.1 75 72 County ~ Chahe New first row of ied fied c 5-27 8+230 Town Station the rooms Xiangguan 0.5m Left side of Laian North Station outside the Qualif Quali Traffi Figure 31 Jinghua DK39+350~DK3 Bridge V34-1 28.4 -10.9 60.7 52.5 75 72 County ~ Chahe New first row of ied fied c 5-28 9+480 Town Station the rooms 32 LaianC New Town at XiangguanNo Both sides of Bridge V35-1 0.5moutside 53.9 -13.4 61.5 57.8 75 72 Qualif Quali Traffi Figure Continued Relation with Current Standard Excess line position value (dB) value (dB) status Main Measur Adminis Location of Horizo Elevati vibrati Description of Line mileage Line ement Figure S/N trative Section measured ntal on on sensitive point location form point Dayti Dayti Dayti No. region point distan differe Night Night Night sourc No. me me me ce nce e (m) (m) Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ ounty Mingfa North rth Station ~ DK39+700~DK4 the first row ied fied c 5-29 Station Chahe New 0+910 of the rooms Town Station Kongquechen Xiangguan 0.5m Left side of Laian g, North Station outside the Qualif Quali Traffi Figure 33 DK41+600~DK4 Bridge V36-1 43.8 -16.8 60.8 56.2 75 72 County LaianXuefuYi ~ Chahe New first row of ied fied c 5-30 2+050 nxiang Town Station the rooms Chahe Town 0.5m Station - Right side of Laian Chahe outside the Qualif Quali Traffi Figure 34 Nanjing North DK44+800~DK4 Bridge V38-1 30.9 -15.4 65.3 59.1 75 72 County Township first row of ied fied c 5-31 Railway 5+500 the rooms Station Chahe Town 0.5m Jintaiytang – Station - Left side of Laian outside the Qualif Quali Traffi Figure 35 Yangguangch Nanjing North DK45+140~DK4 Bridge V36-1 41.9 -17.4 64.9 57.7 75 72 County first row of ied fied c 5-30 eng Railway 5+580 the rooms Station Chahe Town 0.5m Daqiao Station - Left side of Laian outside the Qualif Quali Traffi Figure 36 Community Nanjing North DK46+070~DK4 Bridge V37-1 17.1 -23.4 58.2 52.7 75 72 County first row of ied fied c 5-30 Road West Railway 6+270 the rooms Station 0.5m Xiangguan Right side of Laian outside the Qualif Quali Traffi Figure 37 Luowei Vehicle CDK0+840~CD Bridge V38-1 15.2 -9.4 55.2 48.0 75 72 County first row of ied fied c 5-31 Depot K1+200 the rooms Pukou Chahe Town 0.5m Both sides of District Station - outside the Qualif Quali Social Figure 38 Zaoshuchen DK52+800~DK5 Tunnel V39-1 0 26.8 56.3 51.7 75 72 of Nanjing North first row of ied fied life 5-32 305 3+150 Nanjing Railway the rooms 306 Environmental Impact Report Continued Relation with Current Standard Excess line position value (dB) value (dB) status Main Measur Adminis Location of Horizo Elevati vibrati Description of Line mileage Line ement Figure S/N trative Section measured ntal on on sensitive point location form point Dayti Dayti Dayti No. region point distan differe Night Night Night sourc No. me me me ce nce e (m) (m) Station Chahe Town Pukou 0.5m Station - Right side of District outside the Qualif Quali Traffi Figure 39 Chali Village Nanjing North DK53+230~DK5 Tunnel V37-1 53.0 24.1 57.5 54.8 75 72 of first row of ied fied c 5-30 Railway 3+300 Nanjing the rooms Station Chahe Town Pukou 0.5m Station - Both sides of District outside the Qualif Quali Social Figure 40 Yujiaying Nanjing North DK53+680~DK5 Tunnel V41-1 0.0 12.0 53.7 51.2 75 72 of first row of ied fied life 5-33 Railway 4+020 Nanjing the rooms Station Note: 1. The "altitude difference" in the altitude difference column refers to that between the ground the point measured and the rail surface. The positive value means that the rail surface is lower than the ground, while the negative value means that the rail surface is higher than the ground. 2. R in the straight-line distance column refers to the distance from the point measured to the vibration source, and R= L + H . 2 2 Table 5.2-2 Table on Predicted Results of Noise Effect of Sensitive Points in the Elevated Section Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predict Location (m) Predic railway noise current al noise sensiti of Line ed of ted value) Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each Distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1m Early 46.2 -11.3 131 127 56.2 43.4 62.3 58.1 63.3 58.2 1.0 0.1 70 60 - - outside date 1F of the Near first row 46.2 -11.3 131 127 date 58.3 46.5 62.3 58.1 63.8 58.4 1.5 0.3 70 60 - - N1-1 of residenti Far Left side of al 46.2 -11.3 131 127 61.8 49.5 62.3 58.1 65.0 58.7 2.7 0.6 70 60 - - Pai date N1 DK1+600~ buildings Fang DK1+850 1m Early 65.0 -11.3 131 127 53.6 40.8 61.8 57.6 62.4 57.7 0.6 0.1 60 50 2.4 7.7 outside date 1F of the Near N1-2 65.0 -11.3 131 127 55.6 43.8 61.8 57.6 62.7 57.8 0.9 0.2 60 50 2.7 7.8 residenti date al Far buildings 65.0 -11.3 131 127 date 59.1 46.8 61.8 57.6 63.7 57.9 1.9 0.3 60 50 3.7 7.9 1m Early 72.8 -11.9 85 85 49.0 36.3 59.9 55.3 60.2 55.4 0.3 0.1 60 50 0.2 5.4 outside date 1F of the Near Yaopu Left side of first row 72.8 -11.9 85 85 date 51.1 39.3 59.9 55.3 60.4 55.4 0.5 0.1 60 50 - 5.4 N2 Villag DK2+050~ N2-1 of e DK2+190 residenti Far al 72.8 -11.9 85 85 54.5 42.3 59.9 55.3 61.0 55.5 1.1 0.2 60 50 1.0 5.5 date buildings Both sides 1m Early N3 Dadun N3-1 8.6 -13.3 85 85 58.5 45.8 54.8 50.9 60.0 52.1 5.2 1.2 70 60 - - 307 of outside date 308 Environmental Impact Report Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predict Location (m) Predic railway noise current al noise sensiti of Line ed of ted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each Distan differ r e time me me e time me me me me me ime statio ce ence stati n ons DK2+300~ 1F of the Near 8.6 -13.3 85 85 60.6 48.8 54.8 50.9 61.6 53.0 6.8 2.1 70 60 - - DK2+710 first row date of residenti Far 8.6 -13.3 85 85 64.1 51.9 54.8 50.9 64.6 54.4 9.8 3.5 70 60 - - al date buildings Outside 50.0 -13.3 85 85 Early 52.1 39.4 54.3 50.5 56.4 50.8 2.1 0.3 65 55 - - the date residenti Near N3-2 50.0 -13.3 85 85 54.2 42.4 54.3 50.5 57.3 51.1 3.0 0.6 65 55 - - al date buildings Far 1m 50.0 -13.3 85 85 57.7 45.5 54.3 50.5 59.3 51.7 5.0 1.2 65 55 - - date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1m Early 88.7 -13.1 123 128 50.7 38.1 57.3 53.5 58.2 53.6 0.9 0.1 65 55 - - outside date 1F of the Near first row 88.7 -13.1 123 128 date 52.8 41.2 57.3 53.5 58.6 53.7 1.3 0.2 65 55 - - N4-1 of residenti Far al 88.7 -13.1 123 128 56.3 44.2 57.3 53.5 59.9 54.0 2.6 0.5 65 55 - - date buildings 1m Early 88.7 -7.1 123 128 52.5 40.0 59.0 55.2 59.9 55.3 0.9 0.1 65 55 - 0.3 outside date Jiangh 3F of the Near Right side uayua first row 88.7 -7.1 123 128 date 54.6 43.0 59.0 55.2 60.4 55.5 1.4 0.3 65 55 - 0.5 of N4-2 N4 n and of DK3+980~ Dongx residenti Far DK4+660 88.7 -7.1 123 128 58.2 46.0 59.0 55.2 61.6 55.7 2.6 0.5 65 55 - 0.7 iang al date buildings 1m Early 88.7 1.9 123 128 53.2 40.7 60.5 56.8 61.2 56.9 0.7 0.1 65 55 - 1.9 outside date 6F of the Near first row 88.7 1.9 123 128 date 55.3 43.7 60.5 56.8 61.7 57.0 1.2 0.2 65 55 - 2.0 N4-3 of residenti Far al 88.7 1.9 123 128 58.9 46.7 60.5 56.8 62.8 57.2 2.3 0.4 65 55 - 2.2 date buildings 309 N4-4 1moutsid 88.7 13.9 123 128 Early 53.7 41.1 60.9 57.1 61.7 57.2 0.8 0.1 65 55 - 2.2 310 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons e 10F of date the first Near row of 88.7 13.9 123 128 date 55.8 44.2 60.9 57.1 62.1 57.3 1.2 0.2 65 55 - 2.3 residenti al Far 88.7 13.9 123 128 59.3 47.2 60.9 57.1 63.2 57.5 2.3 0.4 65 55 - 2.5 buildings date 1m Early 88.7 25.9 123 128 53.9 41.3 59.3 55.6 60.4 55.8 1.1 0.2 65 55 - 0.8 outside date 14F of Near the first 88.7 25.9 123 128 date 56.0 44.3 59.3 55.6 61.0 55.9 1.7 0.3 65 55 - 0.9 N4-5 row of residenti Far al 88.7 25.9 123 128 59.5 47.4 59.3 55.6 62.4 56.2 3.1 0.6 65 55 - 1.2 date buildings 1m Early 88.7 37.9 123 128 53.8 41.2 58.2 54.3 59.5 54.5 1.3 0.2 65 55 - - outside date 18F of Near Jiangh the first 88.7 37.9 123 128 date 55.9 44.2 58.2 54.3 60.2 54.7 2.0 0.4 65 55 - - Right side N4-6 row of uayua of residenti N4 n and Far DK3+980~ al 88.7 37.9 123 128 59.4 47.2 58.2 54.3 61.9 55.1 3.7 0.8 65 55 - 0.1 Dongx date DK4+660 buildings iang 1m Early 91.2 -13.1 123 128 50.4 37.9 56.8 53.1 57.7 53.2 0.9 0.1 60 50 - 3.2 N4-7 outside date 1F of the 91.2 -13.1 123 128 Near 52.5 40.9 56.8 53.1 58.2 53.4 1.4 0.3 60 50 - 3.4 Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons residenti date al Far buildings 91.2 -13.1 123 128 date 56.1 43.9 56.8 53.1 59.5 53.6 2.7 0.5 60 50 - 3.6 1m Early 91.2 -7.1 123 128 52.2 39.6 58.6 54.5 59.5 54.6 0.9 0.1 60 50 - 4.6 outside date 3F of the Near N4-8 91.2 -7.1 123 128 54.3 42.7 58.6 54.5 60.0 54.8 1.4 0.3 60 50 - 4.8 residenti date al Far buildings 91.2 -7.1 123 128 date 57.8 45.7 58.6 54.5 61.2 55.0 2.6 0.5 60 50 1.2 5.0 1m Early 91.2 1.9 123 128 53.0 40.5 59.9 56.1 60.7 56.2 0.8 0.1 60 50 0.7 6.2 outside date 6F of the Near N4-9 91.2 1.9 123 128 55.1 43.5 59.9 56.1 61.2 56.3 1.3 0.2 60 50 1.2 6.3 residenti date al Far buildings 91.2 1.9 123 128 date 58.7 46.5 59.9 56.1 62.3 56.6 2.4 0.5 60 50 2.3 6.6 Chuzh Early 78.6 -7.4 111 108 49.6 36.8 56.5 50.4 57.3 50.6 0.8 0.2 55 45 2.3 5.6 ou date Vocati 1m Near Right side onal outside 78.6 -7.4 111 108 date 51.7 39.8 56.5 50.4 57.7 50.8 1.2 0.4 55 45 2.7 5.8 of N5 and N5-1 1F of DK6+380~ Techni dormitori DK6+800 Far cal es 78.6 -7.4 111 108 55.1 42.8 56.5 50.4 58.9 51.1 2.4 0.7 55 45 3.9 6.1 Colleg date e 311 N6 Guxiaf Both sides N6-1 1m 9.0 -10.8 140 140 Early 63.4 50.8 56.1 51.8 64.2 54.3 8.1 2.5 70 60 - - 312 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons an, of outside date Wanqi DK12+520 1F of the Near ao ~DK12+91 first row 9.0 -10.8 140 140 date 65.5 53.8 56.1 51.8 66.0 55.9 9.9 4.1 70 60 - - Village 0 of residenti Far al 9.0 -10.8 140 140 69.0 56.8 56.1 51.8 69.2 58.0 13.1 6.2 70 60 - - date buildings 1m Early 50.0 -10.8 140 140 56.5 43.8 55.5 51.4 59.0 52.1 3.5 0.7 65 55 - - outside date 1F of the Near N6-2 50.0 -10.8 140 140 58.6 46.9 55.5 51.4 60.3 52.7 4.8 1.3 65 55 - - residenti date al Far buildings 50.0 -10.8 140 140 date 62.1 49.9 55.5 51.4 63.0 53.7 7.5 2.3 65 55 - - 1m Early 106.2 -15.5 140 140 50.2 37.6 57.7 54.5 58.4 54.6 0.7 0.1 60 50 - 4.6 outside date Left side of 1F of the Near Zhizih DK13+900 first row 106.2 -15.5 140 140 date 52.3 40.6 57.7 54.5 58.8 54.7 1.1 0.2 60 50 - 4.7 N7 uawan ~DK14+10 N7-1 of g 0 residenti Far al 106.2 -15.5 140 140 55.8 43.6 57.7 54.5 59.9 54.8 2.2 0.3 60 50 - 4.8 date buildings Left side of 1m Early 145.0 -15.6 140 140 47.5 34.9 56.8 52.3 57.3 52.4 0.5 0.1 60 50 - 2.4 Geyou DK14+900 outside date N8 N8-1 fang ~DK15+23 1F of the Near 145.0 -15.6 140 140 49.6 37.9 56.8 52.3 57.6 52.5 0.8 0.2 60 50 - 2.5 0 first row date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons of residenti Far 145.0 -15.6 140 140 53.1 40.9 56.8 52.3 58.3 52.6 1.5 0.3 60 50 - 2.6 al date buildings 1m Early 45.9 -13.7 75 75 51.5 38.8 53.9 50.3 55.9 50.6 2.0 0.3 70 60 - - Right side outside date Dongs of 1F of the Near heng DK19+500 first row 45.9 -13.7 75 75 date 53.6 41.8 53.9 50.3 56.8 50.9 2.9 0.6 70 60 - - N9 N9-1 Garde ~DK20+00 of n 0 residenti Far al 45.9 -13.7 75 75 57.1 44.8 53.9 50.3 58.8 51.4 4.9 1.1 70 60 - - date buildings 1m Early 45.9 -7.7 75 75 51.8 39.1 55.7 52.0 57.2 52.2 1.5 0.2 70 60 - - outside date 3F of the Near first row 45.9 -7.7 75 75 date 53.9 42.1 55.7 52.0 57.9 52.4 2.2 0.4 70 60 - - Right side N9-2 of Dongs of residenti Far heng DK19+500 al 45.9 -7.7 75 75 57.4 45.2 55.7 52.0 59.6 52.8 3.9 0.8 70 60 - - N9 date Garde ~DK20+00 buildings n 0 1m Early 45.9 1.3 75 75 52.9 40.2 56.3 52.6 57.9 52.8 1.6 0.2 70 60 - - outside date N9-3 6F of the Near 45.9 1.3 75 75 55.0 43.3 56.3 52.6 58.7 53.1 2.4 0.5 70 60 - - first row date 313 of 45.9 1.3 75 75 Far 58.5 46.3 56.3 52.6 60.5 53.5 4.2 0.9 70 60 - - 314 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons residenti date al buildings 1m Early 45.9 13.3 75 75 53.6 40.9 56.8 52.8 58.5 53.1 1.7 0.3 70 60 - - outside date 10F of Near the first 45.9 13.3 75 75 date 55.7 43.9 56.8 52.8 59.3 53.3 2.5 0.5 70 60 - - N9-4 row of residenti Far al 45.9 13.3 75 75 59.2 46.9 56.8 52.8 61.1 53.8 4.3 1.0 70 60 - - date buildings 1m Early 45.9 25.3 75 75 52.1 39.4 56.2 52.4 57.6 52.6 1.4 0.2 70 60 - - outside date 14F of Near the first 45.9 25.3 75 75 date 54.2 42.5 56.2 52.4 58.3 52.8 2.1 0.4 70 60 - - N9-5 row of residenti Far al 45.9 25.3 75 75 57.7 45.5 56.2 52.4 60.0 53.2 3.8 0.8 70 60 - - date buildings 1m Early 45.9 37.3 75 75 47.6 34.9 54.5 50.8 55.3 50.9 0.8 0.1 70 60 - - outside date 18F of Near N9-6 45.9 37.3 75 75 49.7 37.9 54.5 50.8 55.7 51.0 1.2 0.2 70 60 - - the first date row of Far residenti 45.9 37.3 75 75 date 53.1 40.9 54.5 50.8 56.9 51.2 2.4 0.4 70 60 - - Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons al buildings 1m Early 78.4 -13.7 75 75 47.5 34.8 53.9 50.3 54.8 50.4 0.9 0.1 65 55 - - outside date 1F of the Near back row 78.4 -13.7 75 75 date 49.6 37.8 53.9 50.3 55.3 50.5 1.4 0.2 65 55 - - N9-7 of residenti Far al 78.4 -13.7 75 75 53.1 40.8 53.9 50.3 56.5 50.8 2.6 0.5 65 55 - - date buildings 1m Early Right side 78.4 -7.7 75 75 48.9 36.2 55.7 52.0 56.5 52.1 0.8 0.1 65 55 - - outside date Dongs of 3F of the Near heng DK19+500 N9 back row 78.4 -7.7 75 75 date 51.0 39.2 55.7 52.0 57.0 52.2 1.3 0.2 65 55 - - Garde ~DK20+00 N9-8 of n 0 residenti Far al 78.4 -7.7 75 75 54.4 42.2 55.7 52.0 58.1 52.4 2.4 0.4 65 55 - - date buildings 1m Early 78.4 1.3 75 75 49.5 36.8 56.3 52.6 57.1 52.7 0.8 0.1 65 55 - - outside date 6F of the Near N9-9 back row 78.4 1.3 75 75 date 51.6 39.8 56.3 52.6 57.6 52.8 1.3 0.2 65 55 - - of residenti 78.4 1.3 75 75 Far 55.1 42.8 56.3 52.6 58.7 53.0 2.4 0.4 65 55 - - date 315 al 316 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons buildings 1m Early 78.4 13.3 75 75 50.0 37.3 56.8 52.8 57.6 52.9 0.8 0.1 65 55 - - outside date 10F of Near the back 78.4 13.3 75 75 date 52.1 40.4 56.8 52.8 58.1 53.0 1.3 0.2 65 55 - - N9-10 row of residenti Far al 78.4 13.3 75 75 55.6 43.4 56.8 52.8 59.3 53.3 2.5 0.5 65 55 - - date buildings 1m Early 78.4 25.3 75 75 50.2 37.5 56.2 52.4 57.2 52.5 1.0 0.1 65 55 - - outside date 14F of Near the back 78.4 25.3 75 75 date 52.3 40.5 56.2 52.4 57.7 52.7 1.5 0.3 65 55 - - N9-11 row of residenti Far al 78.4 25.3 75 75 55.8 43.5 56.2 52.4 59.0 52.9 2.8 0.5 65 55 - - date buildings 1m Early 78.4 37.3 75 75 49.7 37.0 54.5 50.8 55.7 51.0 1.2 0.2 65 55 - - Right side outside date Dongs of 18F of Near heng DK19+500 the back 78.4 37.3 75 75 date 51.8 40.1 54.5 50.8 56.4 51.2 1.9 0.4 65 55 - - N9 N9-12 Garde ~DK20+00 row of n 0 residenti Far al 78.4 37.3 75 75 55.3 43.1 54.5 50.8 57.9 51.5 3.4 0.7 65 55 - - date buildings Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1m Early 81.6 -15.0 75 75 47.3 34.6 61.0 57.9 61.2 57.9 0.2 0.0 70 55 - 2.9 outside date 1F of the Near first row 81.6 -15.0 75 75 date 49.4 37.6 61.0 57.9 61.3 57.9 0.3 0.0 70 55 - 2.9 N10-1 of residenti Far al 81.6 -15.0 75 75 52.9 40.6 61.0 57.9 61.6 58.0 0.6 0.1 70 55 - 3.0 date buildings 1m Early 81.6 -9.0 75 75 48.5 35.8 62.4 59.4 62.6 59.4 0.2 0.0 70 55 - 4.4 outside date Left side of 3F of the Near DK20+300 first row 81.6 -9.0 75 75 date 50.6 38.9 62.4 59.4 62.7 59.4 0.3 0.0 70 55 - 4.4 Linlou N10-2 N10 ~DK20+44 of xiaoqu 0 residenti Far al 81.6 -9.0 75 75 54.1 41.9 62.4 59.4 63.0 59.5 0.6 0.1 70 55 - 4.5 date buildings 1m Early 81.6 0.0 75 75 49.1 36.5 64.2 60.9 64.3 60.9 0.1 0.0 70 55 - 5.9 outside date 6F of the Near first row 81.6 0.0 75 75 date 51.2 39.5 64.2 60.9 64.4 60.9 0.2 0.0 70 55 - 5.9 N10-3 of residenti Far al 81.6 0.0 75 75 54.7 42.5 64.2 60.9 64.7 61.0 0.5 0.1 70 55 - 6.0 date buildings 317 N10-4 1m 81.6 12.0 75 75 Early 49.7 37.0 64.7 61.3 64.8 61.3 0.1 0.0 70 55 - 6.3 318 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons outside date 10F of Near the first 81.6 12.0 75 75 date 51.8 40.0 64.7 61.3 64.9 61.3 0.2 0.0 70 55 - 6.3 row of residenti Far al 81.6 12.0 75 75 55.3 43.0 64.7 61.3 65.2 61.4 0.5 0.1 70 55 - 6.4 date buildings 1m Early 81.6 24.0 75 75 49.9 37.2 63.5 60.6 63.7 60.6 0.2 0.0 70 55 - 5.6 outside date 14F of Near the first 81.6 24.0 75 75 date 52.0 40.3 63.5 60.6 63.8 60.6 0.3 0.0 70 55 - 5.6 N10-5 row of residenti Far Left side of 81.6 24.0 75 75 55.5 43.3 63.5 60.6 64.1 60.7 0.6 0.1 70 55 - 5.7 al date DK20+300 Linlou buildings N10 ~DK20+44 xiaoqu 1m Early 0 81.6 36.0 75 75 49.7 37.1 61.8 58.5 62.1 58.5 0.3 0.0 70 55 - 3.5 outside date 18F of Near the first 81.6 36.0 75 75 date 51.8 40.1 61.8 58.5 62.2 58.6 0.4 0.1 70 55 - 3.6 N10-6 row of residenti Far al 81.6 36.0 75 75 55.3 43.1 61.8 58.5 62.7 58.6 0.9 0.1 70 55 - 3.6 date buildings Suyua Right side 1moutsid Early N11 N11-1 59.7 -16.4 78 79 50.3 37.7 56.4 51.4 57.4 51.6 1.0 0.2 70 60 - - n of e 1F of date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons DK20+520 the first Near 59.7 -16.4 78 79 52.4 40.7 56.4 51.4 57.9 51.8 1.5 0.4 70 60 - - ~DK20+86 row of date 0 residenti Far al 59.7 -16.4 78 79 55.9 43.7 56.4 51.4 59.2 52.1 2.8 0.7 70 60 - - date buildings 1m Early 59.7 -10.4 78 79 50.5 37.9 58.3 53.6 59.0 53.7 0.7 0.1 70 60 - - outside date 3F of the Near first row 59.7 -10.4 78 79 date 52.6 40.9 58.3 53.6 59.3 53.8 1.0 0.2 70 60 - - N11-2 of residenti Far al 59.7 -10.4 78 79 56.1 43.9 58.3 53.6 60.4 54.0 2.1 0.4 70 60 - - date buildings 1m Early 59.7 -1.4 78 79 51.5 38.8 60.7 55.2 61.2 55.3 0.5 0.1 70 60 - - outside date 6F of the Near first row 59.7 -1.4 78 79 date 53.6 41.8 60.7 55.2 61.5 55.4 0.8 0.2 70 60 - - N11-3 of residenti Far al 59.7 -1.4 78 79 57.1 44.8 60.7 55.2 62.3 55.6 1.6 0.4 70 60 - - date buildings Right side 1m Early 59.7 10.6 78 79 52.2 39.6 61.2 55.9 61.7 56.0 0.5 0.1 70 60 - - Suyua of outside date N11 N11-4 n DK20+520 10F of Near 59.7 10.6 78 79 54.3 42.6 61.2 55.9 62.0 56.1 0.8 0.2 70 60 - - 319 ~DK20+86 the first date 320 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 0 row of residenti Far 59.7 10.6 78 79 57.8 45.6 61.2 55.9 62.8 56.3 1.6 0.4 70 60 - - al date buildings 1m Early 59.7 22.6 78 79 52.3 39.7 59.1 54.4 59.9 54.5 0.8 0.1 70 60 - - outside date 14F of Near the first 59.7 22.6 78 79 date 54.4 42.7 59.1 54.4 60.4 54.7 1.3 0.3 70 60 - - N11-5 row of residenti Far al 59.7 22.6 78 79 57.9 45.7 59.1 54.4 61.6 54.9 2.5 0.5 70 60 - - date buildings 1m Early 59.7 40.6 78 79 48.8 36.1 58.3 53.7 58.8 53.8 0.5 0.1 70 60 - - outside date 20F of Near the first 59.7 40.6 78 79 date 50.9 39.2 58.3 53.7 59.0 53.9 0.7 0.2 70 60 - - N11-6 row of residenti Far al 59.7 40.6 78 79 54.4 42.2 58.3 53.7 59.8 54.0 1.5 0.3 70 60 - - date buildings 1m Early 136.5 -16.4 78 79 43.1 30.5 54.8 49.5 55.1 49.6 0.3 0.1 65 55 - - outside date N11-7 1F of the Near 136.5 -16.4 78 79 45.2 33.5 54.8 49.5 55.3 49.6 0.5 0.1 65 55 - - residenti date al 136.5 -16.4 78 79 Far 48.7 36.5 54.8 49.5 55.8 49.7 1.0 0.2 65 55 - - Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons buildings date 1m Early 136.5 -10.4 78 79 44.2 31.6 55.3 50.6 55.6 50.7 0.3 0.1 65 55 - - outside date 3F of the Near N11-8 136.5 -10.4 78 79 46.3 34.6 55.3 50.6 55.8 50.7 0.5 0.1 65 55 - - residenti date al Far buildings 136.5 -10.4 78 79 date 49.8 37.6 55.3 50.6 56.4 50.8 1.1 0.2 65 55 - - 1m Early 136.5 -1.4 78 79 45.9 33.2 56.8 52.3 57.1 52.4 0.3 0.1 65 55 - - outside date 6F of the Near N11-9 136.5 -1.4 78 79 48.0 36.3 56.8 52.3 57.3 52.4 0.5 0.1 65 55 - - residenti date al Far buildings 136.5 -1.4 78 79 date 51.5 39.3 56.8 52.3 57.9 52.5 1.1 0.2 65 55 - - Right side 1m Early 136.5 10.6 78 79 46.5 33.8 57.7 53.9 58.0 53.9 0.3 0.0 65 55 - - of outside date Suyua DK20+520 10F of Near N11 N11-1 136.5 10.6 78 79 48.6 36.9 57.7 53.9 58.2 54.0 0.5 0.1 65 55 - - n ~DK20+86 the date 0 0 residenti al Far 136.5 10.6 78 79 52.1 39.9 57.7 53.9 58.8 54.1 1.1 0.2 65 55 - - buildings date 1m Early 136.5 22.6 78 79 46.7 34.1 55.4 53.2 56.0 53.3 0.6 0.1 65 55 - - outside date N11-1 14F of Near 1 136.5 22.6 78 79 48.8 37.1 55.4 53.2 56.3 53.3 0.9 0.1 65 55 - - the date 321 residenti 136.5 22.6 78 79 Far 52.4 40.1 55.4 53.2 57.1 53.4 1.7 0.2 65 55 - - 322 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons al date buildings 1m Early 136.5 40.6 78 79 46.9 34.3 54.7 52.4 55.4 52.5 0.7 0.1 65 55 - - outside date 20F of Near N11-1 136.5 40.6 78 79 49.0 37.3 54.7 52.4 55.7 52.5 1.0 0.1 65 55 - - the date 2 residenti al Far 136.5 40.6 78 79 52.5 40.3 54.7 52.4 56.8 52.7 2.1 0.3 65 55 - - buildings date Dawa Right side Early 33.5 -11.1 105 105 56.2 43.5 61.8 / 62.9 / 1.1 / 60 / 2.9 / ng of 1m date Junior DK21+020 outside Near N12 N12-1 33.5 -11.1 105 105 58.3 46.5 61.8 / 63.4 / 1.6 / 60 / 3.4 / Middle ~DK21+10 1F of the date Schoo 0 buildings Far l 33.5 -11.1 105 105 61.8 49.6 61.8 / 64.8 / 3.0 / 60 / 4.8 / date Dawa Right side Early 33.5 -5.1 105 105 56.7 44.0 62.3 / 63.4 / 1.1 / 60 / 3.4 / ng of 1m date Junior DK21+020 outside Near N12 N12-2 33.5 -5.1 105 105 58.8 47.0 62.3 / 63.9 / 1.6 / 60 / 3.9 / Middle ~DK21+10 3F of the date Schoo 0 buildings Far l 33.5 -5.1 105 105 62.3 50.0 62.3 / 65.3 / 3.0 / 60 / 5.3 / date Suzho Right side 1m Early 92.2 -11.4 113 113 49.1 36.5 52.9 / 54.4 / 1.5 / 60 / - / u-Chu of outside date N13 N13-1 zhou DK21+120 1F of the Near 92.2 -11.4 113 113 51.2 39.5 52.9 / 55.2 / 2.3 / 60 / - / Branc ~DK21+30 buildings date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons h 0 Far 92.2 -11.4 113 113 54.7 42.5 52.9 / 56.9 / 4.0 / 60 / - / Schoo date l of Early Nanjin 92.2 -8.4 113 113 50.0 37.3 53.7 / 55.2 / 1.5 / 60 / - / date g Near Langy 1m 92.2 -8.4 113 113 52.1 40.4 53.7 / 56.0 / 2.3 / 60 / - / date a outside N13-2 Road 2F of the Primar buildings Far y 92.2 -8.4 113 113 55.6 43.4 53.7 / 57.8 / 4.1 / 60 / - / date Schoo l 1m Early 30.8 -12.9 140 140 59.0 46.3 70.3 67.3 70.6 67.3 0.3 0.0 70 60 0.6 7.3 outside date 1F of the Near first row 30.8 -12.9 140 140 61.1 49.3 70.3 67.3 70.8 67.4 0.5 0.1 70 60 0.8 7.4 N14-1 date Both sides of of residenti Far al 30.8 -12.9 140 140 64.6 52.4 70.3 67.3 71.3 67.4 1.0 0.1 70 60 1.3 7.4 DK24+590 date N14 Lvying ~DK24+91 buildings 0 1m Early 65.0 -12.9 140 140 54.7 42.0 61.2 57.6 62.1 57.7 0.9 0.1 60 50 2.1 7.7 outside date 1F of the Near N14-2 65.0 -12.9 140 140 56.8 45.0 61.2 57.6 62.5 57.8 1.3 0.2 60 50 2.5 7.8 residenti date 323 al buildings 65.0 -12.9 140 140 Far 60.3 48.1 61.2 57.6 63.8 58.1 2.6 0.5 60 50 3.8 8.1 324 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons date 1m Early 33.9 -13.5 140 140 58.5 45.8 61.4 57.8 63.2 58.1 1.8 0.3 70 60 - - outside date 1F of the Near first row 33.9 -13.5 140 140 date 60.6 48.8 61.4 57.8 64.0 58.3 2.6 0.5 70 60 - - N15-1 Both sides of of residenti Far al 33.9 -13.5 140 140 64.1 51.9 61.4 57.8 66.0 58.8 4.6 1.0 70 60 - - Zhuzh DK26+720 date N15 buildings uang ~DK26+76 0 1m Early 65.0 -13.5 140 140 54.9 42.2 57.9 52.4 59.7 52.8 1.8 0.4 60 50 - 2.8 outside date 1F of the Near N15-2 65.0 -13.5 140 140 57.0 45.2 57.9 52.4 60.5 53.2 2.6 0.8 60 50 0.5 3.2 residenti date al Far buildings 65.0 -13.5 140 140 date 60.5 48.2 57.9 52.4 62.4 53.8 4.5 1.4 60 50 2.4 3.8 1m Early 13.0 -13.9 140 140 62.0 49.3 64.1 61.3 66.2 61.6 2.1 0.3 70 60 - 1.6 outside date Right side 1F of the Near of first row 13.0 -13.9 140 140 date 64.1 52.3 64.1 61.3 67.1 61.8 3.0 0.5 70 60 - 1.8 N16-1 Luowe DK26+860 of N16 i ~DK26+89 residenti Far al 13.0 -13.9 140 140 67.5 55.3 64.1 61.3 69.2 62.3 5.1 1.0 70 60 - 2.3 0 date buildings 1m Early N16-2 67.0 -13.9 140 140 54.6 42.0 61.0 58.2 61.9 58.3 0.9 0.1 60 50 1.9 8.3 outside date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1F of the Near 67.0 -13.9 140 140 56.7 45.0 61.0 58.2 62.4 58.4 1.4 0.2 60 50 2.4 8.4 residenti date al Far buildings 67.0 -13.9 140 140 date 60.2 48.0 61.0 58.2 63.6 58.6 2.6 0.4 60 50 3.6 8.6 1m Early 81.0 -13.4 140 140 52.5 39.8 55.8 53.2 57.5 53.4 1.7 0.2 60 50 - 3.4 Right side outside date Zhuyu of 1F of the Near anzhu DK27+100 first row 81.0 -13.4 140 140 date 54.6 42.8 55.8 53.2 58.3 53.6 2.5 0.4 60 50 - 3.6 N17 ang, N17-1 ~DK27+80 of Panzh 0 residenti Far uang 81.0 -13.4 140 140 58.1 45.9 55.8 53.2 60.1 53.9 4.3 0.7 60 50 0.1 3.9 al date buildings 1m Early 66.6 -12.5 140 140 54.3 41.6 59.5 56.1 60.6 56.3 1.1 0.2 60 50 0.6 6.3 outside date Left side of 1F of the Near DK28+820 Dazhu first row 66.6 -12.5 140 140 date 56.4 44.7 59.5 56.1 61.2 56.4 1.7 0.3 60 50 1.2 6.4 N18 ~DK29+02 N18-1 ang of 0 residenti Far al 66.6 -12.5 140 140 59.9 47.7 59.5 56.1 62.7 56.7 3.2 0.6 60 50 2.7 6.7 date buildings Left side of 1m Early 47.9 -13.3 140 140 56.7 44.0 62.1 59.5 63.2 59.6 1.1 0.1 70 60 - - Shuan DK29+570 outside date N19 gmiaol ~DK29+83 N19-1 1F of the Near 47.9 -13.3 140 140 58.8 47.0 62.1 59.5 63.8 59.7 1.7 0.2 70 60 - - iu 0 first row date 325 of 47.9 -13.3 140 140 Far 62.3 50.0 62.1 59.5 65.2 60.0 3.1 0.5 70 60 - - 326 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons residenti date al buildings 1m Early 65.0 -13.3 140 140 54.8 42.2 60.9 58.4 61.9 58.5 1.0 0.1 60 50 1.9 8.5 outside date 1F of the Near N19-2 65.0 -13.3 140 140 56.9 45.2 60.9 58.4 62.4 58.6 1.5 0.2 60 50 2.4 8.6 residenti date al Far buildings 65.0 -13.3 140 140 date 60.4 48.2 60.9 58.4 63.7 58.8 2.8 0.4 60 50 3.7 8.8 1m Early 54.0 -10.8 140 117 55.1 41.8 62.2 59.9 63.0 60.0 0.8 0.1 70 60 - - outside date 1F of the Near first row 54.0 -10.8 140 117 date 57.1 44.8 62.2 59.9 63.4 60.0 1.2 0.1 70 60 - - N20-1 Right side of of residenti Far al 54.0 -10.8 140 117 60.4 47.9 62.2 59.9 64.4 60.2 2.2 0.3 70 60 - 0.2 Xiaoliu DK31+460 date N20 buildings ying ~DK32+07 0 1m Early 65.0 -10.8 140 117 53.3 40.0 60.7 58.2 61.4 58.3 0.7 0.1 60 50 1.4 8.3 outside date 1F of the Near N20-2 65.0 -10.8 140 117 55.3 43.0 60.7 58.2 61.8 58.3 1.1 0.1 60 50 1.8 8.3 residenti date al Far buildings 65.0 -10.8 140 117 date 58.6 46.0 60.7 58.2 62.8 58.5 2.1 0.3 60 50 2.8 8.5 Pengy Left side of 1m Early N21 N21-1 51.3 -24.4 140 140 55.8 43.1 61.3 58.8 62.4 58.9 1.1 0.1 70 60 - - ing DK32+700 outside date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons ~DK32+94 1F of the Near 51.3 -24.4 140 140 57.9 46.1 61.3 58.8 62.9 59.0 1.6 0.2 70 60 - - 0 first row date of residenti Far 51.3 -24.4 140 140 61.4 49.2 61.3 58.8 64.4 59.2 3.1 0.4 70 60 - - al date buildings 1m Early 65.0 -24.4 140 140 54.6 41.9 60.5 58.1 61.5 58.2 1.0 0.1 60 50 1.5 8.2 outside date 1F of the Near N21-2 65.0 -24.4 140 140 56.7 44.9 60.5 58.1 62.0 58.3 1.5 0.2 60 50 2.0 8.3 residenti date al Far buildings 65.0 -24.4 140 140 date 60.1 47.9 60.5 58.1 63.3 58.5 2.8 0.4 60 50 3.3 8.5 1m Early 27.7 -13.2 140 140 59.5 46.8 64.8 61.5 65.9 61.6 1.1 0.1 70 60 - 1.6 outside date Dianz 1F of the Near huang first row 27.7 -13.2 140 140 date 61.6 49.8 64.8 61.5 66.5 61.8 1.7 0.3 70 60 - 1.8 Both sides N22-1 of , of residenti Xiaob Far DK33+630 al 27.7 -13.2 140 140 65.1 52.8 64.8 61.5 67.9 62.1 3.1 0.6 70 60 - 2.1 N22 uzhua date ~DK33+90 buildings ng 0 and 1m Early 65.0 -13.2 140 140 54.8 42.1 60.8 57.6 61.8 57.7 1.0 0.1 60 50 1.8 7.7 Caoxi outside date aoying N22-2 1F of the Near 65.0 -13.2 140 140 56.9 45.1 60.8 57.6 62.3 57.8 1.5 0.2 60 50 2.3 7.8 residenti date 327 al 65.0 -13.2 140 140 Far 60.4 48.1 60.8 57.6 63.6 58.1 2.8 0.5 60 50 3.6 8.1 328 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons buildings date 1m Early 40.7 -12.8 140 140 57.6 44.9 65.7 62.9 66.3 63.0 0.6 0.1 70 60 - 3.0 outside date Left side of 1F of the Near Cheng DK34+400 first row 40.7 -12.8 140 140 date 59.7 47.9 65.7 62.9 66.7 63.0 1.0 0.1 70 60 - 3.0 N23 zhuan ~DK34+59 N23-1 of g 0 residenti Far al 40.7 -12.8 140 140 63.2 51.0 65.7 62.9 67.6 63.2 1.9 0.3 70 60 - 3.2 date buildings 1m Early Left side of 65.0 -12.8 140 140 54.7 42.0 60.6 57.9 61.6 58.0 1.0 0.1 60 50 1.6 8.0 outside date Cheng DK34+400 1F of the Near N23 zhuan ~DK34+59 N23-2 65.0 -12.8 140 140 56.8 45.0 60.6 57.9 62.1 58.1 1.5 0.2 60 50 2.1 8.1 residenti date g 0 al Far buildings 65.0 -12.8 140 140 date 60.3 48.0 60.6 57.9 63.4 58.3 2.8 0.4 60 50 3.4 8.3 1m Early 38.3 -12.4 140 140 57.9 45.3 63.0 60.5 64.2 60.6 1.2 0.1 70 60 - 0.6 outside date Both sides 1F of the Near of first row 38.3 -12.4 140 140 date 60.0 48.3 63.0 60.5 64.8 60.8 1.8 0.3 70 60 - 0.8 N24-1 Jinyin DK34+810 of N24 g ~DK34+89 residenti Far al 38.3 -12.4 140 140 63.5 51.3 63.0 60.5 66.3 61.0 3.3 0.5 70 60 - 1.0 0 date buildings 1m Early N24-2 65.0 -12.4 140 140 54.5 41.9 60.9 58.3 61.8 58.4 0.9 0.1 60 50 1.8 8.4 outside date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1F of the Near 65.0 -12.4 140 140 56.6 44.9 60.9 58.3 62.3 58.5 1.4 0.2 60 50 2.3 8.5 residenti date al Far buildings 65.0 -12.4 140 140 date 60.1 47.9 60.9 58.3 63.5 58.7 2.6 0.4 60 50 3.5 8.7 1m Early 48.7 -12.9 140 140 56.6 43.9 61.9 58.9 63.0 59.0 1.1 0.1 70 60 - - outside date 1F of the Near first row 48.7 -12.9 140 140 date 58.7 46.9 61.9 58.9 63.6 59.2 1.7 0.3 70 60 - - N25-1 Both sides of Xiang of residenti Far al 48.7 -12.9 140 140 62.2 50.0 61.9 58.9 65.1 59.4 3.2 0.5 70 60 - - guan DK35+630 date N25 buildings Village ~DK35+98 1 0 1m Early 65.0 -12.9 140 140 54.7 42.0 59.4 56.5 60.7 56.7 1.3 0.2 60 50 0.7 6.7 outside date 1F of the Near N25-2 65.0 -12.9 140 140 56.8 45.0 59.4 56.5 61.3 56.8 1.9 0.3 60 50 1.3 6.8 residenti date al Far buildings 65.0 -12.9 140 140 date 60.3 48.1 59.4 56.5 62.9 57.1 3.5 0.6 60 50 2.9 7.1 1m Early 41.1 -13.6 140 140 57.5 44.8 62.6 59.8 63.8 59.9 1.2 0.1 70 60 - - Left side of outside date DK36+500 1F of the Near Linyin N26 ~DK36+61 N26-1 first row 41.1 -13.6 140 140 date 59.6 47.9 62.6 59.8 64.4 60.1 1.8 0.3 70 60 - 0.1 g 0 of residenti 41.1 -13.6 140 140 Far 63.1 50.9 62.6 59.8 65.9 60.3 3.3 0.5 70 60 - 0.3 329 al date 330 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons buildings 1m Early 65.0 -13.6 140 140 54.9 42.2 60.2 57.3 61.3 57.4 1.1 0.1 60 50 1.3 7.4 outside date 1F of the Near N26-2 65.0 -13.6 140 140 57.0 45.2 60.2 57.3 61.9 57.6 1.7 0.3 60 50 1.9 7.6 residenti date al Far buildings 65.0 -13.6 140 140 date 60.5 48.2 60.2 57.3 63.3 57.8 3.1 0.5 60 50 3.3 7.8 1m Early 44.7 -11.2 140 140 57.2 44.5 62.3 59.5 63.5 59.6 1.2 0.1 70 60 - - outside date 1F of the Near first row 44.7 -11.2 140 140 date 59.3 47.5 62.3 59.5 64.0 59.8 1.7 0.3 70 60 - - N27-1 Right side of Xiang of residenti Far al 44.7 -11.2 140 140 62.7 50.5 62.3 59.5 65.5 60.0 3.2 0.5 70 60 - - guan DK37+500 date N27 buildings Village ~DK37+84 2 0 1m Early 65.0 -11.2 140 140 54.3 41.6 59.8 56.2 60.9 56.3 1.1 0.1 60 50 0.9 6.3 outside date 1F of the Near N27-2 65.0 -11.2 140 140 56.4 44.6 59.8 56.2 61.4 56.5 1.6 0.3 60 50 1.4 6.5 residenti date al Far buildings 65.0 -11.2 140 140 date 59.9 47.6 59.8 56.2 62.8 56.8 3.0 0.6 60 50 2.8 6.8 Right side 1m Early 36.9 -11.2 140 140 58.2 45.5 62.8 59.6 64.1 59.8 1.3 0.2 70 60 - - Luozh of outside date N28 N28-1 uang DK37+900 1F of the Near 36.9 -11.2 140 140 60.3 48.5 62.8 59.6 64.7 59.9 1.9 0.3 70 60 - - ~DK38+23 first row date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 0 of residenti Far 36.9 -11.2 140 140 63.8 51.5 62.8 59.6 66.3 60.2 3.5 0.6 70 60 - 0.2 al date buildings Right side 1m Early 65.0 -11.2 140 140 54.3 41.6 59.6 55.4 60.7 55.6 1.1 0.2 60 50 0.7 5.6 of outside date Luozh DK37+900 1F of the Near N28 N28-2 65.0 -11.2 140 140 56.4 44.6 59.6 55.4 61.3 55.7 1.7 0.3 60 50 1.3 5.7 uang ~DK38+23 residenti date 0 al Far buildings 65.0 -11.2 140 140 date 59.9 47.6 59.6 55.4 62.7 56.1 3.1 0.7 60 50 2.7 6.1 1m Early 31.4 -10.9 140 140 59.0 46.4 61.5 56.8 63.5 57.2 2.0 0.4 70 60 - - outside date 1F of the Near first row 31.4 -10.9 140 140 date 61.1 49.4 61.5 56.8 64.3 57.5 2.8 0.7 70 60 - - N29-1 of Left side of residenti Far DK39+350 al 31.4 -10.9 140 140 64.6 52.4 61.5 56.8 66.4 58.1 4.9 1.3 70 60 - - Jinghu date N29 ~DK39+48 buildings a 0 1m Early 65.0 -10.9 140 140 54.2 41.5 57.9 53.3 59.4 53.6 1.5 0.3 60 50 - 3.6 outside date 1F of the Near N29-2 65.0 -10.9 140 140 56.3 44.6 57.9 53.3 60.2 53.8 2.3 0.5 60 50 0.2 3.8 residenti date al Far buildings 65.0 -10.9 140 140 date 59.8 47.6 57.9 53.3 62.0 54.3 4.1 1.0 60 50 2.0 4.3 331 N30 New Both sides N30-1 1m 53.9 -13.4 121 140 Early 55.6 43.3 60.8 55.9 61.9 56.1 1.1 0.2 70 60 - - 332 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons Town of outside date at DK39+700 1F of the Near Mingfa ~DK40+91 first row 53.9 -13.4 121 140 date 57.8 46.3 60.8 55.9 62.6 56.4 1.8 0.5 70 60 - - North 0 of Statio residenti Far n al 53.9 -13.4 121 140 61.4 49.4 60.8 55.9 64.1 56.8 3.3 0.9 70 60 - - date buildings 1m Early 53.9 -7.4 121 140 56.0 43.8 61.6 56.4 62.7 56.6 1.1 0.2 70 60 - - outside date 3F of the Near first row 53.9 -7.4 121 140 date 58.2 46.8 61.6 56.4 63.2 56.8 1.6 0.4 70 60 - - N30-2 of residenti Far al 53.9 -7.4 121 140 61.8 49.8 61.6 56.4 64.7 57.3 3.1 0.9 70 60 - - date buildings 1m Early 53.9 1.6 121 140 57.0 44.7 61.7 56.9 63.0 57.2 1.3 0.3 70 60 - - outside date New Both sides 6F of the Near Town of first row 53.9 1.6 121 140 date 59.1 47.7 61.7 56.9 63.6 57.4 1.9 0.5 70 60 - - at N30-3 DK39+700 of N30 Mingfa ~DK40+91 residenti Far North 53.9 1.6 121 140 62.7 50.7 61.7 56.9 65.3 57.8 3.6 0.9 70 60 - - 0 al date Statio buildings n 1m Early N30-4 79.4 -13.4 121 140 52.3 40.0 56.4 53.7 57.8 53.9 1.4 0.2 60 50 - 3.9 outside date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1F of the Near 79.4 -13.4 121 140 54.5 43.0 56.4 53.7 58.5 54.1 2.1 0.4 60 50 - 4.1 residenti date al Far buildings 79.4 -13.4 121 140 date 58.1 46.1 56.4 53.7 60.3 54.4 3.9 0.7 60 50 0.3 4.4 1m Early 79.4 -7.4 121 140 53.8 41.6 57.8 54.3 59.3 54.5 1.5 0.2 60 50 - 4.5 outside date 3F of the Near N30-5 79.4 -7.4 121 140 56.0 44.6 57.8 54.3 60.0 54.7 2.2 0.4 60 50 - 4.7 residenti date al Far buildings 79.4 -7.4 121 140 date 59.6 47.6 57.8 54.3 61.8 55.1 4.0 0.8 60 50 1.8 5.1 1m Early 79.4 1.6 121 140 54.4 42.2 58.3 55.9 59.8 56.1 1.5 0.2 60 50 - 6.1 outside date 6F of the Near N30-6 79.4 1.6 121 140 56.6 45.2 58.3 55.9 60.5 56.3 2.2 0.4 60 50 0.5 6.3 residenti date al Far buildings 79.4 1.6 121 140 date 60.2 48.2 58.3 55.9 62.4 56.6 4.1 0.7 60 50 2.4 6.6 Kongq 1m Early 43.8 -16.8 140 140 57.0 44.4 62.4 57.6 63.5 57.8 1.1 0.2 70 60 - - ueche outside date Left side of ng, 1F of the Near DK41+600 Laian first row 43.8 -16.8 140 140 date 59.1 47.4 62.4 57.6 64.1 58.0 1.7 0.4 70 60 - - N31 ~DK42+05 N31-1 Xuefu of 0 Yinxia residenti Far ng al 43.8 -16.8 140 140 62.6 50.4 62.4 57.6 65.5 58.4 3.1 0.8 70 60 - - date buildings 333 N31 Kongq Left side of N31-2 1m 43.8 -7.8 140 140 Early 57.4 44.8 62.4 57.6 63.6 57.8 1.2 0.2 70 60 - - 334 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons ueche DK41+600 outside date ng, ~DK42+05 4F of the Near Laian 0 first row 43.8 -7.8 140 140 date 59.5 47.8 62.4 57.6 64.2 58.0 1.8 0.4 70 60 - - Xuefu of Yinxia residenti Far ng al 43.8 -7.8 140 140 63.0 50.8 62.4 57.6 65.7 58.4 3.3 0.8 70 60 - - date buildings 1m Early 43.8 4.2 140 140 58.9 46.2 62.4 57.6 64.0 57.9 1.6 0.3 70 60 - - outside date 8F of the Near first row 43.8 4.2 140 140 date 61.0 49.2 62.4 57.6 64.8 58.2 2.4 0.6 70 60 - - N31-3 of residenti Far al 43.8 4.2 140 140 64.5 52.2 62.4 57.6 66.6 58.7 4.2 1.1 70 60 - - date buildings 1m Early 43.8 16.2 140 140 59.2 46.6 62.4 57.6 64.1 57.9 1.7 0.3 70 60 - - outside date 12F of Near the first 43.8 16.2 140 140 date 61.3 49.6 62.4 57.6 64.9 58.2 2.5 0.6 70 60 - - N31-4 row of residenti Far al 43.8 16.2 140 140 64.8 52.6 62.4 57.6 66.8 58.8 4.4 1.2 70 60 - - date buildings 1m Early N31-5 59.3 28.2 140 140 56.9 44.3 62.4 57.6 63.5 57.8 1.1 0.2 70 60 - - outside date Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 16F of Near 59.3 28.2 140 140 59.0 47.3 62.4 57.6 64.0 58.0 1.6 0.4 70 60 - - the first date row of residenti Far 59.3 28.2 140 140 62.5 50.3 62.4 57.6 65.5 58.3 3.1 0.7 70 60 - - al date buildings 1m Early 59.3 46.2 140 140 52.0 39.3 62.4 57.6 62.8 57.7 0.4 0.1 70 60 - - outside date 22F of Near the first 59.3 46.2 140 140 date 54.1 42.3 62.4 57.6 63.0 57.7 0.6 0.1 70 60 - - N31-6 row of residenti Far al 59.3 46.2 140 140 57.6 45.4 62.4 57.6 63.6 57.9 1.2 0.3 70 60 - - date buildings 1m Early 59.3 -16.8 140 140 55.3 42.7 60.6 55.8 61.7 56.0 1.1 0.2 60 50 1.7 6.0 outside date Kongq 1F of the Near ueche N31-7 59.3 -16.8 140 140 57.4 45.7 60.6 55.8 62.3 56.2 1.7 0.4 60 50 2.3 6.2 Left side of residenti date ng, al DK41+600 Far N31 Laian ~DK42+05 buildings 59.3 -16.8 140 140 date 60.9 48.7 60.6 55.8 63.8 56.6 3.2 0.8 60 50 3.8 6.6 Xuefu 0 1m Early Yinxia 59.3 -7.8 140 140 54.4 41.7 60.6 55.8 61.5 56.0 0.9 0.2 60 50 1.5 6.0 outside date ng N31-8 4F of the Near 59.3 -7.8 140 140 56.5 44.7 60.6 55.8 62.0 56.1 1.4 0.3 60 50 2.0 6.1 residenti date 335 al 59.3 -7.8 140 140 Far 60.0 47.7 60.6 55.8 63.3 56.4 2.7 0.6 60 50 3.3 6.4 336 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons buildings date 1m Early 59.3 4.2 140 140 56.9 44.3 60.6 55.8 62.2 56.1 1.6 0.3 60 50 2.2 6.1 outside date 8F of the Near N31-9 59.3 4.2 140 140 59.0 47.3 60.6 55.8 62.9 56.4 2.3 0.6 60 50 2.9 6.4 residenti date al Far buildings 59.3 4.2 140 140 date 62.5 50.3 60.6 55.8 64.7 56.9 4.1 1.1 60 50 4.7 6.9 1m Early 59.3 16.2 140 140 57.4 44.7 60.6 55.8 62.3 56.1 1.7 0.3 60 50 2.3 6.1 outside date 12F of Near N31-1 59.3 16.2 140 140 59.5 47.7 60.6 55.8 63.1 56.4 2.5 0.6 60 50 3.1 6.4 the date 0 residenti al Far 59.3 16.2 140 140 63.0 50.7 60.6 55.8 65.0 57.0 4.4 1.2 60 50 5.0 7.0 buildings date Countr Early 74.8 -12.9 140 134 53.0 40.2 59.6 55.3 60.5 55.4 0.9 0.1 60 50 0.5 5.4 y date 1m Garde Right side outside 74.8 -12.9 140 134 Near 55.0 43.2 59.6 55.3 60.9 55.6 1.3 0.3 60 50 0.9 5.6 n- date of 1F of the Meigui DK41+720 first row N32 yuan N32-1 ~DK43+63 of Countr 0 residenti Far y 74.8 -12.9 140 134 58.5 46.2 59.6 55.3 62.1 55.8 2.5 0.5 60 50 2.1 5.8 al date Garde buildings n·- Cheng Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons shiHu ayuan 1m Early 74.8 -6.9 140 134 54.4 41.6 60.7 56.9 61.6 57.0 0.9 0.1 60 50 1.6 7.0 outside date 3F of the Near first row 74.8 -6.9 140 134 56.5 44.6 60.7 56.9 62.1 57.1 1.4 0.2 60 50 2.1 7.1 N32-2 date of Countr residenti Far al 74.8 -6.9 140 134 59.9 47.6 60.7 56.9 63.3 57.4 2.6 0.5 60 50 3.3 7.4 y date Garde buildings n- 1m Early Right side 74.8 2.1 140 134 55.0 42.2 62.6 58.3 63.3 58.4 0.7 0.1 60 50 3.3 8.4 Meigui outside date of yuan 6F of the Near DK41+720 74.8 2.1 140 134 57.1 45.2 62.6 58.3 63.7 58.5 1.1 0.2 60 50 3.7 8.5 N32 Countr first row date ~DK43+63 N32-3 y of 0 Garde residenti Far n·- al 74.8 2.1 140 134 60.5 48.2 62.6 58.3 64.7 58.7 2.1 0.4 60 50 4.7 8.7 date Cheng buildings shiHu 1m Early ayuan 74.8 14.1 140 134 55.5 42.7 63.0 59.6 63.7 59.7 0.7 0.1 60 50 3.7 9.7 outside date 10F of Near N32-4 the first 74.8 14.1 140 134 57.6 45.7 63.0 59.6 64.1 59.8 1.1 0.2 60 50 4.1 9.8 date row of residenti Far 74.8 14.1 140 134 61.1 48.8 63.0 59.6 65.1 59.9 2.1 0.3 60 50 5.1 9.9 date 337 al 338 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons buildings 1m Early 74.8 26.1 140 134 55.7 42.8 61.9 58.4 62.8 58.5 0.9 0.1 60 50 2.8 8.5 outside date 14F of Near the first 74.8 26.1 140 134 date 57.7 45.9 61.9 58.4 63.3 58.6 1.4 0.2 60 50 3.3 8.6 N32-5 row of residenti Far al 74.8 26.1 140 134 61.2 48.9 61.9 58.4 64.6 58.9 2.7 0.5 60 50 4.6 8.9 date buildings 1m Early 74.8 38.1 140 134 54.8 42.0 59.2 56.5 60.5 56.7 1.3 0.2 60 50 0.5 6.7 outside date 18F of Near the first 74.8 38.1 140 134 date 56.9 45.0 59.2 56.5 61.2 56.8 2.0 0.3 60 50 1.2 6.8 N32-6 row of residenti Far al 74.8 38.1 140 134 60.3 48.0 59.2 56.5 62.8 57.1 3.6 0.6 60 50 2.8 7.1 date buildings Countr 1m Early 74.8 62.1 140 134 49.3 36.5 56.8 53.8 57.5 53.9 0.7 0.1 60 50 - 3.9 y Right side outside date Garde of 26F of Near n - DK41+720 the first 74.8 62.1 140 134 date 51.4 39.5 56.8 53.8 57.9 54.0 1.1 0.2 60 50 - 4.0 N32 N32-7 Meigui ~DK43+63 row of yuan 0 residenti Far Countr al 74.8 62.1 140 134 54.8 42.5 56.8 53.8 58.9 54.1 2.1 0.3 60 50 - 4.1 date y buildings Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons Garde n·- Cheng shiHu ayuan Early Laian 1m 83.4 -12.9 140 140 52.2 39.5 59.4 53.9 60.2 54.1 0.8 0.2 60 50 0.2 4.1 date Count outside Near y N33-1 1F of the 83.4 -12.9 140 140 54.3 42.5 59.4 53.9 60.6 54.2 1.2 0.3 60 50 0.6 4.2 date The Left side of hospital building Far Secon DK42+180 83.4 -12.9 140 140 57.7 45.5 59.4 53.9 61.7 54.5 2.3 0.6 60 50 1.7 4.5 date N33 d ~DK42+30 Early Peopl 0 1m 83.4 -6.9 140 140 54.0 41.3 60.3 54.8 61.2 55.0 0.9 0.2 60 50 1.2 5.0 date e's outside Hospit Near N33-2 3F of the 83.4 -6.9 140 140 56.1 44.3 60.3 54.8 61.7 55.2 1.4 0.4 60 50 1.7 5.2 al date hospital building Far 83.4 -6.9 140 140 59.6 47.3 60.3 54.8 63.0 55.5 2.7 0.7 60 50 3.0 5.5 date 1m Early 92.3 -13.6 140 120 50.5 37.3 66.4 59.8 66.5 59.8 0.1 0.0 60 50 6.5 9.8 Right side outside date of 1F of the Near Duhui DK44+200 first row 92.3 -13.6 140 120 date 52.5 40.3 66.4 59.8 66.6 59.8 0.2 0.0 60 50 6.6 9.8 N34 N34-1 Yijing ~DK44+35 of 0 residenti Far al 92.3 -13.6 140 120 55.8 43.3 66.4 59.8 66.8 59.9 0.4 0.1 60 50 6.8 9.9 date 339 buildings 340 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1m Early 92.3 -7.6 140 120 52.2 39.0 67.0 59.6 67.1 59.6 0.1 0.0 60 50 7.1 9.6 outside date 3F of the Near first row 92.3 -7.6 140 120 date 54.3 42.1 67.0 59.6 67.2 59.7 0.2 0.1 60 50 7.2 9.7 N34-2 of residenti Far al 92.3 -7.6 140 120 57.6 45.1 67.0 59.6 67.5 59.8 0.5 0.2 60 50 7.5 9.8 date buildings 1m Early 92.3 1.4 140 120 53.0 39.8 67.9 60.7 68.0 60.7 0.1 0.0 60 50 8.0 10.7 outside date 6F of the Near first row 92.3 1.4 140 120 date 55.0 42.8 67.9 60.7 68.1 60.8 0.2 0.1 60 50 8.1 10.8 N34-3 of residenti Far Right side al 92.3 1.4 140 120 58.4 45.8 67.9 60.7 68.4 60.8 0.5 0.1 60 50 8.4 10.8 date of buildings Duhui DK44+200 N34 1m Early Yijing ~DK44+35 92.3 13.1 140 120 53.5 40.3 67.2 60.3 67.4 60.3 0.2 0.0 60 50 7.4 10.3 outside date 0 10F of Near the first 92.3 13.1 140 120 date 55.5 43.3 67.2 60.3 67.5 60.4 0.3 0.1 60 50 7.5 10.4 N34-4 row of residenti Far al 92.3 13.1 140 120 58.8 46.3 67.2 60.3 67.8 60.5 0.6 0.2 60 50 7.8 10.5 date buildings N34-5 1m 92.3 25.1 140 120 Early 53.7 40.5 66.6 59.8 66.8 59.9 0.2 0.1 60 50 6.8 9.9 Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons outside date 14F of Near the first 92.3 25.1 140 120 date 55.7 43.5 66.6 59.8 66.9 59.9 0.3 0.1 60 50 6.9 9.9 row of residenti Far al 92.3 25.1 140 120 59.0 46.5 66.6 59.8 67.3 60.0 0.7 0.2 60 50 7.3 1- date buildings 1m Early 88.2 -13.6 140 18 47.3 21.3 62.5 55.9 62.6 55.9 0.1 0.0 60 50 2.6 5.9 Right side outside date of 1F of the Near Mengt DK44+450 first row 88.2 -13.6 140 18 date 48.8 24.3 62.5 55.9 62.7 55.9 0.2 0.0 60 50 2.7 5.9 N35 N35-1 a Kali ~DK44+61 of 0 residenti Far al 88.2 -13.6 140 18 50.3 27.3 62.5 55.9 62.8 55.9 0.3 0.0 60 50 2.8 5.9 date buildings 1m Early 30.9 -15.4 140 140 58.8 46.1 70.9 66.2 71.2 66.2 0.3 0.0 70 60 1.2 6.2 outside date Right side 1F of the Near of first row 30.9 -15.4 140 140 date 60.9 49.2 70.9 66.2 71.3 66.3 0.4 0.1 70 60 1.3 6.3 Chahe N36-1 DK44+800 of N36 Towns ~DK45+50 residenti Far hip 30.9 -15.4 140 140 64.4 52.2 70.9 66.2 71.8 66.4 0.9 0.2 70 60 1.8 6.4 0 al date buildings 1m Early N36-2 65.0 -15.4 140 140 54.8 42.2 63.3 58.2 63.9 58.3 0.6 0.1 60 50 3.9 8.3 341 outside date 342 Environmental Impact Report Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons 1F of the Near 65.0 -15.4 140 140 57.0 45.2 63.3 58.2 64.2 58.4 0.9 0.2 60 50 4.2 8.4 residenti date al Far buildings 65.0 -15.4 140 140 date 60.4 48.2 63.3 58.2 65.1 58.6 1.8 0.4 60 50 5.1 8.6 1m Early 41.9 -17.4 140 136 57.1 44.3 68.3 64.5 68.6 64.5 0.3 0.0 70 60 - 4.5 outside date 1F of the Near first row 41.9 -17.4 140 136 date 59.1 47.3 68.3 64.5 68.8 64.6 0.5 0.1 70 60 - 4.6 N37-1 of Jintaiy Left side of residenti Far tang – DK45+140 al 41.9 -17.4 140 136 62.6 50.3 68.3 64.5 69.3 64.7 1.0 0.2 70 60 - 4.7 date N37 Yangg ~DK45+58 buildings uangc 0 1m Early heng 65.0 -17.4 140 136 54.6 41.9 66.8 61.1 67.1 61.2 0.3 0.1 60 50 7.1 11.2 outside date 1F of the Near N37-2 65.0 -17.4 140 136 56.7 44.9 66.8 61.1 67.2 61.2 0.4 0.1 60 50 7.2 11.2 residenti date al Far buildings 65.0 -17.4 140 136 date 60.2 47.9 66.8 61.1 67.7 61.3 0.9 0.2 60 50 7.7 11.3 1m Early Daqia Both sides 17.1 -23.4 120 120 58.3 45.6 63.5 56.1 64.6 56.5 1.1 0.4 70 60 - - outside date o of 1F of the Near Comm DK46+070 N38 N38-1 first row 17.1 -23.4 120 120 date 60.4 48.6 63.5 56.1 65.2 56.8 1.7 0.7 70 60 - - unity ~DK46+27 of Road 0 residenti 17.1 -23.4 120 120 Far 63.9 51.7 63.5 56.1 66.7 57.4 3.2 1.3 70 60 - - West date al Continued Noise Predicted Relative Pure increment Train value of relation with contribution Current (predicted Standard Out-of-limit speed overlying Descri line value of value value – value value (km/h) environment No. of ption Predic Location (m) Predi railway noise current al noise sensiti of Line ted of cted value) ve sensiti mileage point measure Stop time Stop Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ point ve No. d point Horizo Eleva at period at point ntal tion majo Daytim Night Dayti Nightti Daytim Night Dayti Nightti Dayti Nightti Dayti Nightt each distan differ r e time me me e time me me me me me ime statio ce ence stati n ons buildings 1m Early 65.0 -23.4 120 120 53.3 40.6 62.7 55.0 63.2 55.2 0.5 0.2 60 50 3.2 5.2 outside date 1F of the Near N38-2 65.0 -23.4 120 120 55.4 43.6 62.7 55.0 63.4 55.3 0.7 0.3 60 50 3.4 5.3 residenti date al Far buildings 65.0 -23.4 120 120 date 58.8 46.6 62.7 55.0 64.2 55.6 1.5 0.6 60 50 4.2 5.6 Note: 1. In the distance column of the table, the "horizontal distance" is that between the sensitive point and the center line of the outer rail; 2. The altitude difference in the table is the vertical distance from the measured point to the rail surface; 3. "/" means no measurement or a standard value, and "-" means no excess; 4. For the pure contribution value of intercity railway, the overlying current value is not considered, and only the contribution value of the noise in the project is considered; the predicted value of environmental noise refers to the environmental noise after the contribution value of intercity railway is overlaid on the current value. 343 Environmental Impact Report Table 5.2-12 List of Noise Control Measures for Sensitive Points in Elevated Section Unit: dB (A) Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, No. of dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, Description Predict Location of are taken are taken taken (LAeq, dB) sensiti dB) (LAeq, dB) dB) of sensitive ed point measured (LAeq, dB) (LAeq, dB) dB) ve point No. point Investme point Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) 1m outside 1F of the N1-1 first row of 46.2 -11.3 58.3 46.5 62.3 58.1 - 3.1 63.8 58.4 1.5 0.3 70 60 - - residential The predicted value N1 Pai Fang buildings reaches the standard or 1m outside maintains the status quo 1F of the N1-2 65.0 -11.3 55.6 43.8 61.8 57.6 1.8 7.6 62.7 57.8 0.9 0.2 60 50 2.7 7.8 residential buildings 1m outside 1F of the Yaopu The predicted value N2 N2-1 first row of 72.8 -11.9 51.1 39.3 59.9 55.3 - 5.3 60.4 55.4 0.5 0.1 60 50 - 5.4 Village maintains the status quo residential buildings 1m outside 1F of the N3-1 first row of 8.6 -13.3 60.6 48.8 54.8 50.9 - - 61.6 53.0 6.8 2.1 70 60 - - residential has a predicted value N3 Dadun buildings satisfying the quality 1m outside standards the N3-2 50.0 -13.3 54.2 42.4 54.3 50.5 - - 57.3 51.1 3.0 0.6 65 55 - - residential buildings 1m outside 1F of the N4-1 first row of -13.1 52.8 41.2 57.3 53.5 - - 58.6 53.7 1.3 0.2 65 55 - - 35.8 24.2 57.3 53.5 0.0 0.0 - - residential buildings 1m outside 3F of the N4-2 first row of -7.1 54.6 43.0 59.0 55.2 - 0.2 60.4 55.5 1.4 0.3 65 55 - 0.5 37.6 26.0 59.0 55.2 0.0 0.0 - 0.2 residential buildings Set noise barriers 3.5m The high on the right side of environm 1m outside DK3+930~DK4+710 for ental 6F of the 780m; set rubber noise Jianghuayu N4-3 first row of 1.9 55.3 43.7 60.5 56.8 - 1.8 61.7 57.0 1.2 0.2 65 55 - 2.0 41.3 29.7 60.6 56.8 0.1 0.0 - 1.8 floating track beds or maintain N4 an and residential 88.7 1170.0 take a vibration the status Dongxiang buildings reduction measure with quo after 1m outside same effect for the 10F of the DK3+930~DK4+710 measure N4-4 first row of 13.9 55.8 44.2 60.9 57.1 - 2.1 62.1 57.3 1.2 0.2 65 55 - 2.3 45.8 34.2 61.0 57.1 0.1 0.0 - 2.1 Double Line for 780lm. is taken residential buildings 1m outside 14F of the N4-5 first row of 25.9 56.0 44.3 59.3 55.6 - 0.6 61.0 55.9 1.7 0.3 65 55 - 0.9 51.0 39.3 59.9 55.7 0.6 0.1 - 0.7 residential buildings 1m outside N4-6 37.9 55.9 44.2 58.2 54.3 - - 60.2 54.7 2.0 0.4 65 55 - - 50.9 39.2 58.9 54.4 0.7 0.1 - - 18F of the 344 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ first row of residential buildings 1m outside 1F of the N4-7 -13.1 52.5 40.9 56.8 53.1 - 3.1 58.2 53.4 1.4 0.3 60 50 - 3.4 35.5 23.9 56.8 53.1 0.0 0.0 - 3.1 residential buildings 1m outside 3F of the N4-8 91.2 -7.1 54.3 42.7 58.6 54.5 - 4.5 60.0 54.8 1.4 0.3 60 50 - 4.8 37.3 25.7 58.6 54.5 0.0 0.0 - 4.5 residential buildings 1m outside 6F of the N4-9 1.9 55.1 43.5 59.9 56.1 - 6.1 61.2 56.3 1.3 0.2 60 50 1.2 6.3 41.1 29.5 60.0 56.1 0.1 0.0 - 6.1 residential buildings Set noise barriers 3.5m The high on the right side of environm DK6+330~DK6+800 for ental Chuzhou 470m; set rubber noise Vocational 1m outside floating track beds or maintain N5 and N5-1 1F of 78.6 -7.4 51.7 39.8 56.5 50.4 1.5 5.4 57.7 50.8 1.2 0.4 55 45 2.7 5.8 705.0 40.2 28.3 56.6 50.4 0.1 0.0 1.6 5.4 take a vibration the status Technical dormitories reduction measure with quo after College same effect for the DK6+330~DK6+800 measure Double Track for 470lm. is taken 1m outside 1F of the N6-1 first row of 9.0 -10.8 65.5 53.8 56.1 51.8 - - 66.0 55.9 9.9 4.1 70 60 - - Guxiafan, residential has a predicted value N6 Wanqiao buildings satisfying the quality Village 1m outside standards 1F of the N6-2 50.0 -10.8 58.6 46.9 55.5 51.4 - - 60.3 52.7 4.8 1.3 65 55 - - residential buildings The measures are consistent with the approved environmental The impact assessment environm (EIA) measures: set ental 1m outside noise barriers 3.5m high noise 1F of the on the left side of Zhizihuawa maintain N7 N7-1 first row of 106.2 -15.5 52.3 40.6 57.7 54.5 - 4.5 58.8 54.7 1.1 0.2 60 50 - 4.7 DK13+850~DK14+100 375.0 43.3 31.6 57.9 54.5 0.2 0.0 - 4.5 ng the status residential for 250m; set rubber quo after buildings floating track beds or the take a vibration measure reduction measure with is taken same effect for DK13+850~DK14+100 Double Track for 250 lm. 1m outside 1F of the The predicted value N8 Geyoufang N8-1 first row of 145.0 -15.6 49.6 37.9 56.8 52.3 - 2.3 57.6 52.5 0.8 0.2 60 50 - 2.5 maintains the status quo residential buildings 345 Environmental Impact Report Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) 1m outside 1F of the N9-1 first row of -13.7 53.6 41.8 53.9 50.3 - - 56.8 50.9 2.9 0.6 70 60 - - residential buildings 1m outside 3F of the N9-2 first row of -7.7 53.9 42.1 55.7 52.0 - - 57.9 52.4 2.2 0.4 70 60 - - The predicted value residential buildings reaches the standard. 1m outside The measures are 6F of the consistent with the N9-3 first row of 1.3 55.0 43.3 56.3 52.6 - - 58.7 53.1 2.4 0.5 70 60 - - approved EIA residential measures: set buildings semi-closed noise 1m outside 45.9 barriers on the right side 10F of the of N9-4 first row of 13.3 55.7 43.9 56.8 52.8 - - 59.3 53.3 2.5 0.5 70 60 - - residential DK19+480~DK19+595 buildings and 1m outside DK19+695~DK20+100 14F of the for 520m; set rubber N9-5 first row of 25.3 54.2 42.5 56.2 52.4 - - 58.3 52.8 2.1 0.4 70 60 - - floating track beds or residential take a vibration buildings reduction measure with 1m outside 18F of the same effect for N9-6 first row of 37.3 49.7 37.9 54.5 50.8 - - 55.7 51.0 1.2 0.2 70 60 - - DK19+480~DK19+595 residential and Dongshen buildings DK19+695~DK20+100 N9 1m outside 2184.0 g Garden Double Track for 520lm; 1F of the Section N9-7 back row of -13.7 49.6 37.8 53.9 50.3 - - 55.3 50.5 1.4 0.2 65 55 - - DK19+595~DK19+695 residential buildings is located in 1m outside Suzhou-Chuzhou 3F of the Industrial Park Station. N9-8 back row of -7.7 51.0 39.2 55.7 52.0 - - 57.0 52.2 1.3 0.2 65 55 - - The station should be residential closed. The walls, doors buildings and windows should 1m outside have a good sound 6F of the insulation property. The N9-9 back row of 1.3 51.6 39.8 56.3 52.6 - - 57.6 52.8 1.3 0.2 65 55 - - residential noise reduction effect buildings should be equivalent to 1m outside 78.4 that of the semi-closed 10F of the noise barrier at least. N9-10 back row of 13.3 52.1 40.4 56.8 52.8 - - 58.1 53.0 1.3 0.2 65 55 - - The investment should residential be included in the buildings project design and the 1m outside 14F of the EIA should not be N9-11 back row of 25.3 52.3 40.5 56.2 53.7 - - 57.7 53.6 1.5 0.2 65 55 - - invested separately. residential buildings 1m outside 18F of the N9-12 back row of 37.3 51.8 40.1 54.5 50.8 - - 56.4 51.2 1.9 0.4 65 55 - - residential buildings 346 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) 1m outside 1F of the N10-1 first row of -15.0 49.4 37.6 61.0 57.9 - 2.9 61.3 57.9 0.3 0.0 70 55 - 2.9 residential buildings The predicted value 1m outside maintains the status 3F of the quo. The measures are N10-2 first row of -9.0 50.6 38.9 62.4 59.4 - 4.4 62.7 59.4 0.3 0.0 70 55 - 4.4 consistent with the residential approved EIA buildings measures: set 1m outside 6F of the semi-closed noise N10-3 first row of 0.0 51.2 39.5 64.2 60.9 - 5.9 64.4 60.9 0.2 0.0 70 55 - 5.9 barriers on the left side residential of Linlouxiao buildings DK20+220~DK20+460 N10 1m outside 81.6 1320.0 qu for 240m; set full-closed 10F of the noise barriers for N10-4 first row of 12.0 51.8 40.0 64.7 61.3 - 6.3 64.9 61.3 0.2 0.0 70 55 - 6.3 DK20+460~DK20+520 residential buildings for 60m; set rubber 1m outside floating track beds or 14F of the take a vibration N10-5 first row of 24.0 52.0 40.3 63.5 60.6 - 5.6 63.8 60.6 0.3 0.0 70 55 - 5.6 reduction measure with residential same effect for buildings DK20+220-DK20+520 1m outside Double Line for 300lm. 18F of the N10-6 first row of 36.0 51.8 40.1 61.8 58.5 - 3.5 62.2 58.6 0.4 0.1 70 55 - 3.6 residential buildings 1m outside 1F of the N11-1 first row of -16.4 52.4 40.7 56.4 51.4 - - 57.9 51.8 1.5 0.4 70 60 - - residential buildings 1m outside The predicted value 3F of the N11-2 first row of -10.4 52.6 40.9 58.3 53.6 - - 59.3 53.8 1.0 0.2 70 60 - - reaches the standard. residential The measures are buildings consistent with the 1m outside approved EIA 6F of the measures: set N11-3 first row of -1.4 53.6 41.8 60.7 55.2 - 0.2 61.5 55.4 0.8 0.2 70 60 - - semi-closed noise residential barriers on the right side buildings N11 Suyuan 1m outside 59.7 of 1680.0 10F of the DK20+520~DK20+920 N11-4 first row of 10.6 54.3 42.6 61.2 55.9 - 0.9 62.0 56.1 0.8 0.2 70 60 - - for 400m; set rubber residential floating track beds or buildings take a vibration 1m outside reduction measure with 14F of the same effect for N11-5 first row of 22.6 54.4 42.7 59.1 54.4 - - 60.4 54.7 1.3 0.3 70 60 - - residential DK20+520~DK20+920 buildings Double Track for 400lm. 1m outside 20F of the N11-6 first row of 40.6 50.9 39.2 58.3 53.7 - - 59.0 53.9 0.7 0.2 70 60 - - residential buildings 347 Environmental Impact Report Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) 1m outside 1F of the N11-7 -16.4 45.2 33.5 54.8 49.5 - - 55.3 49.6 0.5 0.1 65 55 - - residential buildings 1m outside 3F of the N11-8 -10.4 46.3 34.6 55.3 50.6 - - 55.8 50.7 0.5 0.1 65 55 - - residential buildings 1m outside 6F of the N11-9 -1.4 48.0 36.3 56.8 52.3 - - 57.3 52.4 0.5 0.1 65 55 - - residential buildings 136.5 1m outside 10F of the N11-10 10.6 48.6 36.9 57.7 53.9 - - 58.2 54.0 0.5 0.1 65 55 - - residential buildings 1m outside 14F of the N11-11 22.6 48.8 37.1 55.4 53.2 - - 56.3 53.3 0.9 0.1 65 55 - - residential buildings 1m outside 20F of the N11-12 40.6 49.0 37.3 54.7 52.4 - - 55.7 52.5 1.0 0.1 65 55 - - residential buildings 1m outside The measures are N12-1 1F of the -11.1 58.3 46.5 61.8 / 0.5 / 63.4 / 1.6 / 60 / 3.4 / consistent with the 46.8 35.0 61.9 / 0.1 / 1.9 / buildings approved EIA The measures: set noise environm barriers 3.5m high on ental Dawang the right side of noise Junior DK20+970~DK21+150 maintain N12 33.5 270.0 Middle 1m outside for 180m; set rubber the status School N12-2 3F of the -5.1 58.8 47.0 62.3 / 2.3 / 63.9 / 1.6 / 60 / 3.9 / floating track beds or quo after 47.3 35.5 62.4 / 0.1 / 2.4 / buildings take a vibration the reduction measure with measure same effect for is taken DK20+970~DK21+150 Double Track for 180lm. 1m outside The predicted value N13-1 1F of the -11.4 51.2 39.5 52.9 / - / 55.2 / 2.3 / 60 / - / reaches the standard. buildings The measures are Suzhou-C consistent with the huzhou approved EIA Branch measures: set noise School of barriers 3.5m high on N13 Nanjing 92.2 105.0 1m outside the right side of Langya N13-2 2F of the -8.4 52.1 40.4 53.7 / - / 56.0 / 2.3 / 60 / - / DK21+150~DK21+220 Road buildings for 70m; set rubber Primary floating track beds or School take a vibration reduction measure with same effect for 348 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) DK21+150~DK21+220 Double Track for 70lm. 1m outside The measures are 1F of the consistent with the N14-1 first row of 30.8 -12.9 61.1 49.3 70.3 67.3 0.3 12.3 70.8 67.4 0.5 0.1 70 60 0.8 7.4 approved EIA 46.6 34.8 70.3 67.3 0.0 0.0 0.3 7.3 The residential measures: set noise environm buildings barriers 3.5m high on ental each side of noise DK24+540~DK24+970 maintain N14 Lvying for 430m (totally 860m 774.0 the status 1m outside on both sides); set quo after 1F of the rubber floating track N14-2 65.0 -12.9 56.8 45.0 61.2 57.6 1.2 7.6 62.5 57.8 1.3 0.2 60 50 2.5 7.8 the 45.3 33.5 61.3 57.6 0.1 0.0 1.3 7.6 residential beds or take a vibration measure buildings reduction measure with is taken same effect for DK24+540~DK24+970 Double Track for 430lm. 1m outside The measures are 1F of the consistent with the N15-1 first row of 33.9 -13.5 60.6 48.8 61.4 57.8 1.4 7.8 64.0 58.3 2.6 0.5 70 60 - - approved EIA 46.1 34.3 61.5 57.8 0.1 0.0 - - The residential measures: set noise environm buildings barriers 3.5m high on ental each side of noise DK26+580~DK26+790 Zhuzhuan maintain N15 for 210m (totally 420m 378.0 g the status 1m outside on both sides); set quo after 1F of the rubber floating track N15-2 65.0 -13.5 57.0 45.2 57.9 52.4 - 2.4 60.5 53.2 2.6 0.8 60 50 0.5 3.2 the 44.5 32.7 58.1 52.4 0.2 0.0 - 2.4 residential beds or take a vibration measure buildings reduction measure with is taken same effect for DK26+580~DK26+790 Double Track for 210lm. 1m outside The measures are 1F of the consistent with the N16-1 first row of 13.0 -13.9 64.1 52.3 64.1 61.3 - 6.3 67.1 61.8 3.0 0.5 70 60 - 1.8 approved EIA The 47.1 35.3 64.2 61.3 0.1 0.0 - 1.3 residential measures: set noise environm buildings barriers 3.5m high on ental the right side of noise DK26+790~DK26+980 maintain N16 Luowei 285.0 for 190m; set rubber the status 1m outside floating track beds or quo after 1F of the N16-2 67.0 -13.9 56.7 45.0 61.0 58.2 1.0 8.2 62.4 58.4 1.4 0.2 60 50 2.4 8.4 take a vibration the 46.2 33.5 61.1 58.2 0.1 0.0 1.1 8.2 residential reduction measure with measure buildings same effect for is taken DK26+790~DK26+980 Double Track for 190lm. The 1m outside The measure is functional Zhuyuanz 1F of the consistent with the requirem huang, N17 N17-1 first row of 81.0 -13.4 54.6 42.8 55.8 53.2 - 3.2 58.3 53.6 2.5 0.4 60 50 - 3.6 approved EIA measure: ents for 9.0 Panzhuan residential set sound proof indoor g buildings windows for 150m2. use are met after 349 Environmental Impact Report Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) the measures are taken. The measures are consistent with the approved EIA The measures: set noise environm barriers 3.5m high on ental 1m outside the left side of noise 1F of the DK28+800~DK29+040 maintain N18 Dazhuang N18-1 first row of 66.6 -12.5 56.4 44.7 59.5 56.1 - 6.1 61.2 56.4 1.7 0.3 60 50 1.2 6.4 360.0 46.4 34.7 59.7 56.1 0.2 0.0 - 6.1 for 240m; set rubber the status residential floating track beds or quo after buildings take a vibration the reduction measure with measure same effect for is taken DK28+800~DK29+040 Double Track for 240lm. 1m outside The measures are 1F of the consistent with the N19-1 first row of 47.9 -13.3 58.8 47.0 62.1 59.5 - 4.5 63.8 59.7 1.7 0.2 70 60 - - approved EIA The 47.3 35.5 62.2 59.5 0.1 0.0 - - residential measures: set noise environm buildings barriers 3.5m high on ental the left side of noise Shuangmi DK29+600~DK29+870 maintain N19 405.0 aoliu for 270m; set rubber the status 1m outside floating track beds or quo after 1F of the take a vibration N19-2 65.0 -13.3 56.9 45.2 60.9 58.4 0.9 8.4 62.4 58.6 1.5 0.2 60 50 2.4 8.6 the 46.4 34.7 61.1 58.4 0.2 0.0 1.1 8.4 residential reduction measure with measure buildings same effect for is taken DK29+600~DK29+870 Double Track for 270lm. 1m outside The measures are 1F of the consistent with the N20-1 first row of 54.0 -10.8 57.1 44.8 62.2 59.9 - 4.9 63.4 60.0 1.2 0.1 70 60 - - approved EIA The 44.6 32.3 62.3 59.9 0.1 0.0 - - residential measures: set noise environm buildings barriers 3.5m high on ental the right side of noise Xiaoliuyin DK31+460~DK31+830 maintain N20 555.0 g for 370m; set rubber the status 1m outside floating track beds or quo after 1F of the take a vibration N20-2 65.0 -10.8 55.3 43.0 60.7 58.2 0.7 8.2 61.8 58.3 1.1 0.1 60 50 1.8 8.3 the 43.8 31.5 60.8 58.2 0.1 0.0 0.8 8.2 residential reduction measure with measure buildings same effect for is taken DK31+460~DK31+830 Double Track for 370lm. 1m outside The measures are The 1F of the consistent with the environm N21-1 first row of 51.3 -24.4 57.9 46.1 61.3 58.8 - 3.8 62.9 59.0 1.6 0.2 70 60 - - approved EIA ental 45.9 34.1 61.4 58.8 0.1 0.0 - - residential measures: set noise noise N21 Pengying buildings barriers 3.5m high on maintain 525.0 the left side of the status 1m outside DK32+640~DK32+990 quo after N21-2 1F of the 65.0 -24.4 56.7 44.9 60.5 58.1 0.5 8.1 62.0 58.3 1.5 0.2 60 50 2.0 8.3 for 350m; set rubber 45.2 33.4 60.6 58.1 0.1 0.0 0.6 8.1 the residential floating track beds or measure 350 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) buildings take a vibration is taken reduction measure with same effect for DK32+640~DK32+990 Double Track for 350lm. 1m outside The measures are 1F of the consistent with the N22-1 first row of 27.7 -13.2 61.6 49.8 64.8 61.5 - 6.5 66.5 61.8 1.7 0.3 70 60 - 1.8 approved EIA The 47.1 35.3 64.9 61.5 0.1 0.0 - 1.5 residential measures: set noise environm Dianzhuan buildings barriers 3.5m high on ental g, the left side of noise Xiaobuzhu DK33+570~DK33+880 maintain N22 465.0 ang and for 310m; set rubber the status 1m outside floating track beds or quo after Caoxiaoyi 1F of the take a vibration ng N22-2 65.0 -13.2 56.9 45.1 60.8 57.6 0.8 7.6 62.3 57.8 1.5 0.2 60 50 2.3 7.8 the 45.9 34.1 60.9 57.6 0.1 0.0 0.9 7.6 residential reduction measure with measure buildings same effect for is taken DK33+570~DK33+880 Double Track for 310lm. 1m outside The measures are 1F of the consistent with the N23-1 first row of 40.7 -12.8 59.7 47.9 65.7 62.9 - 7.9 66.7 63.0 1.0 0.1 70 60 - 3.0 approved EIA The 47.2 35.4 65.8 62.9 0.1 0.0 - 2.9 residential measures: set noise environm buildings barriers 3.5m high on ental the left side of noise Chengzhu DK34+360~DK34+640 maintain N23 420.0 ang for 280m; set rubber the status 1m outside floating track beds or quo after 1F of the N23-2 65.0 -12.8 56.8 45.0 60.6 57.9 0.6 7.9 62.1 58.1 1.5 0.2 60 50 2.1 8.1 take a vibration the 46.3 34.5 60.8 57.9 0.2 0.0 0.8 7.9 residential reduction measure with measure buildings same effect for is taken DK34+360~DK34+640 Double Track for 280lm. 1m outside The measures are 1F of the consistent with the N24-1 first row of 38.3 -12.4 60.0 48.3 63.0 60.5 - 5.5 64.8 60.8 1.8 0.3 70 60 - 0.8 approved EIA 48.5 36.8 63.2 60.5 0.2 0.0 - 0.5 The residential measures: set noise environm buildings barriers 3.5m high on ental each side of noise DK34+770~DK34+900 maintain N24 Jinying for 130m (totally 260m 234.0 the status 1m outside on both sides); set quo after 1F of the rubber floating track N24-2 65.0 -12.4 56.6 44.9 60.9 58.3 0.9 8.3 62.3 58.5 1.4 0.2 60 50 2.3 8.5 the 46.6 34.9 61.1 58.3 0.2 0.0 1.1 8.3 residential beds or take a vibration measure buildings reduction measure with is taken same effect for DK34+770~DK34+900 Double Track for 130lm. 1m outside The measures are The 1F of the consistent with the environm Xiangguan N25 N25-1 first row of 48.7 -12.9 58.7 46.9 61.9 58.9 - 3.9 63.6 59.2 1.7 0.3 70 60 - - approved EIA ental 375.0 47.7 35.9 62.1 58.9 0.2 0.0 - - Village 1 residential measures: set noise noise buildings barriers 3.5m high on maintaint 351 Environmental Impact Report Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal Daytim Nightti Daytim Nightti Daytim Nightti ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) the right side of he status DK35+550~DK35+800 quo after for 250m; set rubber the 1m outside floating track beds or measure 1F of the N25-2 65.0 -12.9 56.8 45.0 59.4 56.5 - 6.5 61.3 56.8 1.9 0.3 60 50 1.3 6.8 take a vibration is taken 46.3 34.5 59.6 56.5 0.2 0.0 - 6.5 residential reduction measure with buildings same effect for DK35+550~DK35+800 Double Track for 250lm. 1m outside The measures are 1F of the consistent with the N26-1 first row of 41.1 -13.6 59.6 47.9 62.6 59.8 - 4.8 64.4 60.1 1.8 0.3 70 60 - 0.1 approved EIA The 48.6 36.9 62.8 59.8 0.2 0.0 - - residential measures: set noise environm buildings barriers 3.5m high on ental the left side of noise DK36+450~DK36+650 maintain N26 Linying 300.0 for 200m; set rubber the status 1m outside floating track beds or quo after 1F of the take a vibration N26-2 65.0 -13.6 57.0 45.2 60.2 57.3 0.2 7.3 61.9 57.6 1.7 0.3 60 50 1.9 7.6 the 47.0 35.2 60.4 57.3 0.2 0.0 0.4 7.3 residential reduction measure with measure buildings same effect for is taken DK36+450~DK36+650 Double Track for 200lm. 1m outside Set noise barriers 3.5m The 1F of the high on the right side of environm N27-1 first row of 44.7 -11.2 59.3 47.5 62.3 59.5 - 4.5 64.0 59.8 1.7 0.3 70 60 - - DK37+460~DK37+890 ental 42.3 30.5 62.3 59.5 0.0 0.0 - - residential for 430m; set rubber noise Xiangguan buildings floating track beds or maintain N27 645.0 Village 2 take a vibration the status 1m outside reduction measure with quo after 1F of the same effect for N27-2 65.0 -11.2 56.4 44.6 59.8 56.2 - 6.2 61.4 56.5 1.6 0.3 60 50 1.4 6.5 the 41.9 30.1 59.9 56.2 0.1 0.0 - 6.2 residential DK37+460~DK37+890 measure buildings Double Track for 430lm. is taken 1m outside Set noise barriers 3.5m The 1F of the high on the right side of environm N28-1 first row of 36.9 -11.2 60.3 48.5 62.8 59.6 - 4.6 64.7 59.9 1.9 0.3 70 60 - - DK37+890~DK38+280 ental 43.3 31.5 62.8 59.6 0.0 0.0 - - residential for 390m; set rubber noise Luozhuan buildings floating track beds or maintain N28 585.0 g take a vibration the status 1m outside reduction measure with quo after 1F of the N28-2 65.0 -11.2 56.4 44.6 59.6 55.4 - 5.4 61.3 55.7 1.7 0.3 60 50 1.3 5.7 same effect for the 41.9 30.1 59.7 55.4 0.1 0.0 - 5.4 residential DK37+890~DK38+280 measure buildings Double Track for 390lm. is taken 1m outside Set noise barriers 3.5m The 1F of the high on the left side of environm N29-1 first row of 31.4 -10.9 61.1 49.4 61.5 56.8 - 1.8 64.3 57.5 2.8 0.7 70 60 - - DK39+230~DK39+530 ental 48.1 36.4 61.7 56.8 0.2 0.0 - - residential for 300m; set rubber noise buildings floating track beds or maintain N29 Jinghua 450.0 take a vibration the status 1m outside reduction measure with quo after 1F of the N29-2 65.0 -10.9 56.3 44.6 57.9 53.3 - 3.3 60.2 53.8 2.3 0.5 60 50 0.2 3.8 same effect for the 45.3 33.6 58.1 53.3 0.2 0.0 - 3.3 residential DK39+230~DK39+530 measure buildings Double Track for 300lm. is taken 352 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) 1m outside 1F of the N30-1 first row of -13.4 57.8 46.3 60.8 55.9 - 0.9 62.6 56.4 1.8 0.5 70 60 - - 40.8 29.3 60.8 55.9 0.0 0.0 - - residential buildings 1m outside 3F of the Set noise barriers 3.5m N30-2 first row of 53.9 -7.4 58.2 46.8 61.6 56.4 - 1.4 63.2 56.8 1.6 0.4 70 60 - - high on the right side of 41.2 29.8 61.6 56.4 0.0 0.0 - - residential DK39+650~DK40+970 buildings The for 1,320m; set noise environm 1m outside barriers 3.5m high on ental 6F of the the left side of New Town noise N30-3 first row of 1.6 59.1 47.7 61.7 56.9 - 1.9 63.6 57.4 1.9 0.5 70 60 - - DK40+000~DK40+200 42.1 30.7 61.7 56.9 0.0 0.0 - - at Mingfa maintain N30 residential for 200m; set rubber 2040.0 North the status buildings floating track beds or Station quo after 1m outside take a vibration the 1F of the reduction measure with N30-4 -13.4 54.5 43.0 56.4 53.7 - 3.7 58.5 54.1 2.1 0.4 60 50 - 4.1 measure 39.5 28.0 56.5 53.7 0.1 0.0 - 3.7 residential same effect for is taken buildings DK39+650~DK40+970 1m outside Double Track for 3F of the 1,320lm. N30-5 79.4 -7.4 56.0 44.6 57.8 54.3 - 4.3 60.0 54.7 2.2 0.4 60 50 - 4.7 41.0 29.6 57.9 54.3 0.1 0.0 - 4.3 residential buildings 1m outside 6F of the N30-6 1.6 56.6 45.2 58.3 55.9 - 5.9 60.5 56.3 2.2 0.4 60 50 0.5 6.3 41.6 30.2 58.4 55.9 0.1 0.0 - 5.9 residential buildings 1m outside 1F of the N31-1 first row of -16.8 59.1 47.4 62.4 57.6 - 2.6 64.1 58.0 1.7 0.4 70 60 - - 44.1 32.4 62.5 57.6 0.1 0.0 - - residential buildings The 1m outside predicted 4F of the value of N31-2 first row of -7.8 59.5 47.8 62.4 57.6 - 2.6 64.2 58.0 1.8 0.4 70 60 - - 44.5 32.8 62.5 57.6 0.1 0.0 - - Set noise barriers 3.5m environm residential high on the left side of ental buildings DK41+550~DK42+100 noise 1m outside Kongquec for 550m; set rubber reaches 8F of the heng, floating track bed or take the N31 N31-3 first row of 43.8 4.2 61.0 49.2 62.4 57.6 - 2.6 64.8 58.2 2.4 0.6 70 60 - - 825.0 52.0 40.2 62.8 57.7 0.4 0.1 - - LaianXuef a vibration reduction standard residential uYinxiang measure with same or buildings effect for maintains 1m outside DK41+550~DK42+100 the status 12F of the Double Track for 550lm. quo after N31-4 first row of 16.2 61.3 49.6 62.4 57.6 - 2.6 64.9 58.2 2.5 0.6 70 60 - - 54.3 42.6 63.0 57.7 0.6 0.1 - - the residential measures buildings are taken. 1m outside 16F of the N31-5 first row of 28.2 59.0 47.3 62.4 57.6 - 2.6 64.0 58.0 1.6 0.4 70 60 - - 54.0 42.3 63.0 57.7 0.6 0.1 - - residential buildings 353 Environmental Impact Report Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) 1m outside 22F of the N31-6 first row of 46.2 54.1 42.3 62.4 57.6 - 2.6 63.0 57.7 0.6 0.1 70 60 - - 49.1 37.3 62.6 57.6 0.2 0.0 - - residential buildings 1m outside 1F of the N31-7 -16.8 57.4 45.7 60.6 55.8 0.6 5.8 62.3 56.2 1.7 0.4 60 50 2.3 6.2 43.4 31.7 60.7 55.8 0.1 0.0 0.7 5.8 residential buildings 1m outside 4F of the N31-8 -7.8 56.5 44.7 60.6 55.8 0.6 5.8 62.0 56.1 1.4 0.3 60 50 2.0 6.1 42.5 30.7 60.7 55.8 0.1 0.0 0.7 5.8 residential buildings 65.0 1m outside 8F of the N31-9 4.2 59.0 47.3 60.6 55.8 0.6 5.8 62.9 56.4 2.3 0.6 60 50 2.9 6.4 50.0 38.3 61.0 55.9 0.4 0.1 1.0 5.9 residential buildings 1m outside 12F of the N31-10 16.2 59.5 47.7 60.6 55.8 0.6 5.8 63.1 56.4 2.5 0.6 60 50 3.1 6.4 52.5 40.7 61.2 55.9 0.6 0.1 1.2 5.9 residential buildings 1m outside 1F of the N32-1 first row of -12.9 55.0 43.2 59.6 55.3 - 5.3 60.9 55.6 1.3 0.3 60 50 0.9 5.6 38.0 26.2 59.6 55.3 0.0 0.0 - 5.3 residential buildings 1m outside 3F of the N32-2 first row of -6.9 56.5 44.6 60.7 56.9 0.7 6.9 62.1 57.1 1.4 0.2 60 50 2.1 7.1 39.5 27.6 60.7 56.9 0.0 0.0 0.7 6.9 residential Set semi-closed noise buildings barriers on the right side of 1m outside DK41+700~DK43+170 The 6F of the for 1,470m; set noise environm Country N32-3 first row of 2.1 57.1 45.2 62.6 58.3 2.6 8.3 63.7 58.5 1.1 0.2 60 50 3.7 8.5 40.1 28.2 62.6 58.3 0.0 0.0 2.6 8.3 barriers 3.5m high on ental Garden - residential the right side of noise Meiguiyua buildings DK43+170~DK43+680 maintain N32 n, Country 1m outside 74.8 6459.0 for 510m; set rubber the status Garden·- 10F of the floating track beds or quo after Chengshi N32-4 first row of 14.1 57.6 45.7 63.0 59.6 3.0 9.6 64.1 59.8 1.1 0.2 60 50 4.1 9.8 44.6 32.7 63.1 59.6 0.1 0.0 3.1 9.6 take a vibration the Huayuan residential reduction measure with measure buildings same effect for is taken 1m outside DK42+100~DK43+680 14F of the Double Track for N32-5 first row of 26.1 57.7 45.9 61.9 58.4 1.9 8.4 63.3 58.6 1.4 0.2 60 50 3.3 8.6 47.7 35.9 62.1 58.4 0.2 0.0 2.1 8.4 1,580lm. residential buildings 1m outside 18F of the N32-6 first row of 38.1 56.9 45.0 59.2 56.5 - 6.5 61.2 56.8 2.0 0.3 60 50 1.2 6.8 48.9 37.0 59.6 56.5 0.4 0.0 - 6.5 residential buildings N32-7 1m outside 62.1 51.4 39.5 56.8 53.8 - 3.8 57.9 54.0 1.1 0.2 60 50 - 4.0 46.4 34.5 57.2 53.9 0.4 0.1 - 3.9 354 Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) 26F of the first row of residential buildings 1m outside The 1F of the environm N33-1 -12.9 54.3 42.5 59.4 53.9 - 3.9 60.6 54.2 1.2 0.3 60 50 0.6 4.2 40.8 29.0 59.5 53.9 0.1 0.0 - 3.9 The hospital Set noise barriers 3.5m ental Second building high on the left side of noise People’s DK42+100~DK42+320 maintain N33 83.4 66.0 Hospital of 1m outside for 220m; the vibration the status Laian 3F of the reduction measure has quo after N33-2 -6.9 56.1 44.3 60.3 54.8 0.3 4.8 61.7 55.2 1.4 0.4 60 50 1.7 5.2 42.6 30.8 60.4 54.8 0.1 0.0 0.4 4.8 County hospital been included in N32. the building measure is taken 1m outside 1F of the N34-1 first row of -13.6 52.5 40.3 66.4 59.8 6.4 9.8 66.6 59.8 0.2 0.0 60 50 6.6 9.8 residential buildings 1m outside 3F of the N34-2 first row of -7.6 54.3 42.1 67.0 59.6 7.0 9.6 67.2 59.7 0.2 0.1 60 50 7.2 9.7 residential buildings 1m outside 6F of the DuhuiYijin The predicted value N34 N34-3 first row of 92.3 1.4 55.0 42.8 67.9 60.7 7.9 10.7 68.1 60.8 0.2 0.1 60 50 8.1 10.8 g maintains the status quo residential buildings 1m outside 10F of the N34-4 first row of 13.1 55.5 43.3 67.2 60.3 7.2 10.3 67.5 60.4 0.3 0.1 60 50 7.5 10.4 residential buildings 1m outside 14F of the N34-5 first row of 25.1 55.7 43.5 66.6 59.8 6.6 9.8 66.9 59.9 0.3 0.1 60 50 6.9 9.9 residential buildings 1m outside 1F of the Mengta The predicted value N35 N35-1 first row of 88.2 -13.6 48.8 24.3 62.5 55.9 2.5 5.9 62.7 55.9 0.2 0.0 60 50 2.7 5.9 Kali maintains the status quo residential buildings 1m outside 1F of the N36-1 first row of 30.9 -15.4 60.9 49.2 70.9 66.2 0.9 11.2 71.3 66.3 0.4 0.1 70 60 1.3 6.3 Chahe residential The predicted value N36 Township buildings maintains the status quo 1m outside N36-2 1F of the 65.0 -15.4 57.0 45.2 63.3 58.2 3.3 8.2 64.2 58.4 0.9 0.2 60 50 4.2 8.4 residential 355 Environmental Impact Report Continued Contribution Predicted Predicted Value added Contribution Value added value of value of value of Out-of-limit Current Current by the project value of by the project Relative railway traffic environmental Out-of-limit environmental value after the monitoring out-of-limit before the Standard value railway after after the relation with noise before noise before value (LAeq, Treatment measures for EIA noise after the measures are value (LAeq, value measures are (LAeq, dB) the measures measures are line (m) the measures the measures dB) measures are taken (LAeq, Descriptio Predict dB) (LAeq, dB) taken (LAeq, are taken taken (LAeq, No. of Location of are taken are taken taken (LAeq, dB) n of ed dB) (LAeq, dB) dB) sensitiv measured (LAeq, dB) (LAeq, dB) dB) sensitive point e point point Investme point No. Horizo Elevat nt Effect ntal ion Daytim Nightti Daytim Nightti Dayti Night Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti estimatio Daytim Nightti Daytim Nightti Daytim Nightti Daytim Nightti Measure content descriptio distanc differe e me e me me time e me e me e me e me n e me e me e me e me n e nce (RMB 10,000) buildings 1m outside 1F of the N37-1 first row of 41.9 -17.4 59.1 47.3 68.3 64.5 - 9.5 68.8 64.6 0.5 0.1 70 60 - 4.6 Jintaiytang residential – The predicted value N37 buildings Yangguan maintains the status quo 1m outside gcheng 1F of the N37-2 65.0 -17.4 56.7 44.9 66.8 61.1 6.8 11.1 67.2 61.2 0.4 0.1 60 50 7.2 11.2 residential buildings 1m outside 1F of the N38-1 first row of 17.1 -23.4 60.4 48.6 63.5 56.1 3.5 6.1 65.2 56.8 1.7 0.7 70 60 - - Daqiao residential The predicted value Communit N38 buildings reaches the standard or y Road 1m outside maintains the status quo West 1F of the N38-2 65.0 -23.4 55.4 43.6 62.7 55.0 1.8 5.0 63.4 55.3 0.7 0.3 60 50 3.4 5.3 residential buildings Note: 1. In the distance column of the table, the "horizontal distance" is that between the sensitive point and the center line of the outer rail; 2. The altitude difference in the table is the vertical distance from the measured point to the rail surface; 3. "/" means no measurement or a standard value, and "-" means no excess; 4. For the pure contribution value of intercity railway, the overlying current value is not considered, and only the contribution value of the noise in the project is considered; the predicted value of environmental noise refers to the environmental noise after the contribution value of intercity railway is overlaid on the current value. 356 Table 5.2-16 Predicted Results of Outdoor Vibration of Sensitive Points along the Line Predicted value of Assessment Relation with the railway vibration standards Excess status position of railway No. of Predicte Location of Predicted VLzmax (dB) (dB) Description of sensitive sensitiv d point predicted Elevation Line form speed v point Distanc e point No. point differenc (km/h) e Daytime Night Daytime Night Daytime Night e (m) Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ (m) Outdoor Qualifi V1 Pai Fang V1-1 46.2 -11.3 Bridge 131 60.5 60.5 80 80 Qualified 0.5m ed Outdoor Qualifi V2 Dadun V2-1 8.6 -13.3 Bridge 85 65.9 65.9 80 80 Qualified 0.5m ed Outdoor Qualifi V3 LongpanHuijing V3-1 57.1 15.9 Tunnel 80 58.2 58.2 80 80 Qualified 0.5m ed Outdoor Qualifi V4 LongpanXiyuan V4-1 43.7 16.2 Tunnel 88 61.1 61.1 80 80 Qualified 0.5m ed Land and Property Tax Outdoor Qualifi V5 V5-1 49.6 17.8 Tunnel 105 61.6 61.6 80 80 Qualified Bureau of Chuzhou 0.5m ed Entry-Exit Inspection and Outdoor Qualifi V6 V6-1 49.4 19.7 Tunnel 112 62.0 62.0 80 80 Qualified Quarantine of Chuzhou 0.5m ed Outdoor Qualifi V7 SainaHepan V7-1 46.8 27.3 Tunnel 126 62.9 62.9 80 80 Qualified 0.5m ed Outdoor Qualifi V8 TianyiHuafu V8-1 47.4 29.7 Tunnel 135 63.2 63.2 80 80 Qualified 0.5m ed Outdoor Qualifi V9 Faneng International City V9-1 47.5 26.8 Tunnel 140 63.8 63.8 80 80 Qualified 0.5m ed Municipal Bureau of Outdoor Qualifi V10 Quality and Technology V10-1 53.0 19.0 Tunnel 57 55.7 55.7 80 80 Qualified 0.5m ed Supervision Municipal Administration of Outdoor Qualifi V11 Land Resources and V11-1 54.4 16.2 Tunnel 36 51.6 51.6 80 80 Qualified 0.5m ed House Property Chuzhou Public Security Outdoor Qualifi V12 V12-1 54.2 15.1 Tunnel 85 59.2 59.2 80 80 Qualified Bureau 0.5m ed Outdoor Qualifi V13 ZuoanXiangsong V13-1 47.2 14.6 Tunnel 102 61.9 61.9 80 80 Qualified 0.5m ed 357 358 Environmental Impact Report Predicted value of Assessment Relation with the railway vibration standards Excess status position of railway No. of Predicte Location of Predicted VLzmax (dB) (dB) Description of sensitive sensitiv d point predicted Elevation Line form speed v point Distanc e point No. point differenc (km/h) e Daytime Night Daytime Night Daytime Night e (m) (m) Outdoor Qualifi V14 Guxiafan, Wanqiao Village V14-1 9.0 -10.8 Bridge 140 70.1 70.1 80 80 Qualified 0.5m ed Outdoor Qualifi V15 Dongsheng Garden V15-1 45.9 -13.7 Bridge 75 55.7 55.7 80 80 Qualified 0.5m ed Outdoor Qualifi V16 Suyuan V16-1 59.7 -16.4 Bridge 79 53.9 53.9 80 80 Qualified 0.5m ed Continued Predicted value of Assessment Relation with the railway vibration standards Excess status position of railway VLzmax (dB) (dB) No. of Predicte Location of Predicted Description of sensitive Elevatio sensitiv d point predicted Line form speed v point Distanc n e point No. point (km/h) e differenc Daytime Night Daytime Night Daytime Night (m) e (m) Dawang Junior Middle Outdoor Qualifi V17 V17-1 33.5 -11.1 Bridge 105 61.4 61.4 80 80 Qualified School 0.5m ed Outdoor Qualifi V18 Lvying V18-1 30.8 -12.9 Bridge 140 64.6 64.6 80 80 Qualified 0.5m ed Outdoor Qualifi V19 Zhuzhuang V19-1 33.9 -13.5 Bridge 140 63.8 63.8 80 80 Qualified 0.5m ed Outdoor Qualifi V20 Luowei V20-1 13.0 -13.9 Bridge 140 68.5 68.5 80 80 Qualified 0.5m ed Outdoor Qualifi V21 Shuangmiaoliu V21-1 47.9 -13.3 Bridge 140 60.8 60.8 80 80 Qualified 0.5m ed Outdoor Qualifi V22 Xiaoliuying V22-1 54.0 -10.8 Bridge 140 59.7 59.7 80 80 Qualified 0.5m ed Outdoor Qualifi V23 Pengying V23-1 51.3 -24.4 Bridge 140 60.2 60.2 80 80 Qualified 0.5m ed Continued Predicted value of Assessment Relation with the railway vibration standards Excess status position of railway VLzmax (dB) (dB) No. of Predicte Location of Predicted Description of sensitive Elevatio sensitiv d point predicted Line form speed v point Distanc n e point No. point (km/h) e differenc Daytime Night Daytime Night Daytime Night (m) e Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■ ■ ■ ■ (m) Dianzhuang, Outdoor Qualifi V24 Xiaobuzhuang and V24-1 27.7 -13.2 Bridge 140 65.2 65.2 80 80 Qualified 0.5m ed Caoxiaoying Outdoor Qualifi V25 Chengzhuang V25-1 40.7 -12.8 Bridge 140 62.2 62.2 80 80 Qualified 0.5m ed Outdoor Qualifi V26 Jinying V26-1 38.3 -12.4 Bridge 140 62.7 62.7 80 80 Qualified 0.5m ed Outdoor Qualifi V27 Xiangguan Village 1 V27-1 48.7 -12.9 Bridge 140 60.6 60.6 80 80 Qualified 0.5m ed Outdoor Qualifi V28 Linying V28-1 41.1 -13.6 Bridge 140 62.1 62.1 80 80 Qualified 0.5m ed Outdoor Qualifi V29 Xiangguan Village 2 V29-1 54.5 -11.2 Bridge 140 59.7 59.7 80 80 Qualified 0.5m ed Outdoor Qualifi V30 Luozhuang V30-1 36.9 -11.2 Bridge 140 63.0 63.0 80 80 Qualified 0.5m ed Outdoor Qualifi V31 Jinghua V31-1 28.4 -10.9 Bridge 140 65.1 65.1 80 80 Qualified 0.5m ed New Town at Mingfa North Outdoor Qualifi V32 V32-1 53.9 -13.4 Bridge 140 59.8 59.8 80 80 Qualified Station 0.5m ed Kongquecheng, Outdoor Qualifi V33 V33-1 43.8 -16.8 Bridge 140 61.6 61.6 80 80 Qualified LaianXuefuYinxiang 0.5m ed Outdoor Qualifi V34 Chahe Township V34-1 30.9 -15.4 Bridge 140 64.6 64.6 80 80 Qualified 0.5m ed Jintaiytang – Outdoor Qualifi V35 V35-1 41.9 -17.4 Bridge 140 61.9 61.9 80 80 Qualified Yangguangcheng 0.5m ed Daqiao Community Road Outdoor Qualifi V36 V36-1 17.1 -23.4 Bridge 120 65.9 65.9 80 80 Qualified West 0.5m ed V37 Luowei V37-1 Outdoor 15.2 -9.4 Bridge 30 54.4 54.4 80 80 Qualified Qualifi 359 360 Environmental Impact Report Continued Predicted value of Assessment Relation with the railway vibration standards Excess status position of railway VLzmax (dB) (dB) No. of Predicte Location of Predicted Description of sensitive Elevatio sensitiv d point predicted Line form speed v point Distanc n e point No. point (km/h) e differenc Daytime Night Daytime Night Daytime Night (m) e (m) 0.5m ed Outdoor Qualifi V38 Zaoshuchen V38-1 0 26.8 Tunnel 104 72.3 72.3 80 80 Qualified 0.5m ed Outdoor Qualifi V39 Chali Village V39-1 53.0 24.1 Tunnel 111 61.2 61.2 80 80 Qualified 0.5m ed Outdoor Qualifi V40 Yujiaying V40-1 0 12 Tunnel 105 79.3 79.3 80 80 Qualified 0.5m ed Chuzhou-Nanjing Intercity Railway Project with World Bank Loan■■■■ Table 5.2-18 List of Vibration Control Measures for Sensitive Points Noise Noise Noise predicted After the After the Predicted Predicted predicted VLzmax out-of-limit value of measures measures are value after the Relative line value value of Out-of-limit value of secondary are taken taken Investment estimation measures are location VLzmax secondary value secondary structure after VLz10 VLzmax (RMB 10,000) taken (dB) structure (dB) structure the measures Out-of-limit Out-of-limit Descrip Predict Location VLzmax (dB) Adminis Train (dB) (dB) are taken value (dB) value (dB) Vibration Vibration tion of Line mileage Line ed of (dB) S/N trative Section speed Vibration mitigation measures reduction reduction sensitiv location form point predicte region (km/h) measure mileage effect Vibration Function e point No. d point mitigation replaceme Horiz Eleva measures nt ontal tion Dayti Nightti Dayti Nightt Dayti Nightt Dayti Night Daytim Nightti Daytim Nightti Dayti Nightt Daytim Nightti (RMB (RMB 1.5 Total distan differ me me me ime me ime me time e me e me me ime e me 12,000 million / ce ence /m) household) Outdoor Qualifi Qualif Qualif Qualif When the V38-1 72.3 72.3 64.3 64.3 0.5m ed ied ied ied vibration is ① Carry out function reduced by replacement of the sensitive more than Chahe buildings (about 14 8dB, the Town Pukou households) within 5m from environmental Station - Both sides of DK52+750~DK5 District Zaoshu Tunn both sides of the center line vibration and V38 Nanjing DK52+800~D 0 26.8 104 3+200 Double 1080 2100 3180 4.0 of outer rail of the line; ② 67.3 of chen el Qualif Qualif Qualifi Qualifi the noise of North K53+150 V38-2 Indoor 75.3 75.3 46.0 46.0 3.3 6.3 1.0 67.3 31.6 31.6 Track Nanjing ied ied ed ed secondary Railway use rubber floating truck structure Station beds or taken other reach the measures with equivalent standard after vibration reduction effect. the measures are taken. Outdoor Qualifi Qualif Qualif Qualif When the V40-1 79.3 79.3 71.3 71.3 0.5m ed ied ied ied vibration is ① Carry out function reduced by replacement of the sensitive more than Chahe buildings (about 5 8dB, the Town Pukou households) within 5m from environmental Station - Both sides of DK53+630~DK5 District Yujiayin Tunn both sides of the center line vibration and V40 Nanjing DK53+680~D 0 12.0 105 4+070 Double 1056 750 1806 13.3 10.1 13.1 of outer rail of the line; ② 74.3 of g el Indoor Qualif Qualif Qualifi Qualifi the noise of North K54+020 V40-2 82.3 82.3 55.1 55.1 10.3 74.3 40.3 40.3 Track Nanjing floor ied ied ed ed secondary Railway use rubber floating truck structure Station beds or taken other reach the measures with equivalent standard after vibration reduction effect. the measures are taken. 361