Environment Monitoring Report

Project Number: 39153-013 November 2015

PRC: -Lichuan Railway Development Project

Prepared by OASIS Environmental Protection Technology Co., Ltd.

This Environment Monitoring Report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Director, Management or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Loan Project of Asian Development Bank Chongqing-Lichuan Railway Development Project

Environment Monitoring Report 2015

Beijing OASIS Environmental Protection Technology Co., Ltd.

November 2015

Table of Contents

1 Preface ...... 2 1.1 Project Introduction...... 2 1.2 Basis for Formulating...... 3 1.3 Aim ...... 3 2 Brief of Project ...... 4 2.1 Main Technical Standards ...... 4 2.2 Main Works and Composition ...... 4 3 Work Review of Environmental Protection during Construction Period ...... 5 3.1 Environmental Management during Construction Period ...... 5 3.2 Environmental Monitoring during Construction Period ...... 7 3.3 Environment Management in Trial Run Stage ...... 9 4 Execution of Environmental Protection Measures...... 10 4.1 Ecological Environment ...... 10 4.2 Acoustic Environment ...... 15 4.3 Ambient Vibration ...... 16 4.4 Water Environment ...... 16 4.5 Air Environment ...... 18 4.6 Solid Waste ...... 18 4.7 Electromagnetism...... 19

i

1 Preface 1.1 Project Introduction The new Chongqing-Lichuan Railway lies in Chongqing and Enshi of province. The project starts from the Chongqing North Railway Station in Yubei , Chongqing in the west, going eastwards via the Jiangbei District, and , and Shizhu County of Chongqing, and ends in Lichuan, Enshi, Hubei Province. With a full length of 264.6km, this line connects the -Wanzhou Railway under construction at the Liangwu Station. This line is the west segment of -- passenger traffic passage in the Medium-and Long-Term Planning of Railway Network, Shanghai-Wuhan-Chengdu passage starts from Shanghai, passes through , , Wuhan, Yichang and Chongqing, ends at Chengdu across six provinces and municipality, including Shanghai, , , Hubei, and Chongqing, and it is the most important transverse railway passage that connects the east part, middle part and west part of our country. Railway Eryuan Engineering Group Co., Ltd. (hereinafter referred to as China Railway Eryuan) is appointed by Chongqing-Lichuan Railway Construction Co., Ltd. to develop the environmental impact assessment report and the water and soil conservation plan for the Chongqing-Lichuan Railway. In January, 2008, the former Ministry of Railways approved the preliminary review of the environmental impact assessment report on the basis of Comments on the Preliminary Review of the Environmental Impact Assessment Report for the New Chongqing-Lichuan Railway (TJH [2008] No. 1). In April, 2008, the Ministry of Environmental Protection approved the environmental impact assessment report on the basis of Approval of the Environmental Impact Assessment Report for the New Chongqing-Lichuan Railway (HS [2008] No. 21). In March, 2008, the Ministry of Water Resources approved the water and soil conservation plan on the basis of Approval of the Water and Soil Conservation Plan for the New Chongqing-Lichuan Railway (SBH [2008] No. 66). The Chongqing-Lichuan Railway project commenced officially on December 29, 2008 and began trial operation on December 28, 2013 after 5 years of hard construction. According to the Environmental Protection Law of the People's Republic of China and management rules of environmental protection for construction projects, the system of environmental impact assessment and the system of simultaneous design, construction, completion and operation of the environmental protection facilities and main works were introduced in the construction of the Chongqing-Lichuan Railway. During the construction, Chongqing-Lichuan Railway Construction Co., Ltd. strictly followed the environmental protection law and regulations of the State and ensured the input of environmental protection funds and execution of environmental protection measures. This project was constructed on loans from the Asian Development Bank (ADB), and the environment was monitored by the Beijing OASIS Environmental Protection Technology Co., Ltd. (hereinafter referred to as OASIS). According to related State laws and regulations, environment monitoring plan and the monitoring agreement signed, from June, 2009 till now, OASIS has sent environmental protection specialists to the construction site for pre-job training and field investigation and supervision, and submitted environment monitoring report to the Chongqing-Lichuan Railway Construction Co., Ltd., China Railway Corporation (former Ministry of Railways) and ADB. This report is focused on the completion acceptance of environmental protection for the Chongqing-Lichuan Railway. 1.2 Basis for Formulating 1. Invitation for Bid for Project of Implementing Monitor to Environmental Impact Assessment for New Chongqing-Lichuan Railway Development Project by Using Asian Development Bank Loans (September 2008); 2. Tender Document for Project of Implementing Monitor to Environmental Management Plan for New Chongqing-Lichuan Railway Development Project by Using Asian Development Bank Loans (Beijing OASIS Environmental Protection Technology Co., Ltd., September 2008); 3. Letter of Acceptance about Project of Environmental Monitor for Chongqing-Lichuan Railway of Foreign Capital Center of Ministry of Railways (December 22, 2008); 4. Environmental Impact Report for New Chongqing-Lichuan Railway (China Railway Eryuan Engineering Group Co., Ltd. (December 2007); 5. Reply about Environmental Impact Report for New Chongqing-Lichuan Railway, Ministry of Environmental Protection (HS [2008] No. 21);

- 2 -

6. Idea of Preliminary Examination to Environmental Impact Report for New Chongqing-Lichuan Railway, Ministry of Railways (TJH [2008] No. 1). 7. Report on Dynamic Acceptance of Environmental Protection and Water and Soil Conservation for New Chongqing-Lichuan Railway, November, 2013 8. Investigation Report on Acceptance of Environmental Protection at the Completion of the New Chongqing-Lichuan Railway Project (draft for review), October, 2015

1.3 Aim The aim of this report is to examine the implementation status of environmental protection measures in the construction period of project and operation on the basis of project design and environmental impact assessment, find the existent problem and put forward the solution, which is the supplementing to environmental impact assessment of project and the supervision to the ascertaining of environmental protection measures. According to report of environmental impact assessment (EIA), the main content is: the caused environment effect by railway construction, including: Recovery the borrow pits, spoil (disposal) grounds and campsites to the original condition, protection of embankment slope, and landscaping of station yards; treatment of waste water during the operation by relative facilities; and execution of measures to avoid impact of noise from the railway.

2 Brief of Project The new Chongqing-Lichuan Railway lies in Chongqing and Enshi of Hubei Province. The project starts from the Chongqing North Railway Station in , Chongqing in the west, going eastwards via the Jiangbei District, Changshou District and Fuling District, Fengdu County and Shizhu County of Chongqing, and ends in Lichuan, Enshi, Hubei Province. With a full length of 264.6km, this line connects the Yichang-Wanzhou Railway under construction at the Liangwu Station. This line is the west segment of Shanghai-Wuhan-Chengdu passenger traffic passage in the Medium-and Long-Term Planning of Railway Network, Shanghai-Wuhan-Chengdu passage starts from Shanghai, passes through Nanjing, Hefei, Wuhan, Yichang and Chongqing, ends at Chengdu across six provinces and municipality, including Shanghai, Jiangsu, Anhui, Hubei, Sichuan and Chongqing, and it is the most important transverse railway passage that connects the east part, middle part and west part of our country.

2. 1 Main Technical Standards (1) Main Technical Standards ① Grade of Railway: GradeⅠ ② Number of main lines: double-line railway ③ Restricted slope: 9‰, 18.5‰ for Reinforced Slope; ④ Target speed of passenger train: 200km/h; ⑤ The minimum curvature radius: 3,500m; ⑥ Distance between Tracks: 4.4m; ⑦ Traction mode: Electric ⑧ Locomotive type: Passenger railway SS9, CRH1; and cargo railway HXD1; ⑨ Effective Line from the Starting to the Destination: 850m, dual-computer section 880m

- 3 -

2. 2 Main Works and Composition Table 2-1 Summary of main works Engineering name Item Railway work The total length of main line (double) is 264.6km. The line includes 10 stations, which are Shuangxi Station, Fusheng Station, Tangjiatuo Station, Changshou North Station, Fuling North Station and yard engineering Station, Fengdu Station, Shizhu Station, Shaziguan Station, Liangwu Station and renovated Chongqing North Station. The subgrade length of main track is 23.96km, accounting for 9.1% Subgrade project of the railway length. The main track involves 160 bridges of super large and mid-large Bridge engineering bridges with a length of 57,711 double linear meters, and the bridge length accounts for 21.8% of the main track length. There are 64 tunnels throughout the line, totaling 182.93km, Tunnel Engineering accounting for 69.1% of the railway length. Ballast track, with jointed track for external bypass route for freight Track engineering cars at the Chongqing Hub and jointless track for the rest. 8 traction substations are installed at Chongqing North, Fusheng, Electrification Changshou North, Fuling North, Fengdu, Shizhu, Shaziguan and Wangjiagou.

Table 2-2 Comparison of main works

Qty. under Item Unit environmental Actual qty. assessment Length of Main Line Kilometer 259.5 261.453 Ten thousand Total earthwork m3 for section 5901.1 4544.4

Ten thousand Excavation 3 5425.2 4068.7 m for section Ten thousand Earthworks Fill 3 475.7 475.7 m for section Ten thousand Digging soil 3 4967.4 3668.25 m for section Bridge – Bridges 118/48386.4 160/57711 linear meter Bridges & Bridge – culverts Culvert horizontal 222/8108 252/8572 linear meter Bridge – Tunnel 60/166360 64/182930 linear meter Station Pcs 8 10 Covering area hm2 1202.7 1273.28 Permanent use of 2 hm 623.7 680 land Covering area Temporary use of 2 hm 579 593.28 land Construction period Year 5 5

- 4 -

3 Work Review of Environmental Protection during Construction Period 3.1 Environmental Management during Construction Period 3.1.1 Environmental Protection Work of Early Project During bidding period, Chongqing-Lichuan Railway Construction Co., Ltd brought related environmental protection items of the environmental protection assessment report and environment monitoring plan into the project tendering documentation, and officially incorporated the execution of environmental protection measures into the contract for civil works to ensure strict execution in all construction sections. In early stage of project construction, the pre-post training of environmental protection is respectively held for leaders who take charge of each section construction and supervising units, part-time and full-time engineers. OASIS Company sends the persons to explain the national and local laws and regulations of environmental protection and soil and water conservation that is involved in the relevant construction project; the proposed environmental protection questions and environmental protection measures and requirement during construction period in the design; the main content and requirement of environmental impact report (EIA) and environmental action plan (EAP); environmental protection work and relevant system of railway project during construction period; environmental monitoring of YU-Li Railway and other content. 3.1.2 Environmental Protection Work during Construction Period During the construction, Chongqing-Lichuan Railway Construction Co., Ltd establishes an environmental protection work system with the commanding officer as the general leader, which involves all responsible persons for the each section and the project department to provide overall management of the environmental protection for construction period. According to relevant requirements, each construction section has formulated the implementation methods for environmental protection and soil and water conservation in this section, detailed environmental administration, implemented full-time personnel responsibility system of environmental protection and responsibility zone of environmental protection personnel, analyzed the possible environmental pollution situation during the construction period, and formulated the daily monitoring system. During the construction, Chongqing-Lichuan Railway Construction Co., Ltd strictly followed the State laws and regulations for environmental protection, and ensured the execution of the environmental protection measures and availability of funds. It checked the environmental protection and construction throughout the railway line on regular and irregular basis, and immediately corrected and handled environment-related problems arising from the construction and problems to be corrected as detected by OASIS during its regular monitoring. It also launched an environmental protection campaign for “protecting the ecological environment and building green passage” to further improve the awareness by all staff of environmental protection and water and soil conservation. Chongqing-Lichuan Railway Construction Co., Ltd. shall set full-time environmental protection engineer in its engineering management department that shall be responsible for the daily management and supervision of environmental protection in the construction period, there is full-time (part-time) environmental protection engineer at each bid section so as to perform supervision and examination to the work of environmental protection in that bid section. On January 8, 2009, Chongqing-Lichuan Railway Construction Co., Ltd. issued the Provisional document named the Assembly of Standardized Management System of Chongqing-Lichuan Railway Construction Co., Ltd. by YLTZH [2009] No. 4, which includes Management Method for Environmental Protection and Management Method for Soil and Water Conservation. Leading group for the management of environmental protection was established; general manager of the company holds the post of group head; other leaders hold the post of deputy group heads, with responsible person of each department, commanding officer of construction unit, chief supervision engineer and design members. The Engineering Management Department of the company is responsible for the daily work. The duties of the company, design unit, supervisor, construction unit and consultancy unit in the environmental protection and soil and water conservation were clarified in the management method of environmental protection and management method of soil and water conservation, and the emphasis of environmental protection, the working emphasis of soil and water conservation and the acceptance and examination system was put forward. All construction units also worked out relative environmental protection management approaches and established organizations for environmental protection management.

- 5 -

3.2 Environmental Monitoring during Construction Period 3.2.1 Content and System of Environmental Monitoring Chongqing-Lichuan Railway Construction Co., Ltd., construction unit of this line, shall be responsible for the work of environmental protection in this segment. The Environmental Protection Bureaus of Chongqing City (Jiangbei District, Yubei District, Fuling District, Fengdu County and Shizhu County) and Lichuan City of Hubei Province are responsible for supervision and management of environmental protection in their respective jurisdiction regions along this line.

Environmental monitoring for Chongqing-Lichuan railway shall be undertaken by Beijing OASIS. The routine monitoring in construction is provided by the construction units and supervisors. The construction unit and OASIS shall collect the monitoring data, and OASIS is responsible for preparing the monitoring report and submitting it to China Railway Corporation (former Ministry of Railways), Chongqing-Lichuan Railway Construction Co., Ltd. and ADB. The environment monitoring procedures for this railway line are shown in block diagram 3-1.

Chongqing-Lichuan Railway Construction

Co., Ltd. Consultation

Sub-contracting Entrusting & Assisting Environmental monitoring unit Contracting

Construction unit Project Supervisor

Implementation Supervising Engineering construction of Chongqing-Lichuan Supervision of Railway Implementation

Figure 3-1: Block Diagram of Environmental Monitoring Procedures Notes: Chongqing-Lichuan Railway Construction Co., Ltd.: As the project implementation unit, it entrusts and assists the monitoring units to complete the monitoring work, and when the contract is awarded, it signs the contract containing environmental protection requirements with the Construction units and Supervisors. Construction unit: It executes the project and completes the environmental protection work according to the contractual requirements. Supervisor: It supervises the engineering quality and environmental protection processing according to contractual requirements. Environmental monitoring unit: As external monitoring unit, it shall supervise the execution of the environmental works, and submit monitoring reports to Chongqing-Lichuan Railway Construction Co., Ltd., China Railway Corporation (former Ministry of Railways) and ADB.

- 6 -

3.2.2 Effect of Environmental Monitoring During construction, the construction unit carefully implements the environmental protection articles in the contract, organizes the construction in strict accordance with design scheme, and soil and water conservation projects, e.g. subgrade strengthening and protection, protection of slope around tunnel and intercepting ditch, spoil ground protection of the tunnel, and bridge conical slope protection, are basically synchronic with the building of main projects. The excavated earthwork from tunnel and subgrade have been filled in other places as far as possible; one part is used for filling subgrade, stations and for processing pieces of stone and crashed stone; and one part is used for building of local towns and roads. For extral tunnel spoil, it generally is put the hillsides and wasteland as the spoil ground to reduce the land covering. After completion of spoil discarding, the ground surface shall be flattened for vegetation or be handed to local town for house building. There are no phenomena of collapse and slope-slide of whole line due to improper protection of spoil ground. In-water piers of bridge have all been established cofferdam to prevent the sand entering the rivers; after completion, clear the discarded soil in time; after treatment of temporary sedimentation tank, the slurry that is produced by bored pile foundation can be for recycle use; after foundation completion, the slurry in the slurry sedimentation tank shall be back filled and compressed among piers to avoid forming the secondary pollution. For the sewage containing the mud during tunnel construction, set the sedimentation tanks of different volumes to ensure the certain stop time for full sedimentation of suspended matter according to water yield. Do not pollute the downstream channel. For side slope of subgrade, cutting slope and other lines, adopt the primary ecological protection and recovery and auxiliary engineering protection; the mortar rubble masonry pavement, growing of shrub and seeds and so on can effectively reduce the ecological influence of engineering construction on the environment. Most large temporary engineering of whole line construction camp has been cleared according to requirement. In accordance with the requirements of local government, parts of them have been handed to the local people for use. According to the requirements of environmental impact assessment (EIA), the sound barrier for noise protection along the line has been finished; the acoustic window measure is under construction up to now. In accordance with the requirements of environmental impact report, each newly built station has built the sewage treatment facilities, and now it has not been put into operation due to small sewage quantity. Through the environmental monitoring of Yu-Li Railway during construction period, urge the construction and building units to conduct the process control for project behavior and strictly execute “Three-simultaneity” system; by doing this, the developing of environmental protection during construction period has been effectively promoted so that the measures of environmental impact report are basically implemented.

3.3 Environment Management in Trial Run Stage

The Chongqing-Lichuan Railway project started on December 28, 2008 and passed the preliminary acceptance given by the China Railway Corporation on December 3, 2013. On November 14, 2013, Chongqing-Lichuan Railway Construction Co., Ltd filed the application for trial run of the Chongqing-Lichuan Railway project to Chongquing Municipal Environmental Protection Bureau which in turn organized a field inspection and approved the trial run requested by Chongqing-Lichuan Railway Construction Co., Ltd on November 23, 2013. On December 28, 2013, the project was put into trial run.

Chongqing-Lichuan Railway Construction Co., Ltd delegated related organizations to prepare the documents of completion acceptance for both environmental protection and water and soil conservation. In May, 2015, the meeting for completion acceptance review of water and soil conservation was held, and in August, the Ministry of Water Resources approved the document of completion acceptance for water and soil conservation for Chongqing-Lichuan Railway in the document of SBH [2015] No. 357. In October, 2015, SAES (Sichuan Academy of Environmental Sciences) Sci-tech Consultation Co., Ltd., delegated by Chongqing-Lichuan Railway Construction Co., Ltd, developed the Investigation Report on Acceptance of Environmental Protection at the Completion of the New Chongqing-Lichuan Railway Project and submitted it to the Ministry of Environmental - 7 -

Protection.

4 Execution of Environmental Protection Measures 4.1 Ecological Environment The investigation of ecological environment impact due to construction of Yu-Li Railway mainly includes the following parts: Protection of targets with ecological sensitivity; side slope protection measures for subgrade engineering; protection, reclaimation and recovery measures of borrow pit and spoil (disposal) ground; flood of bridge and bank slope protection; station vegetation situation and recovery condition of large projects. 4.1.1 Ecological Sensitive Objectives

This railway line involves the following environmental protection targets: 2 forest parks, 3 natural conservation areas, 2 locations passing the water source conservation areas for domestic potable water and 3 national plants and ancient trees.

This railway line passes around the Xingdoushan National Nature Reserve, Chongqing Daofengbao Nature Reserve and Nantianhu Nature Reserve, Zhangguan Baiyan Scenic Spot and Tieshanping Forest Park. The line passes the Chongqing Yufengshan Forest Park for 4.17km and the Chongqing Nanmuyuan Forest Park for 6.8km by tunnels. According to the comments in the approval for environmental impact assessment, to protect national ancient trees, the project has taken measures by adjusting the location of spoil ground and avoidance routing. The line crosses the Longxi River by means of the Longxi River Super large Bridge. Storm water over the bridge is collected and directed to one river bank by piping as required in the environmental impact assessment report and design, and storm water receiving and treatment system is provided on the ground. For the ecological and water environmental protection targets along the line and execution of environmental protection measures, see Table 4-1.

Table 4-1 Statistics of ecological and water environmental protection targets along the line

Function Execution of classification Environmen Corresponding line Protectio environmenta Name of Objective Line types for t factors mileage n level l protection conservation measures areas No impact Chongqing from Cut/bridge/tunne Range of Municipa Yufengshan Forest DK15+655~DK19+820 construction l scenic spot l level Park on scenic spot Passing by Border of Chongqing means of Ecological peripheral Municipa Nanmuyuan Forest DK71+955~DK78+760 Tunnel tunnel and no Environmen protection l level Park impact on t zone scenic spot The line made bypass, Northern Xingdoushan Nature National min. 70m Subgrade border of the Reserve level from the reserve border of the reserve, and - 8 -

no impact from construction The line Southern made bypass, Daofengbao Nature DK220+855~DK227+37 Municipa Tunnel border of the min. 1,500m Reserve 5 l level reserve from the reserve The line made bypass, Nantianhu Nature Peripheral Municipa Subgrade min. 1,500m Reserve control zone l level from the reserve To protect the camptotheca, Camptothec the spoil CIK253+160 / 1 pc Ⅱ a ground is moved to DK254+200. Actually a hollow National deadwood, protecte which was d plants felled with Ancient Ficus virens CIK104+420 / 1 pc approval tree from the Forestry Bureau of Fuling District. Ancient Ficus virens CIK67+205 / 1 pc By a bypass tree The Longxi River Bridge is 0.8km from the border of the Class II downstream water source water source Longxi river DK68+495 Bridges / conservation conservation area area and 2.4km from the water Water intake. No Environmen impact from t construction Class II The River DK125+033~1DK26+55 water source Bridges / By a bypass section of qingxi 2 conservation area Change of No. 1 Surface water and design to Lailongchan underground water in raise the DK169+000 Tunnel g Tunnel and / karst development railway level Liujiagou zone of this Tunnel section

- 9 -

The inspection has verified that the targets of sensitivity arising from the environmental impact assessment have been met, and no obvious impact from the construction is caused on the forest parks and nature reserves.

4.1.2 Main Work (1) Subgrade project Yu-Li Railway passes the places with complex terrain; the primary line form is bridge and tunnel; but there is still newly built subgrade about 24km, including filling engineering of embankment and excavation engineering of cutting slope. There are 249 culverts for traffic and irrigation throughout the railway line, totaling a length of 9,344 horizontal linear meters. Adopt the grass protection measures for the common embarkment slope. For example, conduct the slope protection of grass sowing or grass sowing and shrub; slope protection of high embankment mainly adopts the retaining wall of slope toe and arched backbone and grass sowing or tree planting; the built embankment along the river mainly builds the gravity retaining wall on pile foundation to strengthen the river bank and the slope surface adopts the dry-laid rubble or plants the grass; in general, the immersible embankment firstly treats the ground base with riprapping and the slope surface adopts dry-laid rubble or dry-laid rubble and grass planting for protection. For protection of cutting slope, it generally adopts the sheet-pile retaining wall and gravity retaining wall or hanging net and guniting. The field investigation shows that the subgrade protective works for the Chongqing-Lichuan Railway is completed and the completed works and plant protective measures protect the subgrade, green the line and prevent the construction of the railway from causing new water and soil erosion. The availability of culverts for traffic and irrigation and flyover piers offers convenience of trip and farming to the public living on the two sides of the railway. (2) Bridge Engineering The main track of the Chongqing-Lichuan Railway involves 160 bridges of super large and mid- large bridges with a length of 57,711 double linear meters, and the bridge length accounts for 21.8% of the main track length. 252 culverts are newly constructed with of a length of 8,572 horizontal linear meters, with an average of 10.5 culverts per kilometer of subgrade and of a length of 357.2 horizontal linear meters. During the culvert design, in accordance with rule of no crowding riverway and setting culverts in ditches, the lines after completion have no little influence on surface drainage system. The field investigation reveals that for large and specially super-large bridges which across rivers, effect of floods is fully taken into account as required by the designs for bridges and culverts. Most rivers are crossed with one-span bridges to avoid impact of piers on draining floods and short-term impact on water quality as far as possible. The pitching for conical slopes of abutment is complete for bridges across rivers and the protection is in good shape for the river banks. Cofferdams and spoil in riverway are removed, river bank pitching is constructed as required in the design and no pollution of the rivers and the surrounding environment is found. The ground between viaduct piers is leveled and returned to original condition, and temporary works like cofferdam required during the construction have been removed and cleared. Conical riprap slope protection of wet masonry and dry masonry is used for abutments throughout the line, river banks are protected with wet masonry revetments or retaining walls, and no pressing of construction sundries on riverway is found. (3) Tunnel Engineering In the construction of tunnels, tunnel opening occupies land, destroying the original earth surface, because of winds, precipitation and other natural elements, the excavation of the upward slope around the opening tends to cause water and soil erosion. Slanting cut or gate pier tunnel portal is used for tunnels throughout the line, and upward slope protection around the opening is provided to the principle of “safety, reliability and greening” by spray-seeding grass on soil side and upward slopes and by spray sowing slope protection on rock side slopes.

(4) Station - 10 -

10 stations are designed for the complete Chongqing-Lichuan Railway. With plenty of natural and cultural landscapes along the line, these considerations are included in the design for the stations so that the stations will become new landscapes in the localities. The site investigation found that the design of each station is creative, unique, and pleasant; the station area adopts the combination of arbor, shrub and grass for vegetation, and by doing this, it not only beautifies the environment, but also improves environment quality of the station.

4.1.3 Temporary Engineering (1) Borrow Pit The “Environmental Impact Assessment Report” was edited in the stage of feasibility study, without considering borrow pits. As needed by works in the construction, 3 borrow pits were set throughout the line, occupying a space of 13.44hm2, with a borrow earth volume of 103.23×103 m3. The space of borrow pit at the Changshou North Station is used as permanent site for the Chongqing-Wanzhou Railway, the borrow pit at the Fuling North Station was handed over to the local authority as construction land, and the Lijiagou Borrow Pit for Chongqing-Lichuan Railway was handed over to the local authority as borrow pit.

(2) Spoil (disposal) Ground

The “Environmental Impact Assessment Report” identified 93 spoil grounds (for tunnels and station yards) with long-distance transportation for the remaining spoil (incl. spoil for subgrades and bridges/culverts), and defined the volume and space area for spoil excluding the locations of spoil grounds. During the execution of the project, 147 spoil grounds were provided throughout the line based on the actual condition on site. The field investigation indicates that there were 147 spoil grounds throughout the line, of which 4 sites are incorporated into local public spoil grounds (managed by the land reserve center of the Northern New District), 11 sites are occupied by other enterprises, projects or local construction, 1 site is occupied for the city planning and construction, and 2 sites are used for local public roads. For the remaining 129 sites, protection works and drainage system are provided as required by the Environmental Impact Assessment Report and design. For most spoil grounds, second plowing, reclamation or greening has been performed. (3) Mixing Station Totally 70 mixing stations were set throughout the Chongqing-Lichuan Railway line, covering a space of 14.19 hm2. Of these stations, 12 are within the boundary lines of the railway and 4 handed over to the Chongqing-Lichuan Railway. For the rest, equipment has been removed, ground leveled and handover completed. (4) Construction Camp Most of the construction camps along the line were local rented residences and part of the construction camps was built by the bridge and tunnel construction units. According to the field investigation, most of the camps have been removed and returned to the original condition, and some camps with large size and better buildings have been handed over to localities as residences. (5) Beam fabricating yard and laying base 2 beam-fabricating yards were provided throughout the line, covering an area of 13.89hm2, and 2 laying yards were made available, occupying an area of 19.78hm2 (excluding the land of 15.2 hm2 within the boundary lines in north Chongqing). As revealed by the field investigation, the Changshou North beam-fabricating yard has been handed over to the Chongqing-Wanzhou Railway and equipment on the Lichuan beam-fabricating yard removed and the land handed over to locality for plant construction. With the Chongqing North laying base on the land for railway, no restoration is necessary, and the Changshou North laying base has been handed over to the Chongqing-Wanzhou Railway. (6) Construction road and access board Construction roads measuring 153km in total were provided throughout the line. In the construction, the principle of “building a railway to benefit the local people” was followed. As the road in the Shazizhen Township was used - 11 - for transport construction materials, the construction unit repaved the roads in the township, benefiting the local people. Most construction roads were on temporary/permanent basis and later turned into normal roads through renovation, meeting the target of “making every village accessible”. Some construction roads have been subjected to second plowing and greening with grass and handed over to local authority. 4.2 Acoustic Environment 4.2.1 Sensitive Point The environmental impact assessment report of the project mentioned 88 sites of environment sensitivity in total, including 24 concentrated sites and 64 discrete sites involving 3 schools and 85 residential areas. Thanks to demolition for the Chongqing-Wanzhou Railway project, demolition of urban planning, adjustment of the line spaces and the like, 59 sites of original sensitivity are no longer affected by the railway noise (of which 57 sites are removed and 2 sites are beyond the impact) by May, 2015. The acceptance investigation verified 8 additional sites of sensitivity and the actual number is 37 sites of acoustic environment sensitivity in total, including 2 schools and 35 residences. The assessment of the line does not involve hospitals and sanatoria.

4.2.2 Execution of Measures Of the 9 sound barriers required by the environmental impact assessment report, 2 have changed to sound-proof windows due to moved line during the actual construction. 6 have been cancelled due to moved line. 1 sound barrier at the Bridge of Xingsheng township in the stage of environmental impact assessment remains. During the acceptance, 1 subgrade sound barrier at the Shizhu Middle School is added. Actually, sound barrier is provided at 2 sites, measuring 831m in length and 1,956m2 in area in total. 19 sound-proof windows are installed with an area of 5,940m2, and 6 additional sites are provided with an area of 676 m2. The total area for sound-proof windows is 6,616 m2. 4.2.3 Acceptance Monitoring The result of the acceptance monitoring indicates: At 30m from the outer rail centerline throughout the line, the standard of 70 dB(A) as set in GB12525-90 Boundary Noise Limits along Railway Line and Measurement Methods can be met for the acoustic environment quality in daytime. All sites of sensitivity meet the standard limits of acoustic environment quality in the areas in Class 4 and Class 2 of GB3096-93 Standard of Environmental Noise of Urban Area. So far, trains on the Chongqing-Lichuan Railway have not met the design near-term transport capacity. When checking against the outdoor noise value at sites of sensitivity for near-term train flow, the result indicates that the equivalent A-weighted sound level at all sites of noise sensitivity 30m from the outer rail centerline meets the standard of GB12525-90 Boundary Noise Limits along Railway Line and Measurement Methods; and the outdoor noise at sites of sensitivity in the area of Class 4 meets GB3096-93 Environmental Quality Standard for Noise. At 6 sites of sensitivity in the area of Class 2, the nighttime noise was out of limits by 1.0 ~2.9 dB(A), for which noise-reducing measure like sound-proof window has been taken.

4.3 Ambient Vibration 4.3.1 Sites of Sensitivity to Ambient Vibration

The environmental impact assessment of the project proposed 88 sites of vibration sensitivity, including 3 sites with vibration-alone sensitivity and 85 sites with vibration + noise sensitivity. Due to adjustment of line spaces, demolition for public construction and construction of Chongqing-Wanzhou Railway, the investigation revealed 34 sites of vibration sensitivity 60m from the line on both sides, including 7 new sites. All were sites with vibration + noise sensitivity. 4.3.2 Execution of Vibration-Reducing Measures

- 12 -

The environmental impact assessment came up with function replacement measure for vibration control at 10 sites of sensitivity involving 26 households and a floor area of 3,900m2. According to the field survey, these 10 sites were removed and function replacement made. 4.3.3 Monitoring of Ambient Vibration

This survey picked 10 sites of vibration sensitivity that might have been out of limits for field monitoring. At all the sites, the max. plumb vibration acceleration grade VLzmax was within the limits set in GB10070-88 Standard of Environmental Vibration of Urban Area.

4.4 Water Environment 4.4.1 Implementation Investigation on Water Treatment Facility in Stations along Line After the completion of the Chongqing-Lichuan Railway, water pollution comes largely from the domestic sewage of the 10 new and renovated stations along the line and the production waste water discharged from Chongqing North Motor Car Depot. So far, the construction unit has taken all the measures as required in the environmental impact assessment report and comments in the approval from the former State Environmental Protection Administration. See Table 4-4 for the execution of the measures.

Table 4-4 Waste water treatment process and discharge at stations

EIA Actual Types of waste Receivin Treatment Discharge No. Stations discharge discharge water g water 3 3 processes Direction (m /d) (m /d) body 1 Septic tank, Chongqing Domestic 1741 1165 anaerobic North sewage septic tank 2 Re-circula teproducti Tangjiatu on waste Municipal o Waste water administrati Water after on pipe Treatmen Chongqing treatment system Production/dom t Plant North Motor 930 912 and estic Car Depot domestic sewage goes to anaerobic septic tank 3 Purifying Irrigation Station not Domestic Shuangxi 12 pond of ditch for / open sewage marsh gas farming 4 Purifying Irrigation Station not Domestic Fusheng 24 pond of ditch for / open sewage marsh gas farming 5 Changsh Municipal ou Changshou Domestic Septic administrati County 148 72 North sewage Tank on pipe Waste system Water Treatmen

- 13 -

t Plant 6 Lidu East Municipal Waste Domestic Septic administrati Fuling North 177 99 Water sewage Tank on pipe Treatmen system t Plant 7 Gaojiazh en Municipal Townshi Domestic Septic administrati Fengdu 93 74 p Waste sewage Tank on pipe Water system Treatmen t Plant 8 Shizhu Municipal County Domestic Septic administrati Waste Shizhu 132 97 sewage Tank on pipe Water system Treatmen t Plant 9 Purifying Irrigation Domestic Shazi 4 3.8 pond of ditch for / sewage marsh gas farming 10 Irrigation Septic Liangwu 4 2.5 Domestic ditch for Tank sewage farming Total 3265 2425.3

4.4.2 Suggestions for Monitoring of Sewage Treatment Facilities In the stage of acceptance, monitoring was performed to the Shazi Station with purifying pond of marsh gas for treatment, Fuling North Station with septic tank and Chongqing North Motor Car Depot with septic tank + anaerobic septic tank for treatment. As indicated by the monitoring result, the treated domestic sewage meets Class II discharge standard in GB8978-1996 Integrated Waste Water Discharge. The treated domestic sewage from Fuling North Station and waste water from Chongqing North Motor Car Depot meet Class III discharge requirements in GB8978-1996 Integrated Waste Water Discharge. 4.5 Air Environment Clean energy like solar energy and electric water heaters is used at the individual stations of the line, eliminating the possibility of air pollution. 4.6 Solid Waste The solid waste from the Chongqing-Lichuan Railway comprises largely garbage from the passenger trains, domestic garbage in station areas and sludge from the waste water treatment facilities. As revealed by the field survey, garbage from trains is collected to the refuse transfer station at the railway stations, and transported by the sanitation departments to refuse dumps for disposal. Stations pay garbage fees to local sanitation departments. No garbage collecting points for passenger trains are provided at the stations on the Chongqing-Lichuan Railway line. Garbage from passenger trains throughout the line is centrally collected to Chongqing North Station. Because less staff and passengers of other stations along the line produce limited domestic garbage, the fixed domestic collectors are generally set and special persons are responsible for clearing the garbage within the station; the local sanitation department transports to dump site for treatment. Because the newly built sewage treatment facility has less sewage and remaining discharging sludge amount is not great, and after drying the sludge will be transported into the dump site, the environment will not be greatly affected.

- 14 -

4.7 Electromagnetism According to the survey, there are no airport navigation stations, radar stations, radio communication stations at Class II or above and other radio facilities near Chongqing-Lichuan Railway line on both sides. Those affected by the operation of the electrified railway are largely disperse farmers living along the line. The others affected are concentrated residential areas where close-circuit TV is installed. Only few farmer houses use radio TV sets. As the disperse farmer houses on sides of Chongqing-Lichuan Railway are largely distributed 50m away from the line and those existing houses within 50m use close-circuit TV, the survey organization believes that the operation of electrified railway causes little impact on TV reception. Of the 8 traction substations, except Chongqing North Substation which is under renovation and expansion, the remaining 7 are new projects. There is no residence within 50m from the fence of the new traction substations. According to the survey, the reserve fund of 20,000 yuan as jamming compensation for TV reception is already made available. Compensation will be made when great drop in signal-to-noise ratio is verified by actual measurement after the official operation of the project.

- 15 -