Chapter 9

9. Waste Management IMPLICATIONS

The following legislations relate to the handling, treatment and disposal of waste in HKSAR, and will be considered in assessing potential impacts and their avoidance or mitigation:

· Waste Disposal Ordinance (Cap 354) ^[9-1];

· Waste Disposal (Chemical Waste) (General) Regulation (Cap 354) ^[9-2];

· Land (Miscellaneous Provisions) Ordinance (Cap 28) ^[9-3]; and

· Public Health and Municipal Service Ordinance (Cap 132) – Public Cleansing and Prevention of Nuisances By-laws ^[9-4].

9.1.1 Waste Disposal Ordinance

The Waste Disposal Ordinance (WDO) prohibits unauthorised disposal of wastes. Construction and Demolition (C&D) waste is not directly defined in the WDO but is considered as “trade waste” which is defined as waste from any trade, manufacturer or business, or any wasted building, or civil engineering materials, but does not include animal waste.

Under the WDO, wastes can only be disposed of at sites licensed by EPD. Breach of these regulations can lead to a fine and/or imprisonment. The WDO also stipulates the requirements for issuing licenses for the collection and transportation of wastes. Licenses are however not required for the collection and transportation of C&D waste or trade waste.

9.1.2 Waste Disposal (Chemical Waste) (General) Regulation

Chemical waste includes any scrap materials, or unwanted substances specified under Schedule 1 of this Regulation, if such a substance or chemical occurs in such a form, quantity or concentration that causes pollution or constitutes a danger to health or risk of pollution to the environment.

A person shall not produce, or cause to be produced, chemical wastes unless he is registered with EPD. Any person who contravenes this requirement commits an offence and is liable to a fine and/or imprisonment. Chemical wastes must be treated, utilising on-site plant licensed by EPD or have a licensed collector to transport the wastes to a licensed facility. For each consignment of wastes, the waste producer, collector and disposer of the wastes must sign all relevant parts of a computerised trip ticket. The system is designed to trace wastes from production to disposal.

This regulation also prescribes the storage facilities to be provided on site including labelling and warning sign. To minimise the risks of pollution and danger to human health or life, the waste producer is required to prepare and make available written emergency procedures for spillage, leakage or accidents arising from storage of chemical wastes. The waste producer must also provide employees with training for such procedures.

9.1.3 Land (Miscellaneous Provisions) Ordinance

The inert portion of C&D materials may be taken to public filling facilities including public filling area, public filling barging points and stockpiling areas. These facilities usually form part of land reclamation schemes and are operated by CEDD. This ordinance requires Dumping Licenses (to be issued by CEDD) to be obtained by individuals or companies, who deliver inert C&D materials to the public filling facilities.

Individual licenses and windscreen stickers are issued for each vehicle involved. Public filling areas will accept only inert building debris, soil, rock and broken concrete. There is no size limitation on the rock and broken concrete, and a small amount of timber mixed with inert material is permissible. The material should, however, be free from marine mud, household refuse, plastic, metal, individual and chemical wastes, animal and vegetable matters and any other materials considered unsuitable by the Filling Supervisor.

9.1.4 Public Cleansing and Prevention of Nuisances by-Laws

These by-laws provide further control on illegal tipping of wastes on unauthorised (unlicensed) sites. Illegal dumping of wastes can lead to a fine and imprisonment.

9.1.5 Other Relevant Guidelines

The following documents and guidelines also relate to waste management and disposal:

Table 9-1 : Other relevant documents and information

Bureau / Department	Documents / Guidelines / Technical Circulars
Planning, Environmental and Lands Branch	^·Waste Disposal Plan for Hong Kong (December 1989) ^[9-5] ^·Waste Reduction Framework Plan, 1998 to 2007 ^[9-6]
Environment, Transport and Works Bureau	· Works Branch Technical Circular (WBTC) No. 32/92, The Use of Tropical Hard Wood on Construction Site ^[9-7] · WBTC No. 2/93, Public Dumps ^[9-8] · Works Bureau TC No 2/93B, Public Filling Facilities ^[9-9] · WBTC No. 16/96, Wet Soil in Public Dumps ^[9-10] · Works Bureau TC Nos. 4/98 and 4/98A, Use of Public Fill in Reclamation and Earth Filling Project ^[9-11] · Works Bureau TC Nos. 25/99, 25/99A and 25/99C, Incorporation of Information on Construction and Demolition Material Management in Public Works Sub-committee Papers ^[9-12] · Works Bureau TC No. 12/2000, Fill Management ^[9-13] · Works Bureau TC No. 19/2001, Metallic Site Hoardings and Signboards ^[9-14] · Works Bureau TC No. 06/2002, Enhanced Specification for Site Cleanliness and Tidiness ^[9-15] · Works Bureau TC No. 12/2002, Specification Facilitating the Use of Recycled Aggregates ^[9-16] · Works Bureau TC No. 21/2002, Trip-ticket System for Disposal of Construction and Demolition Material ^[9-17] · Environment, Transport and Works Bureau Technical Circular (ETWBTC) (Works) No. 33/2002, Management of Construction and Demolition Material Including Rock ^[9-18] · ETWBTC (Works) No. 34/2002, Management of Dredged / Excavated Sediment ^[9-19] · ETWBTC (Works) No. 15/2003, Waste Management on Construction Sites ^[9-20]
EPD / CEDD	· New Disposal Arrangements for Construction Waste (1992) ^[9-21]
EPD	· Code of Practice on the Packaging, Labeling and Storage of Chemical Wastes (1992) ^[9-22]
PlanD	· Environmental Guidelines for Planning In Hong Kong (1990), Hong Kong Planning and Standards Guidelines ^[9-23]

According to ETWBTC No. 33/2002^[9-18], for Designated Projects, a C&D Material Management Plan has to be submitted to the Public Fill Committee in case of C&D materials exceed 50,000m³.

ETWBTC No. 15/2003^[9-20], which supersedes “WBTC No. 5/98, On-site Sorting of Construction Waste on Demolition Sites” and “WBTC No. 29/2000, Waste Management Plan”, sets out the policy and procedures requiring contractors to prepare and implement an enhanced Waste Management Plan to encourage on-site sorting of C&D materials and to reduce C&D waste generation during construction.

9.1.6 Landfill Disposal Criteria for Contaminated Soil

Excavated contaminated soil has to meet certain criteria before disposal to landfill is allowed. The criteria are set out in the Guidance Notes for Investigation and Remediation of Contaminated Sites of: Petrol Filling Stations; Boatyards and Car Repair/Dismantling Workshops ^[9-24]. These criteria relate primarily to Toxicity Characteristic Leaching Procedure (TCLP) limits. In case these limits are exceeded, in-situ treatments would be required before final disposal to landfill.

9.1.7 Disposal Criteria for Dredged / Excavated Sediment

ETWBTC No. 34/2002^[9-19] stipulates the procedures for seeking approval to dredged / excavated sediment and the management framework for marine disposal of such sediment. Applications for approval of dredging / excavation proposal and allocation of marine disposal shall be made to the Secretary of Marine Fill Committee. Marine Dumping Permits are required from EPD for the disposal of dredged/ excavated sediment.

9.2 Construction Phase

9.2.1 Potential Sources of Wastes

During the construction phase, the main activities (land based) that will potentially generate waste include excavation, tunnelling, demolition and construction of station and associated structures. Typical waste types associated with these activities include:

· C&D materials;

· Excavated contaminated materials, marine deposit and alluvium;

· Chemical waste;

· Sewage; and

· General refuse.

9.2.2 Assessment Methodology

The potential environmental impacts associated with the handling and disposal of waste arising from the construction works will be assessed in accordance with the following:

· Estimation of the types, timing and quantities of the wastes to be generated; and

· Assessment of the potential impact on the capacity of waste collection, transfer and disposal facilities.

Secondary environmental impacts due to the management of waste, including potential air emission and noise arising from the temporary spoil stockpiling, barging facility and disposal route have been assessed and evaluated in the previous sections.

9.2.3 C&D Materials

9.2.3.1 C&D Materials Generated

The proposed alignment, station will run through various layers of materials including rock at the bottom, marine deposits and alluvium (as residual material from previous reclamation works) at some of the locations, and fill material on the top. These materials will need to be excavated for cut-&-cover activity. For bored and mined tunnelling, only the spoil within the tunnel will be excavated.

Table 9-2 gives the estimated quantity of C&D materials to be excavated in accordance with the C&D Material Management Plans for KSL^{[9-25]
[9-26]} prepared by the Design Team. The corresponding Fill and Surplus Materials Data Forms, as extracted from the C&DMMPs are given in Appendix 9-1.

Table 9-2 : Summary of annual generated quantities of C&D materials

		Annual Quantity of C&D Materials Generated, m³
C&D Materials		2004	2005	2006	2007	Total
Soil Material	Fill	-	276,900	305,800	-	582,700
	Grade IV & V	-	149,600	73,000	-	222,600
	Others	-	-	800	-	800
	From D-wall installation	-	73,700	96,600	-	170,300
Rock	Grade III or above - MDG/SDG	-	104,600	75,000	700	180,300
Artificial Hard material	bituminous / concrete pavement	-	29,200	15,400	-	44,600
C&D Waste		-	4,300	10,300	2,900	17,500
	Sub Total	-	638,300	576,900	3,600	1,218,800

The total volume of C&D materials is estimated to be 1,218,800m³ and the maximum annual generation of excavated material would be about 638,300m³ at Year 2005.

9.2.3.2 Mitigation Measures Adopted to Minimise C&D Material

The combination of the urban setting and the nature of the physical constraints have limited the availability of alternative schemes for the station and tunnel construction (see Chapter 4). The current design is to use bored tunnelling along Canton Road, cut-&-cover techniques for both the WKN and other tunnel sections, and mined tunnelling underneath FMPHQ and at Cherry Street.

Measures have been adopted to minimise the generation of C&D materials at the outset during the design stage. As excavation cannot be avoided, only limited measures can be taken to minimise the quantity of C&D materials, including:

· Adoption of tunnelling construction techniques (e.g. bored tunnelling along Canton Road) that would minimise the amount of excavation as far as possible;

· Reduction of the size and the number of offline plant rooms;

· Minimisation of the overall size of the plant buildings and tunnel box sections through effective structural scheming for plant building and tunnel layout; and

· Efficient use of the space for station layout to minimise the overall width of the station and tunnel box sections.

9.2.3.3 Reuse of C&D Materials

The opportunity of reusing excavated fill material for backfilling and reinstatement works has been maximised by identified temporary stockpiles near to the work site. Several temporary stockpile locations have been identified as shown in Figures 4-1-1 to 4-1-3.

The tunnel to the north of the WKN will be constructed in segments of about 100m. Depending on site constraints, a portion of the excavated C&D material of the tunnel segment will be temporarily stored in the work front. When the tunnel segment is constructed, the excavated C&D will be backfilled for reinstatement. The process will then be repeated for other segments. This method will maximise the reuse of C&D materials, and hence reduce the storage of C&D materials and the transporting time from the excavation site to the stockpiles.

It is estimated that approximately 331,100m³ of the inert C&D materials could be reused and the rest 887,700m³ would need to be disposed. A summary of the reused materials is given below.

Table 9-3 : Summary of C&D material generated, reused and disposed

		Quantity of C&D Materials, m³
C&D Materials		Generated	Reused	Disposed
Soil Material	Fill	582,700	308,500	274,200
	Grade IV & V	222,600	20,800	201,800
	Others	800	-	800
	From D-wall installation	170,300	-	170,300
Rock	Grade III or above - MDG/SDG	180,300	1,800	178,500
Artificial material	bituminous / concrete pavement	44,600	-	44,600
C&D Waste		17,500	-	17,500
	Sub Total	1,218,800	331,100	887,700

The reused C&D materials would consist of fill grade IV and V decomposed granite materials. It is anticipated that the excavated grade IV and V decomposed granite materials consists of mainly grade V, which is suitable for backfilling. Concrete debris will not be used as an on-site backfill material due to its relatively large size, except for those less than 150mm in diameter which can be used as fill when mixed with general fill materials. It is also difficult to control the quality of compaction using concrete debris as fill. The actual amount of reused C&D material will depend on the content and quality of the excavated materials.

9.2.3.4 On-site sorting of C&D material

All C&D materials arising from the construction of KSL from WKN to NAC Station will be sorted on-site to recover the inert C&D materials and reusable and recyclable materials prior to disposal off-site. All inert C&D materials will be broken down by handheld breakers according to the Dumping Licence conditions before disposal to public filling outlets by barges.

All surplus C&D materials will become the property of the Contractor once they are removed from the site. The Contractor will be responsible for devising a system to work for on-site sorting of C&D materials and promptly remove all sorted and processed material arising from the construction activities to minimise temporary stockpiling on-site. It is recommended that the system should include the identification of the source of generation, estimated quantity, arrangement for on-site sorting and / or collection, temporary storage areas, and frequency of collection by recycling Contractors or frequency of removal off-site.

It has been assumed that inert C&D materials (e.g. soil, building debris, concrete) will be sorted out from C&D materials at source to avoid double handling. Silty / clayey materials from alluvium and marine deposits will be identified at source. Non-contaminated alluvial and marine deposits will be transported by leak proof trucks to eliminate water leakage during transportation to the barging facility for open sea disposal. The trucks should also be covered with impervious sheeting to prevent any dust emissions.

9.2.3.5 Disposal Programme for C&D Material

The estimated disposal programme of surplus C&D material is shown below:

Table 9-4 : Summary of annual disposal quantities of C&D materials

	Annual Disposal Quantity, m³
Disposal Method	2004	2005	2006	2007	Total
Public Fill	---	568,800	300,700	700	870,200
Landfill	---	4,300	10,300	2,900	17,500

There will be approximately 870,200m³ of C&D materials that need to be disposed off-site as public fill. A number of potential public fills has been identified from CEDD’s Fill Management database (Table 9-5.).

Table 9-5: Potential public fill sites and the annual inert C&D waste generated between Yr 2005 and Yr 2008

	Volume by Years (million m³)
Project	2005	2006	2007	2008
Penny’s Bay Reclamation Stage 2	3.226	3.267	1.455	---
Yam O Further Reclamation	---	3.360	4.440	3.960
Sub-Total	3.226	6.627	5.895	3.960
Present Project (Public Fill required)	0.57	0.3	0.007	---

Source: CEDD Fill Management database from http://www.ced.gov.hk/eng/index.htm

The C&D waste materials include those from the construction of the cut-&-cover tunnels and bored tunnel. The spoil from the TBM launching shaft will be transported by a conveyor belt system to the nearest ground level, and then be transported by dump trucks to the barging facility for final disposal (e.g. approved Public Filling Area, where the C&D materials will be designated to various development projects that require public fill for reclamation and earth filling purposes). This will ensure that the distance travelled by the transportation vehicles is optimised. The location of barging facilities is shown in Figure 4-1-2, and the transportation routings of the trucks to and from barging point are indicated in Appendix 9-2.

The peak hourly flow of lorries carrying C&D materials to the barging facilities for the entire KSL (from TST to Nam Cheong) would be approximately 43 veh/hr.

9.2.4 Imported Fill Material

It is anticipated that any fill materials required will be sourced from the excavated materials stockpiled at the temporary stockpiling areas, whenever it is suitable. Hence, no imported fill will be required.

9.2.5 Excavated Contamination Materials and Marine Deposit

9.2.5.1 Contamination Soil

A Contamination Assessment Plan (CAP) has been prepared and agreed-in-principle by EPD (Appendix 10-1 of Chapter 10). It collected historical information and existing site conditions as the basis for land contamination assessment. The assessment has been conducted at selected sampling hotspots and approximately 39m³ of soil is confirmed to be contaminated at the ex-government dockyard at Canton Road Government Office (see Chapter 10). Details of the findings are reported in the Contamination Assessment Report. “Excavation and Landfill Disposal” is considered as the most suitable and cost effective remediation method as none of the contaminants exceed the TCLP limits. A Remediation Action Plan (RAP), which has been submitted together with the Contamination Assessment Report for EPD endorsement, has detailed the site clean up method. Details of land contamination assessment and RAP are given in Appendix 10-2 of Chapter 10.

9.2.5.2 Marine Deposits

A summary of the generation of marine deposits and alluvium is given in Table 9-6.

Table 9-6 : Summary of annual generation of marine deposits and alluvium

	Year
Waste	2004	2005	2006	2007	Total, m³
Marine deposits and alluvium	-	38,400	56,500	-	94,900

A Sediment Quality Report was prepared as per the requirements given in the WBTC 34/2002 ”Management of Dredged / Excavated Sediment” ^[9-19]. The Final Sediment Quality Report has been approved by EPD in 2003.

Based on the Final Sediment Quality Report, field sampling work involving 31 drill holes was carried out during the fourth quarter of 2002. A total of 92 samples had been collected and tested. Results indicate that 14 samples contained Heavy Metal compounds registered in Categories M (Material > Lower & £ Upper Chemical Exceedance Level) and H (Material > Upper Chemical Exceedance Level) and 2 samples containing PAH registering Category M. However, none of the samples were within Category H and exceeding 10 times of LCEL (Lower Chemical Exceedance Level).

These samples were also considered for biological screening as per the requirements given in WBTC 34/2002. Four of these samples had been proposed for biological screening while the rest of the 14 samples either do not require biological screening (since < 10 times of LCEL) or the sample volume was not large enough. Biological screening results indicate that all of the four samples failed the biological screening. The locations of these samples are given in Figure 9-1.

Since the samples (Category M) failed the biological screening, these marine deposits should be disposed at Type 2 confined marine disposal site according to the requirements given in the WBTC 34/2002. The rest of the marine deposit along the proposed alignment should be assigned for Type 1 open sea disposal.

Given that the whole length of the KSL is around 3.7km, the volume of sediment for disposal will be 26m³/m. According to the approved Sediment Quality Report, the total extent of the sediment requiring Type 2 Disposal is 1,080m, equivalent to 28,080m³ (mainly including WKN and northern tunnel). The location of marine sediment subject to Type II disposal is illustrated in Figures 9-2-1 to 9-2-3. The remaining 66,820m³ of marine deposits will be subject to Type 1 open sea disposal.

9.2.6 C&D Waste

About 17,500m³ of C&D waste will be generated throughout the construction works from general site clearance works, tree felling, piling works and earthworks for construction of various structures. This C&D material has to be disposed of at landfills.

9.2.7 Chemical Waste

Chemical wastes likely to be generated from the construction activities for the proposed tunnels, station and associated structures will include:

· Scrap batteries or spent acid/alkali from their maintenance;

· Used paint, engine oils, hydraulic fluids and waste fuel;

· Spent mineral oils/cleansing fluids from mechanical machinery; and

· Spent solvents/solutions, some of which may be halogenated, from equipment cleansing activities.

Chemical waste may pose serious environmental, health and safety hazards if not stored and disposed of in an appropriate manner as outlined in the Waste Disposal (Chemical Waste) (General) Regulation and the Code of Practice on the Packing, Labelling and Storage of Chemical Waste ^[9-22]. These hazards may include:

· Toxic effects to workers;

· Adverse effects on air, water and land from spills; and

· Fire hazards.

It is difficult to quantify the amount of chemical waste as it will be highly dependent on the Contractor’s on-site maintenance practice and the quantities of plant and vehicles utilized. However, it is anticipated that the quantity of chemical waste, such as lubricating oil and solvent produced from plant maintenance will be small and in the order of few hundred litres per month.

9.2.8 Sewage

Sewage will arise from amenity facilities used by the construction workforce and site office’s sanitary facilities. Night soil from chemical toilets will also be generated. The sludge needs to be properly managed to minimise odour and potential health risks to the workforce by attracting pests and other disease vectors.

The number of construction workers to be employed on site is not available at this stage, but is anticipated to be about 1,000 staff. As the workers will be scattered along the proposed alignment, station and work sites, the most cost-effective solution will be to provide adequate number of portable toilets along the alignment to ensure that sewage from site staff is properly collected. Depending on site conditions, land availability and site activities, the locations and number of portable toilets will be determined in the Waste Management Plan (WMP) to be submitted by the Contractor and agreed by EPD. No adverse waste impact is envisaged provided that maintenance by licensed contractors is conducted regularly.

9.2.9 General Refuse

The presence of a construction site with workers and site office will result in the generation of a variety of general refuse requiring disposal. General refuse will mainly consist of food waste, aluminium cans and waste paper.

The storage of general refuse has the potential to give rise to adverse environmental impacts. These include odour if the waste is not collected frequently (for example, daily), windblown litter, water quality impacts if waste enters waster bodies, and visual impact. The sites may also attract pests, vermin, and other disease vectors if the waste storage areas are not well maintained and cleared regularly. In addition, disposal of wastes at sites other than approved landfills, can also lead to similar adverse impacts at those sites.

The number of staff (clerical and workers) to be employed for the project is not available at this stage, but is anticipated to be about 1,000 staff. On this basis, the total refuse generated per day would be about 650kg/day, assuming the refuse generated rate is 0.65kg/head/day. Provided that the mitigation measures recommended in S9.2.10 are adopted, the potential environmental impacts caused by the storage, handling, transport and disposal of general refuse is expected to be minimal. It is recommended that general refuse should be collected on a daily basis for disposal. Given the small quantity of general refuse, adverse impacts to the operation of the landfills are not expected.

The requirements as recommended in ETWB TC 15/2003 Waste Management on Construction Sites and its latest version, and other relevant guidelines, should be included in the Particular Specification for the Contractor as appropriate.

Each tenderer should be requested to submit an outline WMP for tender assessment. Prior to the commencement of construction work, the Contractor should prepare a WMP to provide an overall framework for waste management and reduction. It should contain the following key elements:

· Waste management policy;

· Record of generated waste;

· Waste reduction target;

· Waste reduction programme;

· Role and responsibility of waste management team;

· Benefit of waste management;

· Analysis of waste materials;

· Reuse, recycling and disposal plans;

· Transportation process of waste products; and

· Monitoring and action plan.

Waste management options with less environmental impacts are preferred. The waste management hierarchy should be as follows:

· Avoidance and minimization;

· Reuse of materials;

· Recovery and recycling; and

· Treatment and disposal.

This hierarchy should be used to evaluate the waste management options to allow maximum waste reduction and often reducing costs. For example, by reducing or eliminating over-ordering of construction materials, waste is avoided and costs are reduced both in terms of purchasing raw materials and disposing of wastes. Records of quantities of wastes generated, recycled and disposal (locations) should be properly kept.

A trip-ticket system should be established in accordance with ETWBTC No. 21/2002 ^[9-20] to monitor the disposal of public fill and solid wastes at public filling facilities and landfills, and to control fly-tipping. A trip-ticket system will be included as one of the contractual requirements and implemented by the Contractor. The Engineer shall audit the result of the system.

A recording system for the amount of waste generated, recycled and disposed of (including the disposal sites) should be established during the construction phase. The Contractor should provide training to workers on the concepts of site cleanliness and on appropriate waste management procedures, including waste reduction, reuse and recycling at the beginning of the Contract.

The recommended mitigation measures for other waste types are described as follows.

9.2.10.1 Excavated Contamination Materials and Marine Deposit

Contamination Soil

About 39m³ of contaminated soil is identified (refer to Chapter 10 for details). Given the small amount of volume, disposal in landfill site is recommended. Potential landfill sites include SENT and NENT. Details of the mitigation measures on handling of the contaminated soil shall be referred to Appendix 10 –2.

Marine Deposit

· The total amount of marine deposits and alluvium is 94,900m³. Normally, the contaminated marine deposit will require to be disposed of at confined contaminated mud pits such as East Sha Chau, while the uncontaminated marine and alluvial deposit will require open sea disposal, e.g. in South Cheung Chau, Nine Pin, etc

Possible mitigation measures to handle the contaminated / uncontaminated alluvial / marine sediment are summarized as follows:

· All construction plant and equipment shall be designed and maintained to minimise the risk of silt, sediments, contaminants or other pollutants being released into the water column or deposited in the locations other than designated location.

· All vessels shall be sized such that adequate draft is maintained between vessels and the sea bed at all states of the tide to ensure that undue turbidity is not generated by turbulence from vessel movement or propeller wash.

· Before moving the vessels which are used for transporting dredged material, excess material shall be cleaned from the decks and exposed fittings of vessels and the excess materials shall never be dumped into the sea except at the approved locations.

· Adequate freeboard shall be maintained on barges to ensure that decks are not washed by wave action.

· The Contractors shall monitor all vessels transporting material to ensure that no dumping outside the approved location takes place. The Contractor shall keep and produce logs and other records to demonstrate compliance and that journeys are consistent with designated locations and copies of such records shall be submitted to the Engineers.

· The Contractors shall comply with the conditions in the dumping licence.

· All bottom dumping vessels (hopper barges) shall be fitted with tight fittings seals to their bottom openings to prevent leakage of material.

· The material shall be placed into the disposal pit by bottom dumping.

· Contaminated marine mud shall be transported by split barge of not less than 750m³ capacity and capable of rapid opening and discharge at the disposal site.

· Discharge shall be undertaken rapidly and the hoppers shall be closed immediately. Material adhering to the sides of the hopper shall not be washed out of the hopper and the hopper shall remain closed until the barge returns to the disposal site.

9.2.10.2 C&D Materials

The Project Proponent shall notify CEDD of the estimated spoil volumes to be generated, and liaise and agree with the Public Fill Committee for the disposal of surplus inert C&D materials including good quality rock during detailed design of the project. Wherever practicable, C&D materials should be segregated from other wastes to avoid contamination and ensure acceptability at public filling areas or reclamation sites. The following mitigation measures should be implemented in handling the waste:

· Maintain temporary stockpiles and reuse excavated fill material for backfilling and reinstatement;

· For the tunnel section to the north of WKN, stockpile excavated C&D material adjacent to its source for immediate backfill once the tunnel section is completed;

· Carry out on-site sorting;

· Surplus artificial hard materials should be delivered to Tuen Mun Area 38 recycling plant or its successor for recycling into subsequent useful products;

· Due to the relatively small quantities and poor condition of the existing bituminous pavement, it is not recommended that the pavement be recycled for subsequent reinstatement. Instead, the material may be used for paving of construction access and temporary holding / parking areas;

· Make provisions in the Contract documents to allow and promote the use of recycled aggregates where appropriate;

· Adopt ‘Selective Demolition’ technique to demolish the existing structures and facilities with a view to recovering broken concrete effectively for recycling purpose, where possible;

· Implement a trip-ticket system for each works contract to ensure that the disposal of C&D materials are properly documented and verified; and

· Implement an enhanced Waste Management Plan similar to ETWB TC(W) No. 15/2003 – “Waste Management on Construction Sites” to encourage on-site sorting of C&D materials and to minimize their generation during the course of construction.

In addition, disposal of the C&D materials onto any sensitive locations such as agricultural lands, etc. should be avoided. The Contractor shall propose the final disposal sites to the Project Proponent and get its approval before implementation.

9.2.10.3 C&D Waste

Standard formwork should be used as far as practicable in order to minimise the arising of C&D materials. The use of more durable formwork or plastic facing for the construction works should be considered. Use of wooden hoardings should also be avoided, as in other railway projects by the Project Proponent. Metal hoarding should be used to enhance the possibility of recycling. The purchasing of construction materials will be carefully planned in order to avoid over ordering and wastage.

The Contractor should recycle as much of the C&D materials as possible on-site. Public fill and C&D waste should be segregated and stored in different containers or skips to enhance reuse or recycling of materials and their proper disposal. Where practicable, concrete and masonry can be crushed and used as fill. Steel reinforcing bar can be used by scrap steel mills. Different areas of the sites should be considered for such segregation and storage.

HKSAR has developed a charging policy for the disposal of waste to landfill. When it is implemented, this will provide additional incentive to reduce the volume of waste generated and to ensure proper segregation to allow disposal of inert material to public filling areas.

9.2.10.4 Chemical Waste

Chemical waste producers should be registered with EPD. For those processes which generate chemical waste, the Contractor shall identify any alternatives that generate reduced quantities or even no chemical waste, or less dangerous types of chemical waste.

Chemical waste should be handled in accordance with the Code of Practice on the Packaging, Handling and Storage of Chemical Wastes as follows. Containers used for storage of chemical wastes should:

· Be suitable for the substance they are holding, resistant to corrosion, maintained in a good condition, and securely closed;

· Have a capacity of less than 450 L unless the specification have been approved by EPD; and

· Display a label in English and Chinese in accordance with instructions prescribed in Schedule 2 of the Regulations.

The storage area for chemical wastes should:

· Be clearly labelled and used solely for the storage of chemical wastes;

· Be enclosed on at least 3 sides;

· Have an impermeable floor and bunding, of capacity to accommodate 110% of the volume of the largest container or 20% by volume of the chemical waste stored in the area, whichever is greatest;

· Have adequate ventilation;

· Be covered to prevent rainfall entering (water collected within the bund must be tested and disposed as chemical waste, if necessary); and

· Be arranged so that incompatible materials are adequately separated.

Disposal of chemical waste should:

· Be via a licensed waste collector; and

· Be to a facility licensed to receive chemical waste, such as the CWTC which also offers a chemical waste collection service and can supply the necessary storage containers; or

· Be to a re-user of the waste, under approval from EPD.

9.2.10.5 Sewage

Adequate numbers of portable toilets should be provided for the workers. The portable toilets should be maintained in a state, which will not deter the workers from utilizing these portable toilets. Night soil should be collected by licensed collectors regularly.

9.2.10.6 General Refuse

General refuse generated on-site should be stored in enclosed bins or compaction units separately from construction and chemical wastes. A reputable waste collector should be employed by the Contractor to remove general refuse from the site, separately from construction and chemical wastes, on a daily basis to minimize odour, pest and litter impacts. Burning of refuse on construction sites is prohibited by law.

Aluminium cans are often recovered from the waste stream by individual collectors if they are segregated and made easily accessible. Separate labelled bins for their deposit should be provided if feasible.

Office wastes can be reduced through the recycling of paper if volumes are large enough to warrant collection. Participation in a local collection scheme should be considered by the Contractor. In addition, waste separation facilities for paper, aluminium cans, plastic bottles etc., should be provided.

9.3 Operational Phase

9.3.1 Types of Wastes

During the operational phase, the station and the associated facilities will generate the following wastes:

· General refuse;

· Industrial waste; and

· Chemical waste.

9.3.2 General Refuse and Industrial Waste

General refuse will arise from the public, station employees and commercial operators within the WKN. Waste would include food, paper, wood, plastic, office waste, metal containers etc. The storage and handling of these wastes may give rise to environmental impacts.

Maintenance activities of the station and tracks will generate industrial waste including scrap materials from rail and carriage maintenance, used fluorescent tubes, used welding rods, cleansing materials and discarded electronic equipment.

It is anticipated that waste generated by each of the WKN would be approximately 500kg/day. A reputable waste collector should be employed to remove general refuse and industrial waste from the stations, separately from chemical wastes, on a daily basis to minimise odour, pest and litter impacts.

9.3.3 Chemical Waste

Similar to industrial waste, lubricants, paints, used batteries, mineral oil, coolants, and solvents will be generated during the operational phase within the stations and alignment areas. These wastes may pose significant environmental, health and safety hazard if they are not properly managed.

The requirements given in the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes ^[9-22] should be followed in handling of these chemical wastes. A trip-ticket system should be operated in accordance with the Waste Disposal (Chemical Waste) (General) Regulation to monitor all movements of chemical wastes which will be collected by a licensed collector to a licensed facility for final treatment and disposal.

9.4 Residual Environmental Impacts

With the implementation of recommended mitigation measures, residual impacts are not anticipated for both the construction and operational phases.

9.5 Conclusion

9.5.1 Construction Phase

The quantity and timing for the generation of waste during the construction phase have been estimated. Measures, including the opportunity for on-site sorting, reusing excavated fill materials (stored in stockpiles) etc, are devised in the construction methodology to minimise the surplus materials to be disposed off-site via the barging facilities in West Kowloon. The annual disposal quantities for C&D materials and their disposal methods have also been assessed.

Recommendations have been made for the Contractor for implementation during the construction period to minimise the waste generation and any off-site disposal.

9.5.2 Operational Phase

The types and quantities of waste that would be generated during the operational phase have been assessed. Recommendations have been made to ensure proper treatment and disposal of these wastes.

10. Land Contaminatio n ASSESSMENT

10.1 Legislation

Legislation and non-statutory guidance for carrying out the land contamination assessment is provided in the following:

· Technical Memorandum on Environmental Impact Assessment Process (TM-EIA) ^[10-1];

· ProPECC PN 3/94 – Contaminated Land Assessment and Remediation ^[10-2]; and

· Guidance Notes for Investigation and Remediation of Contaminated Sites of Petrol Filling Stations, Boatyards, and Car Repair/Dismantling Workshops ^[10-3].

10.2 Background Information

The assessment is carried out by reviewing the relevant historical information such as site geological information, ground conditions, aerial photos and site inspection.

Relevant information has been obtained for the underground oil storage tanks in the existing TST Fire Station at the north of Canton Road and the petrol filling station at the intersection of Kok Cheung Street and Pok Man Street (under Skyway House).

All collected information and inspection findings have been reviewed and sampling locations have been selected for evaluating the potential of contamination that might be encountered during the construction period.

10.2.1 Geology Information

The regional geology of the study area is shown on the 1:20,000 Geological Map, Sheet 11, Hong Kong and Kowloon, from the Hong Kong Geological Survey.

The main rock type within the Kowloon peninsula comprises an equigranular medium grained biotite monzogranite of the Kowloon Granite. The superficial deposits in the TST area have an embayment of marine sand beach deposits stretching from the shoreline at Salisbury Road up Nathan Road to just north of Mody Road. The marine sand and beach deposit is also shown to run along and lie below Canton Road with the deposit extending to the west into the area of reclamation.

An alluvial deposit is shown to extend from Austin Road into the project area to below the former typhoon shelter and will underlie the marine deposits in this area.

To the north of the former Jordan Ferry piers the route runs across reclamation areas comprising the former Yau Ma Tei typhoon shelter. The geological map indicates that marine deposits should exist in this area and some marine sands may lie below the old reclaimed areas to the north of the shelter.

10.2.2 Ground Conditions

Geological sections for the whole alignment are shown in Contamination Assessment Plan (CAP) in Appendix 10-1. Along Salisbury Road, the upper 2 to 4m of soil (approximately) is fill material. Below this is a 5m thick marine deposits made up of beach sand deposits. These deposits comprise typically loose to medium dense sands, which occasionally have silt and clay mixed into the material. The next 5m is made up of alluvium which comprises a sequence of mixed brown silty and clayey fine to medium sands and gravels. The lowest stratum recorded (down to a depth of 15m) is predominantly completely decomposed granite (CDG) and moderately to slightly decomposed granite (M/SDG). M/SDG can be described as a strong to very strong pink mottled grey and black speckled medium grained granite with medium to widely spaced joints. The average groundwater level recorded at Salisbury Road is about 3m below the surface.

At Canton Road, the CDG layer is approximately 15 to 30m thick lying underneath a thin layer of fill material (1 to 5m). The CDG layer has its thickest accumulations near Haiphong Road and in the reclamation area. The average groundwater level recorded is about 1-2m below the surface. The thickness of top fill layer gradually increases to 20m at the West Kowloon Reclamation Area where the majority of the alignment will be located within this area. The average groundwater levels recorded are about 6-7m and 3m below ground in West Kowloon Reclamation Area and Tai Kok Tsui respectively.

10.2.3 Historical Information

10.2.3.1 Reclamation

Review of historical maps and aerial photography indicates that there were several phases of reclamation over the whole alignment. Across the southern and western Kowloon Peninsula the majority of reclamation was carried out before 1904. Reclamation in several other small areas along the main TST waterfront was completed by 1982. The West Kowloon Reclamation was formed as part of the Airport Core Programme and except for the area known as YM6 was completed by 1995. The remaining area of YM6 reclamation is currently under construction.

10.2.3.2 Industrial Uses

Aerial photographs of 1964, 1974, 1985 and 1995 have been reviewed. There were industrial facilities (e.g. shipyards, warehouse) along the waterfront of Canton Road in 1964 and 1974. Most of the shipyards during that period did not have specific precautionary measures to prevent spillage of oil onto the ground. Aerial photographs reveal that the TST Fire Station and the commercial buildings were constructed during early 1970’s and early 1980’s and the area next to the TST fire station was open storage/car parking area between 1985 and 1995. The remaining area of YM6 reclamation, the waterfront of the Canton Road Government Office, was the typhoon shelter and the dockyard of the Marine Department.

Further up north was the YMT typhoon shelter and Tai Kok Tsui. These areas had not been reclaimed in 1985. In Tai Kok Tsui, the landuses were identified in accordance with street maps from 1996 to 2002 ^[10-4]. Most buildings were residential uses except two factory buildings located at Sham Mong Road.

The factory building, Tai Kok Tsui Centre (existing Skyway House), located at the intersection of Kok Cheung Street and Pok Man Street was constructed in 1982 and was reconstructed into a commercial building in 2000. A petrol filling station had been at the ground floor of the building since the factory building was occupied. Another factory building located immediately north of the Tai Kok Tsui Centre had been occupied since early 1974.

Review of the 1980 survey map revealed that there was ex-shipyard operation located at the south of Chui Yu Road opposite to the Tung Chow Street Park. It is located at more than 200m to the northeast of the KSL alignment and has been redeveloped into residential premises.

10.2.3.3 Others

The available historical information also indicates that the potential of land contamination caused from accidental spillage or change of land use is unlikely. There is no record indicating the presence of incineration facilities, burn pits or facilities that utilizes high temperature along the proposed alignment.

10.3 Site Inspection

A site inspection was conducted on 24 June 2002 to obtain more information regarding the current industrial activities, and to confirm potentially contaminated sampling locations for the intrusive site investigation. All land lots/ sites within a distance of 300m from the boundary of the alignment have been inspected.

The landuses along Canton Road are mainly commercial buildings and hotels. The TST Fire Station comprises of four wings in a Z shape with a 14 storey residential block. Petrol and diesel filling facilities are provided in the Fire Station. The area between the TST Fire Station and the Canton Road Government Office is an open space currently occupied by HyD and car/coach parking facilities.

The West Kowloon Reclamation Area is mainly an unoccupied land with newly constructed residential and commercial developments.

In Tai Kok Tsui, most buildings are residential in the vicinity of the alignment. The petrol filling station still exists at the ground level of Skyway House. The factory building next to the petrol filling station has been converted to commercial and trading uses with only general mechanical repairs at the ground level, which is paved with concrete.

10.4 Potential Impacts

The potential land contamination areas are described below.

10.4.1 Along Canton Road

Canton Road has been developed from past industrial activities to commercial use (e.g. hotel and office etc.) for more than 20 years. The extensive amount of utilities works (e.g. cabling, gas work, road maintenance, etc.) carried out along Canton Road over the years has diminished the possibility of having contaminated soil in the top fill material which is only about 5m thick.

10.4.2 TST Fire Station to Canton Road Government Office

Information of the underground oil storage tanks inside TST Fire Station has been provided by the Fire Services Department (FSD). There are two underground tanks located near the shower room block at approximately 60m to the west of the alignment, one for storage of diesel and the other for petrol. The volume of each tank is approximately 4.55m³. The tanks have been used for more than 30 years and there is no record on previous spillage or leakage of fuel into the soils and groundwater. Since bored tunnelling will be adopted along this section for the tunnels, potential impacts on workers during the construction phase is possible, if contaminated soil is present.

The ex-dockyard site at West Kowloon Reclamation, between the Canton Road Government Offices and TST Fire Station, has been an open space since the 1980s. Potential impacts on workers are possible if contaminated soil is present.

The ex-government maintenance workshop located at the waterfront of the Canton Road Government Office had been operated for more than 20 years before reclamation. It may have possible residual marine deposits that could be contaminated.

10.4.3 West Kowloon Reclamation Area

Latest geological information suggests that there are still marine deposits in this area. Depending on the quality of the marine deposit, different disposal methods would be required. A sediment Quality Report has been prepared to summarise the chemical test results for marine deposits at various drillhole locations ^[10-5]. A detailed description on the quantity and quality of the marine sediment that need to be disposed of is given in Chapter 9. Locations of the marine sediment that require confined marine disposal is given in Figure 9-2-1 for information.

10.4.4 Tai Kok Tsui

The petrol filling station located at Skyway House is approximately 50m from the KSL alignment. According to the information provided by the filling station operator, the filling station had been operated since 1982. There are two underground tanks located at the basement level, one for storage of unleaded gasoline and the other for diesel. The volume of each tank is approximately 22.75m³. The tanks are supported on a concrete base with no direct contact between the tanks and the tanks’ storage rooms. Information on previous spillage or leakage of diesel fuel is not available.

Although the factory building next to Skyway House is now a commercial and trading premise, it has been an industrial building since 1974. Information on the industrial activities at that period of time is not available. However, typical industrial activities would include garment, machinery manufacturing, printing and publishing. These activities may pose potential contamination issues.

The ex-shipyard operation, at approximately 200m from the alignment, opposite to Tung Chow Street Park has been changed to a residential development. It may have possible residual marine deposits contamination.

10.5 Contamination Assessment Plan

The CAPs have specified the requirements on the following aspects:

· Sampling locations

· Depth of sampling points

· Sampling methodology for soil and groundwater

· Sample size and handling criteria

· Analytical parameters & methodology

· Quality control

The draft CAP was submitted to February 2003 and has been agreed-in-principle by EPD. The updated CAP based on the current design is shown in Appendix 10-1.

10.6 Site Investigation

Site investigation works were carried out between 29 October 2002 and 28 February 2003 by the GI Contractor. Five drillholes proposed in the CAP were excavated and drilled for soil and groundwater sampling. The exact locations and depths for sampling are determined by the on-site Contamination Specialist to suit condition and constraints during the investigation. All soil and groundwater samples were analysed by a HOKLAS accredited laboratory for all parameters listed in the CAP. A Contamination Assessment Report has been prepared to summarise the entire contamination assessment programme, investigation procedures and methodologies, the analytical results of soil and groundwater samples, the scope of any remedial work required, and the particular health and safety requirement that may be required during the works. The Contamination Assessment Report and Remediation Action Plan have been prepared and attached in Appendix 10-2.

10.7 Assessment Criteria

The results of soil analysis were compared to the Dutch “B” Values as given in ProPECC Note PN3/94”^[10-2] which have been adopted as the remediation target in most cases in HKSAR. However, there is no criterion for dioxins and furans (i.e. Polychlorinated dibenzo-p-dioxins and dibenzofurans (PCDD/PCDF)). The USPEA criterion of 1ppb TEQ (1ng/g, Toxicity Equivalent Unit) is therefore adopted as the assessment criterion. This criterion has been used as the remediation target for residential sites in USA and in another approved EIA study ^[10-6].

10.8 Interpretation of Results

A total of 33 soil samples have been collected from 5 drillholes. All the soil samples collected are within the vertical excavation extent for KSL construction. Results indicate that all soil samples are below the Dutch B levels except 1 soil sample collected from KSD100/DHE063 (see Figure 10-1), of which the lead concentration exceeded the Dutch B level but within the Dutch C level (Table 10-1). The analytical results for all soil samples are detailed in Appendix 10-2.

Table 10-1 : Summary of soil samples exceeding Dutch B Level

Drillhole reference	Depth	Contaminant	Concentration (mg/kg dry soil)	Dutch B Limit (mg/kg dry soil)	Dutch C Limit (mg/kg dry soil)	Exceedance
KSD100/DHE063	1.5m	Lead	220	150	600	> B and < C

The nature and distribution of the contaminated soil samples indicate that contamination is present at discrete hotspot. The finding is supported by the pattern of landuse on this site, which involved ex-dockyard of the Marine Department and typhoon shelter. Analytical results suggest that contamination is not spatially continuous, and is generally limited in depth.

However, it is Government policy that soils containing contaminants exceeding the Dutch B Levels should be remediated. Details of the soil remediation method and the disposal criteria of the contaminated soils are described in Section 10.9.

10.9 Soil Remediation and Disposal

Details of the soil remediation options are given in Appendix 10-2. A summary is given below.

· Only a small quantity of 39m³ of soil (1.0 - 2.0m below ground level) has been contaminated by Lead at drillhole KSD100/DHE063 (Figure 10-1);

· Remediation options (including excavation and landfill disposal, solidification and stabilisation, soil-washing, and physical separation) have been investigated with respect to their associated advantages and disadvantages;

· Landfill disposal has been recommended, and the contaminated soil has been tested to be acceptable for landfill disposal in accordance with the TCLP testing (Table 10-4); and

· Specifications for the remedial works (including disposal methodology, requirements for compliance testing, and the need for protective and safety measures) are given in Appendix 10-2.

Table 10-4 : TCLP testing results for KSD100/DHE063 at 1.5m

Parameters	TCLP testing results (ppm)	TCLP limit (ppm)
Cadmium	<1	10
Chromium	<1	50
Copper	<2	250
Nickel	<1.5	250
Lead	12	50
Zinc	<10	250
Mercury	<1	1
Tin	<2	250
Silver	<2	50
Antimony	<2	150
Arsenic	<2.5	50
Beryllium	<1	10
Thallium	<0.08	50
Vanadium	<4	250
Selenium	<1	1
Barium	<2	1000

10.10 Recommendations

The remediation area for contaminated soil should be clearly marked out on site and excavated to an extent of 3.5m radius from the sample location. Excavation should be undertaken by dedicated earth-moving plant.

The overlaying uncontaminated material should be removed and stockpiled adjacent to the excavation until the specified depth is reached. The excavated contaminated soils should not be stockpiled on site, but should immediately be loaded onto trucks and taken to the chosen landfill site. All trucks carrying contaminated material should be adequately covered by sheets to prevent dispersion of contamination.

The remediation contractor should have a valid discharge licence from EPD where applicable and should carry out the remediation works in accordance with all relevant legislative requirements and EPD’s Guidance Note.

The remediation programme should be supervised by the on-site Geotechnical Engineer (to be appointed by the Contractor) with at least 7 years experience in contamination assessment or decontamination. All relevant method statements prepared by the remediation contractor should be reviewed and approved by the Decontamination Specialist before proceeding with the works.

Should the event of the soil contamination following excavation be more extensive than envisaged by the CAP, CAR, RAP, a confirmatory testing will be carried out as follows:

· A confirmatory testing will be carried out following excavation at each location, in order to confirm that all contaminated material has been removed.

· The confirmatory testing will consist of five samples in each location, situated immediately to the north, south, east and west of each location, and at the base of the excavation.

· If the results of analysis are less than the Dutch B Levels, no further excavation will be required.

· If the concentrations exceed the Dutch B Level, the area of excavation should be extended, and further confirmatory testing should be carried out following this excavation. In such case, the area of excavation should be extended by a further 5m radius in the quadrant where the contaminated sample is encountered, or by a further 0.5m depth if the contaminated sample is from the base of the excavation. This procedure should be followed until no further contamination is encountered.

10.11 Conclusions

A land contamination assessment has been conducted for the project. Historical information such as site geological information, ground condition, aerial photos has been reviewed.

Five locations have been selected for soil analysis. Results indicate that only one soil sample (i.e. KSD100/DHE063 at ex-government dockyard at Canton Road Government Office) needs to be remediated. A total volume of 39m³ (i.e. 0.5m – 1.5m with a 7m diameter) is required to be disposed of at the landfill as a last resort after consideration of other remediation options. The remediation action plan and specification for remediation works are detailed in the Contamination Assessment Report.

11. Landscape and Visual I mpact Assessment

This section of the report outlines the landscape and visual impacts associated with KSL in accordance with the EIAO. Impacts during both construction and operational phases are assessed. The assessment includes:

· A listing of the relevant environmental legislation and guidelines;

· A definition of the scope and contents of the study, including a description of the assessment methodology;

· A qualitative review of the four alignment options considered for the KSL, together with a review of the findings of the previous study ^{[11-1] & [11-2]}and Project Proposal prepared by KCRC.

· A review of the relevant planning and development control framework;

· A review of comments on landscape and visual issues received during previous consultation with the public and/or advisory bodies and how these have been addressed in the design;

· A baseline study providing a comprehensive and accurate description of the baseline landscape and visual character;

· Recommendation of appropriate mitigation measures and associated implementation programmes;

· Identification of the potential landscape and visual impacts and prediction of their magnitude and potential significance, before and after the mitigation measures; and

· An assessment of the acceptability or otherwise of the predicted residual impacts, according to the five criteria set out in Annex 10 of the TM-EIA.

· All potential impacts and proposed mitigation measures are clearly mapped in colour and illustrated with clear annotation and cross-referencing between text, tables and illustrations. Colour photographs showing baseline conditions, and photomontages and illustrative materials supporting conclusions are provided and the locations of all viewpoints are clearly mapped. Photomontages at representative locations provide comparison between existing views; proposals on day 1 after completion without mitigation; on day 1 after mitigation, and in year 10 after mitigation.

11.1 Environmental Legislation and Guidelines

The following legislation, standards and guidelines are applicable to the evaluation of landscape and visual impacts associated with the construction and operation of the project:

· Environmental Impact Assessment Ordinance, Cap.499. S.16 ^[11-3] (EIAO) and the Technical Memorandum on EIA Process (TM-EIA) ^[11-4];

· Town Planning Ordinance (Cap. 131)^[11-5];

· Kowloon Planning Area No. 1 -Tsim Sha Tsui Draft Outline Zoning Plan (OZP) No. S/K1/18 dated 17th October 2003 ^[11-6];

· Kowloon Planning Area No. 20 -South West Kowloon Draft Outline Zoning Plan (OZP) No. S/K20/15 dated 26^th March 2004 ^[11-7];

· Shatin Draft Outline Zoning Plan (OZP) No. S/ST/19 dated 16^th Jan 2004 ^[11-25];

· Draft Kowloon Planning Area 20 - South West Kowloon (Central Section) Outline Development Plan No. D/K20B/C ^[11-8];

· Draft Kowloon Planning Area 20 - South West Kowloon (Southern Section) Outline Development Plan No. D/K20C/B ^[11-9];

· EIAO Guidance Note 8/2002 ^[11-10];

· Animals and Plants (Protection of Endangered Species) Ordinance (Cap. 187) ^[11-11];

· Hong Kong Planning Standards and Guidelines ^[11-12] Chapter 10, ‘Conservation’;

· Hong Kong Planning Standards and Guidelines ^[11-12] Chapter 4, ‘Open Space’;

· Hong Kong Planning Standards and Guidelines ^[11-12] Chapter 11, ‘Urban Design Guidelines’;

· WBTC No. 25/92 – Allocation of Space for Urban Street Trees ^[11-13];

· Works Branch Technical Circular WBTC No. 25/93, Control of Visual Impact of Slopes ^[11-14];

· WBTC No. 30/2001 – Capital Works or Maintenance Works (including Tree Planting) Within or Adjacent to the Kowloon Canton Railway (Hong Kong) Section ^[11-16];

· ETWBTC No. 7/2002 – Tree Planting in Public Works ^[11-17];

· ETWBTC No. 14/2002 - Management and Maintenance of Natural Vegetation and Landscape Works and Tree Preservation ^[11-18];

· ETWBTC No. 2/2004 – Maintenance of Vegetation and Hard Landscape Features ^[11-26];

· Lands Administration Office Instruction Section D12 - Tree Preservation ^[11-19];

· HYDTC 10/2001 – Visibility of Directional Signs ^[11-20];

· GEO publication (1999) – Use of Vegetation as Surface Protection on Slopes ^[11-21];

· GEO Publication No.1/2000 – Technical Guidelines on Landscape Treatment and Bio-engineering of Man-made Slopes and Retaining Walls ^[11-22];

· SILTech Publication (1991) – Tree Planting and Maintenance in Hong Kong (Standing Interdepartmental Landscape Technical Group) ^[11-23]; and

· Urban Council Publication (Chinese Language Edition 1998) - Champion Trees in Urban Hong Kong^[11-24].

11.2 Scope and Content of the Study

11.2.1 Project Overview

The rationale for the selection of the Canton Road corridor as the preferred alignment is described and illustrated in Chapter 3.

The scope of the work, construction methodologies and works sites and works areas for the selected alignment are described in detail, and illustrated with figures in Chapter 4.

In addition to the works described in chapter 4, the proposed airborne noise mitigation measures identified in Chapter 6 would include temporary noise barriers / enclosures to be erected at selected locations along the cut and cover section. These will typically be 3-4m tall and placed close to the noise sources of individual construction plant items, within the contractors works areas. They will be moved around within the contractors works areas as construction progresses, to suit the locations of particular noise generation activities.

11.2.2 Limits of the Study Area

The limit of the landscape impact study is 100m from the works limit of the Project. The limits of the visual impact studies are the Zones of Visual Influence (ZVIs) of KSL during the construction and operational phases.

11.2.3 Assessment Methodology – Landscape Impacts

Landscape impacts have been assessed separately for the construction and operational phases of the proposed scheme. The assessment involves the following procedures:

11.2.3.1 Identification of the baseline landscape resources (physical & cultural) and landscape character within the study area

This is achieved by site visit and desk-top study of topographical maps, information databases and photographs (including tree survey information). The identification of potential impacts are based upon the review of the engineering scheme design and construction methods, which have been superimposed over the baseine resources, and detailed tree survey plans.

11.2.3.2 Assessment of the degree of sensitivity to change of the landscape resources / character areas

This is influenced by a number of factors including whether the resource / character is common or rare, whether it is considered to be of local, regional, national or global importance, whether there are any statutory or regulatory limitations/ requirements relating to the resource / character, the quality of the resource / character, the maturity of the resource, and the ability of the resource / character to accommodate change. The sensitivity of each landscape feature and character unit is classified as follows:

High:	Important landscape or landscape resource of particularly distinctive character or high importance, sensitive to relatively small changes
Medium:	Landscape or landscape resource of moderately valued landscape characteristics reasonably tolerant to change
Low:	Landscape or landscape resource, the nature of which is largely tolerant to change

11.2.3.3 Identification of potential sources of landscape impacts

These are the various elements of the construction works and operational procedures that would generate landscape impacts.

11.2.3.4 Identification of the magnitude of landscape impacts

The magnitude of the impact depends on a number of factors including the physical extent of the impact, the landscape and visual context of the impact, the compatibility of the project with the surrounding landscape, and the time-scale of the impact - i.e. whether it is temporary (short, medium or long term), permanent but potentially reversible, or permanent and irreversible. Landscape impacts have been quantified wherever possible.

The magnitude of landscape impacts is classified as follows:

Large:	The landscape or landscape resource would suffer a major change
Intermediate:	The landscape or landscape resource would suffer a moderate change
Small:	The landscape or landscape resource would suffer slight or barely perceptible changes
Negligible:	The landscape or landscape resource would suffer no discernible change.

11.2.3.5 Identification of potential landscape mitigation measures

These may take the form of adopting alternative designs or revisions to the basic engineering and architectural design to prevent and/or minimise adverse impacts; remedial measures such as colour and textural treatment of building features; and compensatory measures such as the implementation of landscape design measures (e.g. tree planting, creation of new open space etc) to compensate for unavoidable adverse impacts and to attempt to generate potentially beneficial long term impacts. A programme for the mitigation measures has been provided. The agencies responsible for the funding, implementation, management and maintenance of the mitigation measures have been identified and their approval-in-principle will be sought.

11.2.3.6 Prediction of the significance of landscape impacts before and after the implementation of the mitigation measures.

By synthesising the magnitude of the various impacts and the sensitivity of the various landscape resources, it is possible to categorise impacts in a logical, well-reasoned and consistent fashion. Table 11-1 shows the rationale for dividing the degree of significance into four thresholds, namely insubstantial, slight, moderate, and substantial depending on the combination of a negligible-small-intermediate-large magnitude of impact and a low-medium-high degree of sensitivity of landscape resource or character. The significant thresholds are defined as follows:

Substantial:	Adverse/ beneficial impact where the proposal would cause significant deterioration or improvement in existing landscape quality
Moderate:	Adverse/ beneficial impact where the proposal would cause a noticeable deterioration or improvement in existing landscape quality
Slight:	Adverse/ beneficial impact where the proposal would cause a barely perceptible deterioration or improvement in existing landscape quality
Insubstantial:	No discernible change in the existing landscape quality

Table 11-1 : Relationship between receptor sensitivity and impact magnitude in defining impact significance

Magnitude of Impact	Large	Slight*/ Moderate	Moderate/ Substantial	Substantial
	Intermediate	Slight/ Moderate	Moderate	Moderate/ Substantial
	Small	Insubstantial/ Slight	Slight/ Moderate	Slight*/ Moderate
	Negligible	Insubstantial	Insubstantial	Insubstantial
		Low	Medium	High
		Receptor Sensitivity (Landscape Resource, Landscape Character Area or VSR)

*In these instances, “slight” impact significance will only be applied in special situations with justifications, in order to avoid underestimation of the impact.

11.2.3.7 Prediction of Acceptability of Impacts

An overall assessment of the acceptability, or otherwise, of the impacts according to the five criteria set out in Annex 10 of the TM-EIAO.

In addition, the following points should be made with regard to the methodology of the assessment:

· It is assumed that funding, implementation, management and maintenance of the mitigation proposals can be satisfactorily resolved according to the principles in WBTC 14/2002 ^[11-18]. All mitigation proposals in this report are practical and achievable within the known parameters of funding, implementation, management and maintenance. The suggested agents for the funding and implementation (and subsequent management and maintenance, if applicable) are indicated in Tables 11-2, 11-3, 11-5 and 11-6. Approval-in-principle to the implementation, management and maintenance of the proposed mitigation measures has been sought from the appropriate authorities.

· It is assumed that the planned open spaces along the alignment will not be built until after the commissioning of KSL, and thus these open spaces will not be impacted during the construction phase of KSL.

11.2.4 Assessment Methodology – Visual Impacts

Visual impacts have been assessed separately for the construction and operational phases the project. The assessment of visual impacts involves the following procedures:

11.2.4.1 Identification of the Zones of Visual Influence during the construction and operational phases of the project

This is achieved by site visit and desk-top study of topographic maps and photographs, and preparation of cross-sections to determine visibility of the project from various locations.

11.2.4.2 Identification of the Visually Sensitive Receivers (VSRs) within the ZVIs at construction and operational phases

These are the people who would reside within, work within, play within, or travel through, the ZVIs.

11.2.4.3 Identification of potential sources of visual impacts

These are the various elements of the construction works and operational procedures that would generate visual impacts.

11.2.4.4 Assessment of the degree of sensitivity to change of the VSRs

Factors considered include:

· The type of VSRs, which is classified according to whether the person is at home, at work, at play, or travelling. Those who view the impact from their homes are considered to be highly sensitive as the attractiveness or otherwise of the outlook from their home will have a substantial effect on their perception of the quality and acceptability of their home environment and their general quality of life. Those who view the impact from their workplace are considered to be only moderately sensitive as the attractiveness or otherwise of the outlook will have a less important, although still material, effect on their perception of their quality of life. The degree to which this applies depends on whether the workplace is industrial, retail or commercial. Those who view the impact whilst taking part in an outdoor leisure activity may display varying sensitivity depending on the type of leisure activity. Those who view the impact whilst travelling on a public thoroughfare will also display varying sensitivity depending on the speed of travel.

· Other factors which may be considered (as required by EIAO GN 8/2002 ^[11-10]) include the value and quality of existing views, the availability and amenity of alternative views, the duration or frequency of view, and the degree of visibility.

The sensitivity of VSRs is classified as follows:

High:	The VSR is highly sensitive to any change in their viewing experience
Medium:	The VSR is moderately sensitive to any change in their viewing experience
Low:	The VSR is only slightly sensitive to any change in their viewing experience

11.2.4.5 Identification of the relative numbers of VSRs

This is expressed in terms of whether there are very few, few, many or very many VSRs in any one category of VSR.

11.2.4.6 Assessment of the potential magnitude of visual impacts.

Factors considered include:

· Compatibility with the surrounding landscape;

· Duration of the impact;

· Reversibility of the impact;

· Scale of the impact and distance of the source of impact from the viewer; and

· Degree of visibility of the impact, and the degree to which the impact dominates the field of vision of the viewer.

The magnitude of visual impacts are classified as follows:

Large:	The VSRs would suffer a major change in their viewing experience;
Intermediate	The VSRs would suffer a moderate change in their viewing experience;
Small:	The VSRs would suffer a small change in their viewing experience;
Negligible:	The VSRs would suffer no discernible change in their viewing experience.

11.2.4.7 Identification of potential visual mitigation measures

These may take the form of adopting alternative designs or revisions to the basic engineering and architectural design to prevent and/or minimise adverse impacts; remedial measures such as colour and textural treatment of building features; and compensatory measures such as the implementation of landscape design measures (e.g. tree planting, creation of new open space etc) to compensate for unavoidable adverse impacts and to attempt to generate potentially beneficial long term impacts. A programme for the mitigation measures is provided. The agencies responsible for the funding, implementation, management and maintenance of the mitigation measures are identified and their approval-in-principle has been sought.

11.2.4.8 Prediction of the significance of visual impacts before and after the implementation of the mitigation measures

By synthesising the magnitude of the various visual impacts and the sensitivity of the VSRs, and the numbers of VSRs that are affected, it is possible to categorise the degree of significance of the impacts in a logical, well-reasoned and consistent fashion. Table 11-1 shows the rationale for dividing the degree of significance into four thresholds, namely, insubstantial, slight, moderate and substantial, depending on the combination of a negligible-small-intermediate-large magnitude of impact and a low-medium-high degree of sensitivity of VSRs. Consideration is also given to the relative numbers of affected VSRs in predicting the final impact significance - exceptionally low or high numbers of VSRs may change the result that might otherwise be concluded from Table 11-1. The significance of the visual impacts is categorised as follows:

Substantial:	Adverse / beneficial impact where the proposal would cause significant deterioration or improvement in existing visual quality
Moderate:	Adverse / beneficial impact where the proposal would cause a noticeable deterioration or improvement in existing visual quality
Slight:	Adverse / beneficial impact where the proposal would cause a barely perceptible deterioration or improvement in existing visual quality
Insubstantial:	No discernible change in the existing visual quality

11.2.4.9 Prediction of Acceptability of Impacts

An overall assessment of the acceptability, or otherwise, of the impacts according to the five criteria set out in Annex 10 of the TM-EIAO.

In addition, the following points should be made with regard to the methodology of the assessment:

· It is assumed that funding, implementation, management and maintenance of the mitigation proposals can be satisfactorily resolved according to the principles in WBTC 14/2002. All mitigation proposals in this report are practical and achievable within the known parameters of funding, implementation, management and maintenance. The suggested agents for the funding and implementation (and subsequent management and maintenance, if applicable) are indicated in Tables 11-2, 11-3, 11-5 and 11-6. Approval-in-principle to the implementation, management and maintenance of the proposed mitigation measures has been sought from the appropriate authorities.

11.3 Planning and Development Control Framework and Public Consultation

11.3.1 Review of Planning and Development Control Framework

A review has been undertaken of the current planning goals and objectives, statutory land-use and landscape planning designations for the Study Area.

The statutory designations for the Study Area are shown on the Kowloon Planning Area No.1 – TST Outline Zoning Plan (OZP) No. S/K1/18 dated 17^th October 2003 ^[11-6]; the Kowloon Planning Area No.20 - South West Kowloon OZP No. S/K20/15 dated 26^th March 2004 ^[11-7]; and the Shatin Draft Outline Zoning Plan (OZP) No. S/ST/19 dated 16 January 2004 ^[11-25] (Figures 11-3-1 to 11-3-3). (The Shatin OZP is included due to the need to extend KCRC’s tenancy of the existing temporary works area at Shek Mun for the duration of the KSL construction period.)

The non-statutory draft Kowloon Planning Area 20 – South West Kowloon (Central Section) Outline Development Plan No. D/K20B/C^[11-7] and draft Kowloon Planning Area 20 – South West Kowloon (Southern Section) Outline Development Plan No. D/K20C/B^[11-8] illustrate the latest intentions of the Government.

The proposed West Kowloon Arts and Cultural District is currently zoned as “Other Specified uses” designated for Arts, Cultural, Commercial and Entertainment uses. It is proposed to be an arts, commercial and entertainment district with distinguished identity, capable of achieving a critical mass and supported by a range of mixed use development (including office, retail, residential, hotel and GIC facilities). The Government has invited developers to submit proposals. The selected developer will be invited to develop the entire area, tentatively scheduled for the first phase of development by early 2010.

Whilst it is predicted in this chapter that there will be large temporary impacts to existing open spaces, street trees and amenity areas, the permanent impact will be small and localised. The predicted permanent impact on open space comprises:

· Permanent loss of a small area (approximately 300sq.m.) of public open space at the corner of Canton Road and Kowloon Park Drive.

The permanent loss of this public open space will be partially mitigated by the provision of an attractive public streetscape area in front of the West Kowloon Station building (at least 400sq.m.), with shade tree planting and adequate seating facilities (mitigation measure OM13 in Table 11-3).

There will be no impact on the use of the existing and planned open spaces above the rail reserve. There will be no restriction on the construction of pergolas, pavilions, store rooms and toilet blocks or other structures normally incorporated in open spaces, nor will there be any restriction on tree planting in the open spaces above the rail reserve.

There will also be no impact on existing mature trees in the site of the Former Marine Police Headquarters as a result of the KSL construction or operation.

On this basis, it is considered that KSL railway proposal would be in general accordance with the landscape planning goals and objectives for the study area.

Nevertheless, the KSL must be very carefully designed to minimise any potentially adverse landscape and visual impacts on the environment, particularly during the construction period.

11.3.2 Public Consultation

There have been a number of public consultations on KSL since 2002, with the following parties:

· Kowloon City DC (November 2002);

· Shamshuipo DC (June and July 2003);

· Yau Tsim Mong DC (June 2003);

· local hoteliers (August 2003); and

· Tsim Sha Tsui Area Committee (August 2003).

The only specific comment on landscape and visual issues raised during these consultations has been comment by Shamshuipo DC on the impacts on Nam Cheong Park. KCRC have agreed with the Shamshuipo DC that the planting works scheduled to be undertaken by KCRC at the end of the West Rail construction contract will instead be undertaken at the end of the KSL construction contract, so as to minimise abortive planting work and save costs. Furthermore, at Shamshuipo DC request, KCRC have agreed to provide a toilet block to a quality suitable for long term use as part of the permanent reinstatement works at Nam Cheong Park (this is referenced later in this chapter in mitigation measure OM5 in Table 11-3).

11.4 Baseline Study

A baseline review has been undertaken of the landscape resources, landscape character areas, zones of visual influence, and visually sensitive receivers. The findings of the baseline review are presented in Appendix 11-1.

A detailed tree survey has been undertaken within the proposed scheme gazettal boundary. A copy of the survey is provided in Appendix 11-2. The findings from the tree survey augment the findings of the review of the landscape resources presented in Appendix 11-1. The findings of the Tree Survey also assist in the quantification of impacts on existing trees, as described later in this chapter. The Tree Survey has identified which existing trees are considered to be of high amenity value, according to normally accepted criteria, which are described in the Tree Survey methodology.

11.5 Landscape Impact Assessment

11.5.1 Potential Sources of Landscape and Visual Impacts

The nature and extent of the works, works sites, works areas and the construction methodologies are described in detail in Chapter 4. For ease of reference, the extent of works at ground level, including all contractors' temporary works areas, are shown on all the plans illustrating landscape and visual impacts in this Section.

Sources of Landscape and Visual Impacts in the Construction Phase will include:-

· site clearance works involving the removal of existing vegetation;

· construction of site accesses;

· excavation works for the cut-&-cover tunnels and station works;

· extensive stockpiling of excavated materials;

· haulage off-site of excavated materials;

· stockpiling of building materials;

· temporary traffic/road diversions;

· importation and storage of construction equipment and plant;

· movable temporary noise barriers / enclosures, 3-4m high, which will be moved around within the contractors’ works areas to suit the location of noise generation activities as site work progresses;

· the laying down of utilities, including water, drainage and power;

· barging facilities;

· contractor’s temporary works areas, including site accommodation and parking areas;

· use of the existing KCRC temporary works area at Shek Mun for an extended period from the completion of MOS Rail to the completion of the KSL;

· construction of station and entrances at WKN;

· construction of above ground features such as vent shafts, E&M plant a short interface tunnel and principal fire-fighting access points; and

· night lighting.

Sources of Landscape and Visual Impacts during operational phase will include:-

· EEP at Canton Road;

· YMT Vent Building;

· Canton Road Plant Building

· Above ground station, entrances and associated facilities at WKN including the fresh-water cooling facility;

· Footbridge Link between WKN and existing footbridge FB14; and

· Residual impacts from loss of trees during the construction phase.

The minimising of potential landscape and visual impacts has been a very important factor in the development of the project design. During project design development, the physical extent of the works have been reduced as far as possible so as to minimise impacts on existing trees and open spaces, and to minimise the degree of visual impact. There are three areas of public open space that will be affected by the temporary and permanent works. The following explanatory statements are provided to explain the necessity of the works which affect these public open spaces:

· Nam Cheong Park (LR43). The temporary works area that will temporarily alienate part (approximately 12,000 sq.m.) of Nam Cheong Park is required for the cut-&-cover construction of the tunnel which will connect with the WR at NAM Station. The works area proposed for the KSL is currently being used as a works area under the KCRC West Rail Project (Contract CC403), and the proposed works area for KSL will not take any more land than is currently occupied by West Rail. Public consultation has been undertaken with Shamshuipo DC on the temporary works area within Nam Cheong Park, as described above in section 11.3.2.

· Public Landscape Areas of the HKCC / HKSM / Hong Kong Museum of Art Complex (LR6). The temporary works area which will temporarily alienate part (approximately 2,000sq.m) of Salisbury Garden is required for two reasons. Initially to construct a temporary subway to replace the existing subway that must be rebuilt as part of the scheme. Several alternatives to the temporary subway, including a temporary footbridge across Salisbury Road, have been investigated although the temporary subway is considered to be the scheme with least impact to the public during construction. The second reason for the works area is that this section of works is particularly complicated. Working space is severely restricted by traffic lanes, the pedestrian subway through the site, extensive major utilities, and the MTR tunnels beneath. It is particularly important to provide backup space near the site if extensive delays are to be avoided and construction risk is to be minimised. The Salisbury Gardens site is the only available location where such a works area could be established in this area. Without this site there will be significant risk of prolonged disruption in this area. The size of the works area has now been reduced since the draft EIA to minimise the extent of impact on the waterfront and surrounding facilities.

· Public Open Space at corner of Canton Road and Kowloon Park Drive (LR54). The Canton Road Plant Building that will permanently alienate approximately 300sq.m. of public open space at the corner of Kowloon Park Drive and Canton Road will house an Emergency Evacuation stair and an Emergency Access Stair and Lift. This building is essential to the safety strategy for the KSL south section. The building also houses stair pressurisation and fire suppression facilities which are essential features of such a building. The footprint occupied by the building has been reduced to an absolute minimum. The location of the building is dictated by physical constraints on all sides: the rail tunnels to the west; the foundations of the Kowloon Park Drive flyover to the north and east; and the China HK Centre building to the south. In addition maximum clearance has been provided to the China HK Centre building in order to provide sufficient space for evacuating passengers in the event of a tunnel emergency. Taking into consideration all of these constraints means that the space left around the building is too small to permit reprovision of public open space. However, the appearance of the building will be softened by climbing plants and also there will be sufficient space to plant some compensatory trees and tall shrubs in locations where they will not block traffic sightlines (mitigation measure OM12 in Table 11-3). In addition, the permanent loss of public open space will be partially mitigated by the provision of an attractive public streetscape area in front of the West Kowloon Station building (at least 400sq.m.)with shade planting and adequate seating facilities (mitigation measure OM13 in Table 11-3).

11.5.2 Nature and Magnitude of Landscape Change Before Mitigation in Construction Phase

The magnitude of the impacts, before implementation of mitigation measures, on the landscape resources and landscape character areas that would occur in the construction phase are described below and tabulated in Table 11-4. Only those resources and character areas that are impacted are listed. All impacts are adverse unless otherwise stated. There are no impacts on any Champion trees in the Landscape Study Area. The distribution of impacts upon existng trees (including trees with high amenity value) is shown on Figure 11.5.1.

LR6: Public Landscape Areas of the HKCC / HKSM / Hong Kong Museum of Art Complex.

There would be a large change to Salisbury Garden due to the temporary contractors / RSS site offices and temporary traffic arrangements that would temporarily alienate approximately 2,000 m²of public landscape area.

LR7: Trees within the HKCC / HKSM / Hong Kong Museum of Art complex.

There would be impact on approximately 32 trees, of which 9 have a high amenity value. However, most of the trees are capable of being transplanted.

LR8: Trees/ Planting along Salisbury Road.

There would be impact on approximately 17 street trees (of which approximately 4 have a high amenity value) due to the cut-&-cover construction techniques and temporary traffic arrangements. However, most of the trees are capable of being transplanted.

LR16: Trees along Canton Road (From Salisbury Road to Kowloon Park Drive)

There would be impact on approximately 12 semi-mature street trees (none of which have a high amenity value) along Canton Road, caused by cut-&-cover construction techniques and temporary traffic arrangements. All of these trees are capable of being transplanted.

LR25: Trees along Canton Road (From China Hong Kong City to Austin Road)

There would be impact on approximately 36 trees (of which approximately 7 have a high amenity value) caused by cut-&-cover construction techniques associated with WKN station and temporary traffic arrangements along Canton Road. Some of these trees are capable of being transplanted.

LR26: Trees at WKCD Development Area north of Canton Road Fire Station

There would be impact on approximately 11 trees (of which approximately 1 has a high amenity value) caused by cut-&-cover construction of the tunnel which bisects this site.

LR31: Trees along Wui Cheung Road

There would be impact on approximately 41 young/ semi-mature trees along Wui Cheung Road and approximately 7 young/ semi-mature trees along the southern boundary within the City Golf Club, caused by cut-&-cover construction of the tunnel and works for WKN Station at this section of the route. In addition, the works area A3 occupies a large area to the west of the proposed alignment. This will affect an additional 30 trees. Most of these trees are capable of being transplanted. Approximately 10 of the affected trees are high amenity value.

LR32: Trees/ Planting at Bus Station on Wui Cheung Road

There would be impact on approximately 70 trees (of which approximately 10 have a high amenity value) in this area, caused by cut-&-cover construction of the tunnel and works for WKN Station entrance construction and associated works areas. In addition there would be construction impact on approximately 7 young/ semi-mature trees located within the adjacent golf driving range, adjacent to the bus station, on the eastern boundary. Most of these trees are capable of being transplanted.

LR33: Trees along Jordan Road

There would be impact on approximately 110 trees (of which approximately 15 have a high amenity value) caused by the cut-&-cover construction techniques within the works area for the main tunnel. Further construction impact will affect approximately 20 trees during the construction of modified subways at the j/o Ferry Street and Jordan Road. Most of these trees are capable of being transplanted.

LR35: Existing Trees at the Planned Local Open Space at Man Wui Street

There would be impact on approximately 8 young / semi-mature trees (of which approximately 2 have a high amenity value) caused by cut-&-cover construction techniques within the works area for the main tunnel and the temporary dismantling of the footbridge/ ramp on the northern side of Jordan Road. Most of these trees are capable of being transplanted.

LR40: Trees/ Vegetation at the Planned District Open Space west of Man Cheong Street

There would be impact on approximately 25 trees (of which none have a high amenity value). The tunnel alignment bisects the site with works area occupying the remainder of site unaffected by cut-&-cover construction techniques. Most of these trees are capable of being transplanted.

LR43: Nam Cheong Park Temporary Public Open Space

There will be impact on Nam Cheong Park as an area of approximately 12,000 m² [PS1] of it will be occupied for works area. In addition, an area of the park will be required for the cut-&-cover construction of the tunnel which will connect with the WR at NAM Station. The works area proposed for the KSL is currently being used as a works area under the KCRC West Rail Project (Contract CC403).

LR44: Trees within the Nam Cheong Park Temporary Public Open Space

There would be impact on approximately 7 recently planted trees (of which none have a high amenity value) within the park as a result of cut-&-cover construction of the main tunnel and the location of the works area within the Park. This area is also planned to receive new tree planting as part of the mitigation measures implemented under the KCRC West Rail Project (Contract CC403). However, agreement has been reached between KCRC, LCSD and DLO to postpone the planned tree planting within this area of the park to prevent abortive tree planting and unnecessary tree impacts by the KSL project. The mitigation planting will instead be undertaken as part of the mitigation measures implemented under the KSL project (as part of mitigation measure OM5 in table 11-3).

LR45: Vegetation along West Kowloon Highway corridor

There would be some impact on grassland and approximately 700 young trees (of which approximately 4 have a high amenity value, and approximately 125 are ‘undersized’) caused by cut-&-cover construction techniques and stockpiling of excavated materials along the section from Cherry Street to NAM Station. Most of these trees are capable of being transplanted.

LR46: Topsoil in all planted areas

There would be impact on all the soil in the above mentioned areas.

LR52: Temporary Landscape at West Kowloon Cultural District

There would be impact on a small portion of the temporary landscape area due to the proposed barging point, however no trees are affected.

LR53: Landscape Forecourt of Olympian City 2 Development

There would be large temporary impact on approximately 3,500 sq.m. of the forecourt due to construction access to Cherry street culvert, utilities and drainage diversions, temporary storage area, and temporary traffic management. There would be impact on approximately 60 trees (of which approximately 25 have a high amenity value). Most of the trees are capable of being transplanted.

LR54: Public Open Space at Corner of Canton Road and Kowloon Park Drive

The whole open space will be affected by the construction of the Canton Road Plant Building which will occupy most of the area currently occupied by the open space. All 12 trees (of which 6 are of high amenity value) will be affected. All are capable of transplanting, although the largest trees will suffer some loss of form and amenity value during the transplanting process.

In addition to the above impacts on landscape Resources, there would be large magnitude of change on landscape character areas LCA2, LCA3, LCA15, LCA19, LCA20, LCA21, LCA24, LCA26, LCA28 and LCA30 due to the excavation works, temporary works areas, extensive stockpiling of excavated materials, temporary traffic diversions and associated impacts on trees as described above.

There would be intermediate magnitude of change on landscape character areas LCA17 due to impacts on street trees, and LCA29 due to utilities diversions in front of Olympian City 2 development.

There would be small magnitude of change on landscape character area LCA8 due to construction activity in the road carriageways.

There would be small magnitude of change on landscape character area LCA31 due to the extended use of the existing KCRC temporary Works Area at Shek Mun, rather than handing the site back to Government at the end of the MOS Rail construction period, as a hydroseeded grass area awaiting future development by others.

There would be negligible magnitude of change on all the remaining landscape character areas.

11.5.3 Nature and Magnitude of Landscape Change Before Mitigation in Operational Phase

The magnitude of the change, before implementation of mitigation measures, on the landscape resources that would occur in the operational phase would be the same as the impacts described above for construction phase impacts. The impacts are tabulated in Table 11-4.

The magnitude of the change, before implementation of mitigation measures, on the landscape character areas that would occur in the operational phase are described below and tabulated in Table 11-4.

There would be intermediate magnitude of change, before mitigation, on the following landscape character areas:

· LCA15 due to the Canton Road Plant Building and the residual effect of loss of trees during construction stage;

· LCA17 due to the residual effect of loss of trees during construction stage;

· LCA28 due to residual effect of loss of trees during construction stage;

· LCA30 due to the residual impacts on the landform and trees in Nam Cheong Park.

There would be small magnitude of change on the following landscape character areas:

· LCA2, LCA3, LCA20, and LCA24 due to residual effects of the loss of trees during the construction phase;

· LCA26 due to YMT Vent Building and residual effect of loss of trees during construction stage.

There would be negligible magnitude of impact on all the remaining landscape character areas.

The proposed landscape mitigation measures in the construction and operational phases are listed in Tables 11-2 and 11-3 below, together with an indication of Funding, Implementation, Management and Maintenance agencies. The mitigation measures are illustrated in Figures 11-5-11 to 11-5-23.

Table 11-2 : Proposed construction phase landscape mitigation measures

ID No.	Landscape Mitigation Measure	Funding Agency	Implementation Agency
CM1	The construction area and contractor’s temporary works areas shall be minimised to avoid impacts on adjacent landscape. Existing trees within contractor’s temporary works areas shall be retained and protected where practical(see also CM5 and CM6).	KCRC	KCRC
CM2	Regular checks shall be carried out to ensure that the work site boundaries are not transgressed, hoardings are properly maintained and that no damage is being caused to the surrounding landscape areas.	KCRC	KCRC
CM3	Topsoil, where identified, shall be stripped and stored for re-use in the construction of the soft landscape works, where practical. The Contract Specifications shall include for identification, storage and reuse of topsoil as appropriate. Under the Specification, the Contractor shall be required to identify at the commencement of the contract any existing topsoil for preservation, storage and re-use, for comment and approval by the Engineer.	KCRC	KCRC
CM4	The potential for soil erosion shall be reduced by minimising the extent of vegetation disturbance on site and by providing a protective cover (e.g. plastic sheeting or a grass cover established by hydroseeding) over newly exposed soil.	KCRC	KCRC
CM5	All works shall be carefully designed to minimise impacts on existing trees. All retained trees shall be recorded photographically at the commencement of the contract, and carefully protected during construction by fencing them off from the rest of the works. A detailed Tree Protection Specification shall be provided in the Contract Specifications. Under this specification, the Contractor shall be required to submit, for approval, a detailed Working Method Statement for the protection of trees prior to undertaking any works adjacent to all retained trees, including trees in contractor’s works areas. The project proponent shall review the site works in order to maximize the preservation of the trees of high amenity value in situ. A total of no more than 1200 trees shall be affected (i.e. felled or transplanted) by the works, of which no more than 105 shall be of high amenity value.	KCRC	KCRC
CM6	The project proponent shall maximize the transplantation of trees of high amenity value if preservation in situ is not feasible. A detailed Tree Transplanting Specification shall be provided in the Contract Specifications, if applicable. Sufficient time for necessary tree root and crown preparation periods prior to moving the trees shall be allowed in the project programme. Precise numbers of trees to be retained, transplanted and felled shall be determined and agreed separately with Government during the Tree Felling Application process under ETWBTC 14/2002. (See also OM2 and OM3). However, a minimum of 80% of the affected trees of high amenity value shall be transplanted. Destination locations for the transplants and arrangement for transplantation shall be resolved and agreed with relevant department in advance. Potential destination locations include: · Roadside landscape areas in West Kowloon; · Vacant lots in West Kowloon zoned for development as public open space; and · Existing public open spaces. If potential destination locations cannot be found by the time the trees are removed from site, they will be located to a holding nursery until destination locations are found. If no locations outside the project area can be found, they will be stored in the holding nursery for the duration of the contract and transplanted back into the project area at the end of the project.	KCRC	KCRC
CM7	Large temporary stockpiles of excavated material shall be covered with visually unobtrusive sheeting (in subdued ‘camouflage’ colour tone) to prevent dust and dirt spreading to adjacent landscape areas and vegetation, and to create a neat and tidy visual appearance.	KCRC	KCRC

Table 11-3 : Proposed operational phase landscape mitigation measures

ID No.		Landscape Mitigation Measure	Funding Agency	Implementation Agency	Management Agency*	Maintenance Agency*
OM1		Not used.
OM2		Compensatory tree planting shall be incorporated along all roadside amenity areas affected by the construction works. Required numbers and locations of compensatory trees shall be determined and agreed with Government during the Tree Felling Application process under ETWBTC14/2002.	KCRC	KCRC	HyD	LCSD
OM3		Compensatory tree planting shall be incorporated into any public open spaces affected by the construction works. Required numbers and locations of compensatory trees shall be determined and agreed with Government during the Tree Felling Application process under ETWBTC14/2002.	KCRC	KCRC	LCSD	LCSD
OM4		The total number of compensatory trees planted in the project area, for OM2 and OM3 combined, shall be not less than 130% of the number of affected trees. (Compensatory trees may be either new trees, or existing trees that are transplanted to a holding nursery and then back to the project area). Compensatory trees shall be at least heavy standard size, unless planting is on a slope, in which case tree size will be the largest practical size given technical restrictions due to slope angle. Semi-mature size trees shall be used where appropriate at sensitive and prominent locations (e.g. Salisbury Garden).	KCRC	KCRC	HyD or LCSD	LCSD
OM5		Sensitive design and reprovision of the affected areas of Nam Cheong Park incorporating replacement facilities for those provided at present, using materials of a quality suitable for long term use and acceptable to relevant Government departments, plus provision of a new toilet block.	KCRC	KCRC	LCSD	LCSD/ ArchSD (hard landscape works)
OM6		Reinstatement of levels at planned open spaces allowing adequate structural loading for future flexibility in open space design, particularly for landform, earth mounding, typical park structures (pergolas, pavilions, store rooms, toilet blocks etc.) and tree planting works (requiring a minimum soil depth of 1.5m).	KCRC	KCRC	-	-
OM7		Reinstatement of works areas to former condition, subject to applicable Government standards.	KCRC	KCRC	-	-
OM8		Attractive streetscape design shall be incorporated at all station entrances areas and above ground structures, including the provision of tree planting where space permits. All streetscape areas and hard and soft landscape areas disturbed during construction shall be reinstated to equal or better quality, to the satisfaction of the relevant Government departments.	KCRC	KCRC	HyD	HyD / LCSD
OM9		All above ground structures, including Station Entrances, Vent Shafts, Emergency and Firemen’s’ Accesses etc shall be sensitively designed in a manner that responds to the existing and planned urban context, which may include soft landscape measures, to minimise the potential adverse landscape and visual impacts.	KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD	KCRC within KCRC boundary, elsewhere LCSD
OM13	Creation of attractive public streetscape area in front of West Kowloon Station (at least 400sq.m.), with shade trees in paving and adequate seating facilities, as partial mitigation for the permanent alienation of public open space at corner of Canton Road and Kowloon Park Drive		KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD	KCRC within KCRC boundary, elsewhere LCSD

Note:

*Management and Maintenance Agencies are identified as per ETWBTC 2/2004[11-25]

**Agreement and approval, including precise delineation of boundaries, etc., of the implementation, management and maintenance agencies of the project will be sought from all relevant authorities during the detail design stages of the project.

11.5.4.1 Programme of Implementation of Landscape Mitigation Measures

The construction phase landscape mitigation measures listed in Table 11-2 above should be adopted from the commencement of construction and should be in place throughout the entire construction period.

The operational phase landscape mitigation measures listed in Table 11-3 above should be adopted during the detailed design and be built as part of the main construction works so that they are in place at the date of commissioning of the railway. However, it should be noted that the full effect of the soft landscape mitigation measures would not be appreciated for another several years.

11.5.5 Prediction of Significance of Landscape Impacts

The potential significance of the landscape impacts during the construction and operational phases, before and after mitigation, are provided below in Table 11-4. Only those resources that are impacted are listed in Table 11-4 – resources not impacted are not listed in the Table.

The landscape impacts for the construction and operational phases after mitigation are mapped in Figures 11-5-1 to 11-5-5. This assessment follows the stated methodology and assumes that the appropriate mitigation measures identified in Tables 11-2 and 11-3 above would be implemented, and that the full effect of the soft landscape mitigation measures would be realised after ten years. Photomontages of the proposed development are presented in Figures 11-5-31 to 11-5-44.

11.5.5.1 Construction Phase Landscape Impacts

Residual impacts on landscape resources in the construction phase are mapped in Figure 11-5-1. Residual impacts on landscape character areas in the construction phase are mapped in Figures 11-5-3 and 11-5-4 and listed below.

Residual adverse landscape impacts of substantial significance in the construction phase that will be experienced by the landscape resources and landscape character zones are listed below. These impacts are indicated in the Table 11-4.

· LR6: Public Landscape Area at the Cultural Centre/ Space Museum/ Hong Kong Museum of Art complex

· LR43: Nam Cheong Park Temporary Public Open Space

· LR53: Landscape Forecourt at Olympian City 2 development

· LCA2: Salisbury Road Character Area

· LCA3: TST Promenade Area

· LCA15: Canton Road (Southern section) Character Area

· LCA30: Nam Cheong Park Character Area.

· LR54: Public Open Space at Corner of Canton Road and Kowloon Park Drive

Residual adverse impacts of moderate significance in the construction phase that will be experienced by the landscape resources and landscape character areas are listed below.

· LR7: Trees within Cultural Centre/ Space Museum/ Hong Kong Museum of Art complex

· LR16: Trees along Canton Road (From Salisbury Road to Kowloon Park Drive)

· LR25: Trees along Canton Road (From China Hong Kong City to Austin Road)

· LR31: Trees along Wui Cheung Road.

· LR40: Trees/ Vegetation at the Planned District Open Space west of Man Cheong Street

· LR45: Vegetation along West Kowloon Highway corridor

· LCA19: West Kowloon Reclamation Character Area

· LCA20: Wui Cheung Road Character Area.

· LCA21: City Golf Club Character Area

· LCA23: Wui Cheung/ Austin Road West Character Area.

· LCA24: Jordan Road Character Area.

· LCA28: West Kowloon Highway Character Area

· LCA29: Olympian City High Rise Residential/ Commercial Character Area

All other residual adverse impacts in the construction phase will be of slight or insubstantial significance.

11.5.5.2 Operational Phase Landscape Impacts

Residual landscape impacts on landscape resources in the operational phase are mapped in Figure 11-5-2. Residual landscape impacts on landscape character areas in the operational phase are mapped in Figure 11-5-5 and listed below.

All residual adverse landscape impacts in the operational phase will be of insubstantial significance, with the exception of the impacts on the Public Open Space at the corner of Canton Road and Kowloon Park Drive (LR54), where an adverse impact of moderate significance is anticipated due to the permanent alienation of approximately 300sq.m. of public open space and 12 trees (including 6 of high amenity value) due to the proposed Canton Road Plant Building.

	Landscape Resource / Landscape Character	Sensitivity to Change (Low, Medium, High)	Magnitude of Change before Mitigation (Negligible, Small, Intermediate, Large)	Impact Significance Threshold BEFORE Mitigation (Insubstantial, Slight, Moderate, Substantial)	Recommended Mitigation Measures	Residual Impact Significance Threshold AFTER Mitigation (Insubstantial, Slight, Moderate, Substantial)
Part 1 – Physical Landscape Resources (Topography, Vegetation, Soil, Open Space, Special Features, etc)

LR6	Public Landscape Area at the Cultural Centre/ Space Museum/ Hong Kong Museum of Art complex	High	Large	Small	Substantial	Moderate	CM2,CM5, OM3,	Substantial	Slight	Insubstantial
LR7	Trees within the Cultural Centre/ Space Museum/ Hong Kong Museum of Art complex	High	Large	Large	Substantial	Substantial	CM2,CM5, OM3	Moderate	Slight	Insubstantial
LR8	Trees/ Planting along Salisbury Road	Medium	Large	Small	Moderate	Moderate	CM2,CM5, OM2	Moderate	Slight	Insubstantial
LR16	Trees along Canton Road (from Salisbury Road to Kowloon Park Drive)	High	Large	Large	Substantial	Substantial	CM1,CM2,CM5, CM6,OM2,OM8	Moderate	Slight	Insubstantial
LR25	Trees along Canton Road ( from China Hong Kong City to Austin Road)	High	Large	Large	Substantial	Substantial	CM1, CM2, CM5, CM6, OM2	Moderate	Slight	Insubstantial
LR26	Trees at WKCD Development Area north of Canton Road Fire Station	High	Intermediate	Intermediate	Moderate	Moderate	CM1, CM2, CM5, CM6, OM7	Moderate	Slight	Insubstantial
LR31	Trees along Wui Cheung Road	Medium	Intermediate	Intermediate	Moderate	Moderate	CM1, CM2, CM3, CM5, CM6, OM2, OM7	Moderate	Slight	Insubstantial
LR32	Trees / Planting at Bus Station on Wui Cheung Road	Medium	Large	Large	Moderate	Moderate	CM1, CM2, CM3, CM5, CM6, OM7, OM8	Moderate	Slight	Insubstantial
LR33	Trees along Jordan Road	Medium	Intermediate	Intermediate	Moderate	Moderate	CM1, CM2, CM3, CM5, CM6, OM2, OM8	Moderate	Slight	Insubstantial
LR35	Trees at the Planned Local Open Space at Man Wui Street	Medium	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM6, OM3, OM7, OM8	Slight	Slight	Insubstantial
LR40	Trees/ vegetation at the Planned District Open Space west of at Man Cheong Street	Low	Large	Large	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, OM7	Moderate	Slight	Insubstantial
LR43	Nam Cheong Park Temporary Open Space	High	Large	Large	Substantial	Substantial	CM1,CM2, OM5	Substantial	Slight	Insubstantial
LR44	Trees in Nam Cheong Park Temporary Open Space	Medium	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, OM3, OM5, OM6	Slight	Insubstantial	Insubstantial
LR45	Vegetation along West Kowloon Highway corridor	Medium	Large	Large	Substantial	Moderate	CM1,CM2,CM3,CM4, CM5,CM6, ,OM2, OM7	Moderate	Slight	Insubstantial
LR46	Topsoil in all planted areas	Low	Intermediate	Intermediate	Slight	Slight	CM3	Slight	Insubstantial	Insubstantial
LR52	Temporary landscape at WKCD	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, OM3, OM5, OM6	Insubstantial	Insubstantial	Insubstantial
LR53	Landscape Forecourt of Olympian City 2 Development	High	Large	Large	Substantial	Substantial	CM1,CM2,CM3, CM5,CM6, OM2, OM3, OM6, OM7, OM8	Substantial	Slight	Insubstantial
LR54	Public Open Space at Corner of Canton Road and Kowloon Park Drive	High	Large	Large	Substantial	Substantial	OM8, OM9	Substantial	Moderate	Moderate
Part 2 – Landscape Character Areas
LCA2	Salisbury Road Character Area	High	Large	Small	Substantial	Slight	CM1,CM2,CM5, CM6, OM2	Substantial	Slight	Insubstantial
LCA3	TST Waterfront Area	High	Large	Small	Substantial	Slight	CM1,CM2,CM3,CM5, CM6, OM3	Substantial	Slight	Insubstantial
LCA8	Kowloon Park Drive Character Area	Medium	Small	Negligible	Slight	Insubstantial	CM1,CM2,CM5, CM6, OM2	Slight	Insubstantial	Insubstantial
LCA15	Canton Road (Southern section) Character Area	High	Large	Intermediate	Substantial	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, OM2, OM8,	Substantial	Slight	Insubstantial
LCA17	Canton Road (Northern section) Character Area	Medium	Intermediate	Intermediate	Slight	Moderate	CM1, CM2, CM3, CM4, OM5, CM6, CM7, OM2	Moderate	Slight	Insubstantial
LCA19	West Kowloon Reclamation Character Area	Construction – Low Operation – High	Large	Negligible	Moderate	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM7	Moderate	Insubstantial	Insubstantial
LCA20	Wui Cheung Road Character Area	Medium	Large	Small	Moderate	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM2, OM3	Moderate	Slight	Insubstantial
LCA21	City Golf Club Character Area	Low	Large	Negligible	Moderate	Insubstantial	CM1, CM2, CM3, CM4, CM5,CM6, CM7, OM7, OM9	Moderate	Insubstantial	Insubstantial
LCA24	Jordan Road Character Area	Medium	Large	Small	Moderate	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM3, OM8, OM9	Moderate	Slight	Insubstantial
LCA26	Lai Cheung / Sham Mong Road Character Area	Medium	Large	Small	Moderate	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM3, OM8, OM9	Moderate	Slight	Insubstantial
LCA28	West Kowloon Highway Character Area	Low	Large	Intermediate	Moderate	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM7, OM9	Moderate	Slight	Insubstantial
LCA29	Olympian City High Rise Residential/ Commercial Character Area.	High	Intermediate	Small	Moderate	Slight	CM1, CM2, CM3, CM5, CM6, , OM2, OM3, OM6, OM7, OM8	Moderate	Slight	Insubstantial
LCA30	Nam Cheong Park Character Area	High	Large	Intermediate	Substantial	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM3, OM5, OM7	Substantial	Slight	Insubstantial
LCA31	Shek Mun Landscape Character Area	Medium	Small	N/A	Slight	N/A	CM1	Slight	N/A	N/A

ID No.	Visual Mitigation Measure	Funding Agency	Implementation Agency
CM1	The construction area and contractor’s temporary works areas shall be minimised to avoid impacts on adjacent landscape. Existing trees within contractor’s temporary works areas should be retained and protected where practical (see also CM5 and CM6).	KCRC	KCRC
CM2	Regular checks shall be carried out to ensure that the work site boundaries are not transgressed, hoardings are properly maintained and that no damage is being caused to the surrounding landscape areas.	KCRC	KCRC
CM4	The potential for soil erosion shall be reduced by minimising the extent of vegetation disturbance on site and by providing a protective cover (e.g. plastic sheeting or a grass cover established by hydroseeding) over newly exposed soil.	KCRC	KCRC
CM7	Large temporary stockpiles of excavated material shall be covered with visually unobtrusive sheeting (in subdued ‘camouflage’ colour tone) to prevent dust and dirt spreading to adjacent landscape areas and vegetation, and to create a neat and tidy visual appearance.	KCRC	KCRC
CM8	Control night lighting and prevent glare to surrounding VSRs by directing all security lighting downward into works sites and works areas.	KCRC	KCRC
CM9	Clean & tidy hoardings shall be provided. Good site practice will be adopted by the contractor to ensure the conditions of the hoardings are properly maintained throughout the construction period.	KCRC	KCRC
CM10	Temporary noise barriers shall be designed to minimise adverse visual impacts on adjacent VSRs	KCRC	KCRC

ID No.	Visual Mitigation Measure	Funding Agency	Implementation Agency	Management Agency	Maintenance Agency
OM1	Not used
OM2	Compensatory tree planting shall be incorporated along all roadside amenity areas affected by the construction works. Required numbers and locations of compensatory trees shall be determined and agreed with Government during the Tree Felling Application process under ETWBTC14/2002.	KCRC	KCRC	HyD	LCSD
OM3	Compensatory tree planting shall be incorporated into any public open spaces affected by the construction works. Required numbers and locations of compensatory trees shall be determined and agreed with Government during the Tree Felling Application process under ETWBTC14/2002.	KCRC	KCRC	LCSD	LCSD
OM4	The total number of compensatory trees planted in the project area, for OM2 and OM3 combined, shall be not less than 130% of the number of affected trees. (Compensatory trees may be either new trees, or existing trees that are transplanted to a holding nursery and then back to the project area). Compensatory trees shall be at least heavy standard size, unless planting is on a slope, in which case tree size will be the largest practical size given technical restrictions due to slope angle. Semi-mature size trees shall be used where appropriate at sensitive and prominent locations (e.g. Salisbury Garden).	KCRC	KCRC	HyD or LCSD	LCSD
OM5	Sensitive design and reprovision of the affected areas of Nam Cheong Park incorporating replacement facilities for those provided at present, using materials of a quality suitable for long term use and acceptable to relevant Government departments, plus provision of a new toilet block.	KCRC	KCRC	LCSD	LCSD/ ArchSD (hard landscape works)
OM6	Reinstatement of levels at planned open spaces allowing adequate structural loading for future flexibility in open space design, particularly for landform. earth mounding, typical park structures (pergolas, pavilions, store rooms, toilet blocks etc.) and tree planting works (requiring a minimum soil depth of 1.5m).	KCRC	KCRC	Not Applicable (No management required)	Not Applicable (No maintenance required)
OM7	Reinstatement of works areas to former condition, subject to applicable Government standards.	KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD/LandsD/LCSD/ allocatee department as per ETWBTC 2/2004	KCRC within KCRC boundary, elsewhere HyD/LandsD/LCSD/ allocatee department as per ETWBTC 2/2004
OM8	Attractive streetscape design shall be incorporated at all station entrances areas and above ground structures, including the provision of tree planting where space permits. All streetscape areas and hard and soft landscape areas disturbed during construction shall be reinstated to equal or better quality, to the satisfaction of the relevant Government departments.	KCRC	KCRC	HyD	HyD / LCSD
OM9	All above ground structures, including Station Entrances, Vent Shafts, Emergency and Firemen’s’ Accesses etc shall be sensitively designed in a manner that responds to the existing and planned urban context, which may include soft landscape measures, to minimise the potential adverse landscape and visual impacts.	KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD	KCRC within KCRC boundary, elsewhere LCSD
OM10	The Footbridge Link between WKN Station and existing footbridge FB14 shall be designed to the satisfaction of ACABAS.	KCRC	KCRC	HyD	HyD
OM11	Temporary planting shall be implemented along east side of WKN station structure to provide partial screening and to create a more pleasant pedestrian environment prior to any future property development on the sites.	KCRC	KCRC	KCRC	KCRC
OM12	Tall shrubs and climbing plants shall be planted against the face of the Canton Road Plant Building so as to soften building façade. Trees shall also be planted in locations around the building where traffic sightlines permit.	KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD	KCRC within KCRC boundary, elsewhere LCSD

Table 11-7 : Significance of visual impacts in the construction and operational phases (Note: All impacts adverse unless otherwise noted. Only those VSRs that are impacted are listed in the table – VSRs not impacted are not listed. )

	Key Visually Sensitive Receiver (VSR)	Degree of Visibility of Source(s) of Visual Impact (Full, partial, glimpse)	Minimum Distance Between VSR & Source(s) of Impact	Magnitude of Change in View before Mitigation (Negligible, Small, Intermediate, Large)		Receptor Sensitivity (Low, Medium, High)		Impact Significance Threshold BEFORE Mitigation (Insubstantial, Slight, Moderate, Substantial)		Recommended Mitigation Measures	Residual Impact Significance Threshold AFTER Mitigation (Insubstantial, Slight, Moderate, Substantial)
VSR Type	Key Visually Sensitive Receiver (VSR)		Minimum Distance Between VSR & Source(s) of Impact			Receptor Sensitivity (Low, Medium, High)				Recommended Mitigation Measures	Construction	Operation
& ID.				Construction	Operation	Construction	Operation	Construction	Operation			DAY 1	YEAR 10
VSRs in Kowloon
C1	Guests and workers at Regent Hotel and New World Hotel and shopping mall	Full	200m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM2	Substantial	Insubstantial	Insubstantial
C2	Guests and workers at Peninsula and Sheraton Hotels	Full	15m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM2	Substantial	Insubstantial	Insubstantial
C3	Existing commercial developments along west side of Canton Road (Hotels, shopping malls and offices)	Full	5m	Large	Negligible	High	High	Substantial	Insubstantial	CM1,CM2,CM8, CM9, OM2, OM8, OM9	Substantial	Insubstantial	Insubstantial
				Large	Negligible	High	High	Substantial	Insubstantial	CM1,CM2,CM8, CM9, OM2, OM8, OM9	Substantial	Insubstantial	Insubstantial
C4	Existing commercial development along south end of east side of Canton Road (Shopping malls, offices)	Full	5m	Large	Negligible	High	High	Substantial	Insubstantial	CM1,CM2,CM8, CM9, OM2, OM8, OM9	Substantial	Insubstantial	Insubstantial
				Large	Negligible	High	High	Substantial	Insubstantial	CM1,CM2,CM8, CM9, OM2, OM8, OM9	Substantial	Insubstantial	Insubstantial
C7	Existing commercial development along north end of east side of Canton Road (Shopping malls, offices)	Full	5m	Intermediate	Small	High	High	Moderate	Slight	CM2,CM8, CM9, OM2, OM8, OM9	Moderate	Insubstantial	Insubstantial
C9	Olympian City Development – Site A	Full	40m	Small	Negligible	Medium	Medium	Moderate	Insubstantial	CM2,CM8,CM9, OM7	Moderate	Insubstantial	Insubstantial
C11	Commercial Development along Peking Road	Glimpse	130m	Intermediate	Negligible	Medium	Medium	Moderate	Insubstantial	CM2,CM8,CM9, OM4, OM9	Moderate	Insubstantial	Insubstantial
C14	Commercial Development at No.1 Peking Road & Former Marine Police HQ and Old Fire Station	Full	5m	Intermediate	Small	High	High	Substantial	Slight	CM2,CM8,CM9, OM9	Substantial	Insubstantial	Insubstantial
C/R1	MTRC development	Full	200m	Intermediate	Negligible	High	High	Moderate	Insubstantial	CM2,CM8,CM9, OM8,OM9	Moderate	Insubstantial	Insubstantial
C/R2	Olympian City Development – Site C	Full	50m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM7	Substantial	Insubstantial	Insubstantial
C/R3	Olympian City Development – Site B	Full	100m	Small	Negligible	High	High	Slight	Insubstantial	CM2,CM8,CM9, OM7	Slight	Insubstantial	Insubstantial
C/R4	Planned C/R development at WKN	Full	5m	N/a	Small	N/A	High	N/A	Slight	OM2, OM7, OM8, OM9, OM10	N/A	Insubstantial	Insubstantial
C/R5	Future West Kowloon Cultural District	Full	50m	N/a	Negligible	N/A	High	N/A	Insubstantial	OM8, OM9	N/A	Insubstantial	Insubstantial
GIC1	Visitors and users at Cultural Centre/Museum of Art/Space Museum complex & gardens	Full	5m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, , OM2	Substantial	Insubstantial	Insubstantial
GIC2	YMCA	Full	10m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM2	Substantial	Insubstantial	Insubstantial
GIC5	Canton Road Fire Station	Full	15m	Large	Negligible	Low	Low	Moderate	Insubstantial	CM1,CM2, CM8,CM9, OM3, OM6, OM7	Moderate	Insubstantial	Insubstantial
GIC6	GIC uses on east side of Canton Road	Full	15m	Negligible	Negligible	Low	Low	Insubstantial	Insubstantial	CM1,CM2, CM8,CM9, OM3, OM6,OM7	Insubstantial	Insubstantial	Insubstantial
GIC7	GIC uses on Bowring Street	Full	150m	Small	Negligible	Low	Low	Slight	Insubstantial	OM2,OM8,OM9	Slight	Insubstantial	Insubstantial
	GIC uses on Bowring Street			Small	Negligible	Low	Low	Slight	Insubstantial	OM2,OM8,OM9	Slight	Insubstantial	Insubstantial
GIC8	Planned GIC uses west of Lin Cheung Road	Full	150m	N/A	Negligible	N/A	Low	N/A	Insubstantial	OM2,OM8,OM9	N/A	Insubstantial	Insubstantial
GIC9	Planned GIC uses on Hoi Wang Road	Full	130m	N/A	Negligible	N/A	Low	N/A	Insubstantial	OM2,OM8,OM9	N/A	Insubstantial	Insubstantial
GIC10	Planned GIC uses on WKE	Full	30m	N/A	Negligible	N/A	Low	N/A	Insubstantial	CM1,CM2,	N/A	Insubstantial	Insubstantial
GIC11	Planned GIC uses next to Nam Cheong Park	Full	50m	N/A	Negligible	N/A	Low	N/A	Insubstantial	CM1,CM2	N/A	Insubstantial	Insubstantial
GIC13	Planned GIC users along Yan Cheung Road	Full	120m	Large	Negligible	N/A	Low	N/A	Insubstantial	CM1,CM2	N/A	Insubstantial	Insubstantial
I1	Industrial uses in Tai Kok Tsui	Full	50m	Large	Negligible	Low	Low	Slight	Insubstantial	CM1, CM2	Slight	Insubstantial	Insubstantial
O1	Visitors and park users at Signal Hill and Middle Road Children’s Playground	Partial	250m	Intermediate	Negligible	High	High	Moderate	Insubstantial	CM1, CM2	Moderate	Insubstantial	Insubstantial
O2	Open Space users along Tsim Sha Tsui Promenade	Glimpse	20m	Negligible	Negligible	High	High	Insubstantial	Insubstantial	CM2,CM8,CM9, OM2	Insubstantial	Insubstantial	Insubstantial
O3	Park users at existing open space at corner of Nathan and Peking Roads	Partial	100m	Small	Negligible	High	High	Slight	Insubstantial	CM2,CM8,CM9, OM2	Slight	Insubstantial	Insubstantial
O8	Visitors and park users at King George IV Park	Partial	150m	Small	Negligible	High	High	Slight	Insubstantial	CM2,CM8,CM9, OM8, OM9	Slight	Insubstantial	Insubstantial
O9	Visitors and park users at planned Local Open Space on Jordan Road (west)	Partial	20m	N/A	Small	N/A	High	N/A	Slight	OM2,OM8,OM9	N/A	Insubstantial	Insubstantial
O10	Visitors and park users at planned District Open Space on Hoi Wang Road	Glimpse	50m	N/A	Negligible	N/A	High	N/A	Insubstantial	OM2,OM8,OM9	N/A	Insubstantial	Insubstantial
O11	Existing amenity area at Man Cheong Street	Full	15m	Large	Negligible	High	High	Substantial	Insubstantial	CM1,CM2, OM2	Substantial	Insubstantial	Insubstantial
O12	Visitors and park users at planned Local Open Space on Man Cheong Street	Glimpse	500m	N/A	Negligible	N/A	High	N/A	Insubstantial	CM1,CM2 OM2	N/A	Insubstantial	Insubstantial
O13	Visitors and park users at planned Local Open Space on Jordan Road (west of Lin Cheung Road)	Glimpse	250m	N/A	Negligible	N/A	High	N/A	Insubstantial	OM2,OM8, OM2,OM8,OM9	N/A	Insubstantial	Insubstantial
O14	Visitors and park users at Nam Cheong Park	Full	5m	Large	Small	High	High	Substantial	Moderate	CM1,CM2,CM8, CM9,OM5	Substantial	Insubstantial	Insubstantial
R1	Residential development at j/o Canton Road and Austin Road	Full	25m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM8, OM9	Substantial	Insubstantial	Insubstantial
R2	Existing residential development at j/o Canton Road and Austin Road	Full	150m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM8, OM9	Substantial	Insubstantial	Insubstantial
				Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM8, OM9	Substantial	Insubstantial	Insubstantial
R3	Residential development at Jordan Road	Full	30m	Intermediate	Negligible	High	High	Moderate	Insubstantial	CM8,OM8,OM9	Moderate	Insubstantial	Insubstantial
R4	Man Cheong Street	Full	30m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,OM6,OM7 OM8,OM9	Substantial	Insubstantial	Insubstantial
R6	Charming Garden residential development	Full	50m	Large	Small	High	High	Substantial	Slight	CM2,CM8,CM9, OM2	Substantial	Slight	Insubstantial
R7	Olympian City Site D	Glimpse	750m	N/a	Negligible	N/a	High	N/a	Insubstantial	CM2	N/a	Insubstantial	Insubstantial
T1	Pedestrians (including tourists) on Salisbury Road	Full	5m	Large	Negligible	High	High	Substantial	Insubstantial	CM2,CM8,CM9, OM2	Substantial	Insubstantial	Insubstantial
T2	Pedestrians (including tourists) outside Star Ferry Terminal	Partial	120m	Intermediate	Negligible	High	High	Moderate	Insubstantial	CM2,CM8,CM9, OM2	Moderate	Insubstantial	Insubstantial
T3	Pedestrians (including tourists) on Canton Road	Full	5m	Large	Intermediate	High	High	Substantial	Moderate	CM2,CM8,CM9, OM2,OM8,OM9	Substantial	Insubstantial	Insubstantial
VSRs in Shek Mun
C13	Commercial Development along Tai Chung Kiu Road	Full	200m	Negligible	N/A	Medium	Medium	Slight	N/A	CM1	Slight	N/A	N/A
GIC12	GIC uses on On Muk Street	Full	15m	Negligible	N/A	Low	Low	Slight	N/A	CM1	Slight	N/A	N/A
O16	Visitors and park users at Open Space on Siu Lek Yuen Road	Full	100m	Negligible	N/A	High	High	Slight	N/A	CM1	Slight	N/A	N/A
OU1	Other Specified Uses on On Muk Street	Full	15m	Negligible	N/A	Medium	Medium	Slight	N/A	CM1	Slight	N/A	N/A
R8	Residential Development on On Muk Street	Full	100m	Negligible	N/A	High	High	Slight	N/A	CM1	Slight	N/A	N/A
R9	City One Shatin Residential Development	Full	300m	Negligible	N/A	High	High	Slight	N/A	CM1	Slight	N/A	N/A
R10	Residential Development on On Muk Street	Full	150m	Negligible	N/A	High	High	Slight	N/A	CM1	Slight	N/A	N/A
* C = Commercial; C/R = Commercial/Residential; GIC = Government/Institution/Community; I = Industrial; O = Open space; OU = Other use; R = Residential; S = Sea-borne travellers; T = Transport related (land).

11.7 CONCLUSIONS

11.7.1 Summary of Landscape and Visual Mitigation Measures.

A summary of the proposed landscape and visual mitigation measures for the construction and operation phases of the project are located in Tables 11-8 and 11-9 below.

Table 11-8 : Proposed construction phase landscape and visual mitigation measures

ID No.		Landscape and Visual Mitigation Measure	Funding Agency	Implementation Agency
CM1		The construction area and contractor’s temporary works areas shall be minimised to avoid impacts on adjacent landscape. Existing trees within contractor’s temporary works areas should be retained and protected where practical (see also CM5 and CM6).	KCRC	KCRC
CM2		Regular checks shall be carried out to ensure that the work site boundaries are not transgressed, hoardings are properly maintained and that no damage is being caused to the surrounding landscape areas.	KCRC	KCRC
CM3		Topsoil, where identified, shall be stripped and stored for re-use in the construction of the soft landscape works, where practical. The Contract Specifications shall include for identification, storage and reuse of topsoil as appropriate. Under the Specification, the Contractor shall be required to identify at the commencement of the contract any existing topsoil for preservation, storage and re-use, for comment and approval by the Engineer.	KCRC	KCRC
CM4		The potential for soil erosion shall be reduced by minimising the extent of vegetation disturbance on site and by providing a protective cover (e.g. plastic sheeting or a grass cover established by hydroseeding) over newly exposed soil.	KCRC	KCRC
CM5		All works shall be carefully designed to minimise impacts on existing trees. All retained trees shall be recorded photographically at the commencement of the contract, and carefully protected during construction by fencing them off from the rest of the works. A detailed Tree Protection Specification shall be provided in the Contract Specifications. Under this specification, the Contractor shall be required to submit, for approval, a detailed Working Method Statement for the protection of trees prior to undertaking any works adjacent to all retained trees, including trees in contractor’s works areas. The project proponent shall review the site works in order to maximize the preservation of the trees of high amenity value in situ. A total of no more than 1200 trees shall be affected (i.e. felled or transplanted) by the works, of which no more than 105 shall be of high amenity value.	KCRC	KCRC
CM6		The project proponent shall maximize the transplantation of trees of high amenity value if preservation in situ is not feasible. A detailed Tree Transplanting Specification shall be provided in the Contract Specifications, if applicable. Sufficient time for necessary tree root and crown preparation periods prior to moving the trees shall be allowed in the project programme. Precise numbers of trees to be retained, transplanted and felled shall be determined and agreed separately with Government during the Tree Felling Application process under ETWBTC 14/2002. (See also OM2 and OM3). However, a minimum of 80% of the affected trees of high amenity value shall be transplanted. Destination locations for the transplants and arrangement for transplantation shall be resolved and agreed with relevant department in advance. Potential destination locations include: · Roadside landscape areas in West Kowloon; · Vacant lots in West Kowloon zoned for development as public open space; and · Existing public open spaces. If potential destination locations cannot be found by the time the trees are removed from site, they will be located to a holding nursery until destination locations are found. If no locations outside the project area can be found, they will be stored in the holding nursery for the duration of the contract and transplanted back into the project area at the end of the project.	KCRC	KCRC
CM7		Large temporary stockpiles of excavated material shall be covered with visually unobtrusive sheeting (in subdued ‘camouflage’ colour tone) to prevent dust and dirt spreading to adjacent landscape areas and vegetation, and to create a neat and tidy visual appearance.	KCRC	KCRC
CM8	Control night lighting and prevent glare to surrounding VSRs by directing all security lighting downward into works sites and works areas.		KCRC	KCRC
CM9	Clean & tidy hoardings shall be provided. Good site practice will be adopted by the contractor to ensure the conditions of the hoardings are properly maintained throughout the construction period.		KCRC	KCRC
CM10	Temporary noise barriers shall be designed to minimise adverse visual impacts on adjacent VSRs		KCRC	KCRC

Table 11-9 : Proposed operational phase landscape and visual mitigation measures

ID No.		Landscape and Visual Mitigation Measure	Funding Agency	Implementation Agency	Management Agency*	Maintenance Agency*
OM1		Not used [YY2]
OM2		Compensatory tree planting shall be incorporated along all roadside amenity areas affected by the construction works. Required numbers and locations of compensatory trees shall be determined and agreed with Government during the Tree Felling Application process under ETWBTC14/2002.	KCRC	KCRC	HyD	LCSD
OM3		Compensatory tree planting shall be incorporated into any public open spaces affected by the construction works. Required numbers and locations of compensatory trees shall be determined and agreed with Government during the Tree Felling Application process under ETWBTC14/2002	KCRC	KCRC	LCSD	LCSD
OM4		The total number of compensatory trees planted in the project area, for OM2 and OM3 combined, shall be not less than 130% of the number of affected trees. (Compensatory trees may be either new trees, or existing trees that are transplanted to a holding nursery and then back to the project area). Compensatory trees shall be at least heavy standard size, unless planting is on a slope, in which case tree size will be the largest practical size given technical restrictions due to slope angle. Semi-mature size trees shall be used where appropriate at sensitive and prominent locations (e.g. Salisbury Garden).	KCRC	KCRC	HyD or LCSD	LCSD
OM5		Sensitive design and reprovision of the affected areas of Nam Cheong Park incorporating replacement facilities for those provided at present, using materials of a quality suitable for long term use and acceptable to relevant Government departments, plus provision of a new toilet block..	KCRC	KCRC	LCSD	LCSD/ ArchSD (hard landscape works)
OM6		Reinstatement of levels at planned open spaces allowing adequate structural loading for future flexibility in open space design, particularly for landform, earth mounding, typical park structures (pergolas, pavilions, store rooms, toilet blocks etc.) and tree planting works (requiring a minimum soil depth of 1.5m).	KCRC	KCRC	-	-
OM7		Reinstatement of works areas to former condition, subject to applicable Government standards.	KCRC	KCRC	-	-
OM8		Attractive streetscape design shall be incorporated at all station entrances areas and above ground structures, including the provision of tree planting where space permits. All streetscape areas and hard and soft landscape areas disturbed during construction shall be reinstated to equal or better quality, to the satisfaction of the relevant Government departments.	KCRC	KCRC	HyD	HyD / LCSD
OM9		All above ground structures, including Station Entrances, Vent Shafts, Emergency and Firemen’s’ Accesses etc shall be sensitively designed in a manner that responds to the existing and planned urban context, which may include soft landscape measures, to minimise the potential adverse landscape and visual impacts.	KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD	KCRC within KCRC boundary, elsewhere LCSD
OM10	The Footbridge Link between WKN Station and existing footbridge FB14 shall be designed to the satisfaction of ACABAS.		KCRC	KCRC	HyD	HyD
OM11	Temporary planting shall be implemented along east side of WKN station structure to provide partial screening and to create a more pleasant pedestrian environment prior to any future property development on the sites.		KCRC	KCRC	KCRC	KCRC
OM12	Tall shrubs and climbing plants shall be planted against the face of the Canton Road Plant Building so as to soften building façade. Trees shall also be planted in locations around the building where traffic sightlines permit.		KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD	KCRC within KCRC boundary, elsewhere LCSD
OM13	Creation of attractive public streetscape area in front of West Kowloon Station (at least 400sq.m.), with shade trees in paving and adequate seating facilities, as partial mitigation for the permanent alienation of public open space at corner of Canton Road and Kowloon Park Drive		KCRC	KCRC	KCRC within KCRC boundary, elsewhere HyD	KCRC within KCRC boundary, elsewhere LCSD

Note:

*Management and Maintenance Agencies are identified as per ETWBTC 2/2004[11-25]

11.7.2 Summary of Predicted Residual Landscape and Visual Impacts in the Construction Phase

Residual landscape impacts in the construction phase are listed in Table 11-4 and mapped in Figures 11-5-1, 11-5-3 and 11-5-4. Residual visual impacts in the construction phase are listed in Table 11-7 and mapped in Figures 11-5-6 and 11-5-7.

All the landscape resources in the vicinity of the alignment have been identified, including the Champion trees in the KPDCP and along Haiphong Road. All these Champion trees will be kept intact during both the construction and operational phases of the KSL.

The potentially most significant construction phase residual landscape impacts caused by the railway development would be adverse impacts of substantial significance on:

· Nam Cheong Park Temporary Open Space (LR43) and Nam Cheong Park Character Area (LCA30). This is due to the need to annex a large area of the park (approximately 12,000m²) for use as a works area. This is to enable the cut and cover construction of the tunnel connection to the existing Nam Cheong Station, which was constructed under the KCRC West Rail project. The works area required for the KSL project has been utilised previously under the West Rail contract for the same purpose. In effect, this area of the park area will remain out of the public domain until the end of the KSL project. However, it should be noted that there will be minimal impact on trees in the park, since tree planting scheduled for this part of the park has been deferred until after the completion of the KSL works.

· Salisbury Road Character Area (LCA2), Tsim Sha Tsui Waterfront Character Area (LCA3), and the Public Landscape Area (LR6) in the Hong Kong Cultural Centre, Space Museum and Museum of Art complex. This is due to the disruption caused by the cut-&-cover tunnel excavation along Salisbury Road, the temporary works area in Salisbury Garden (approximately 2,000m²) and the associated impacts on trees, streetscape, public open space, the fountain and pedestrian access and entrance to the Space Museum.

· Canton Road (Southern section) Character Area (LCA15), an important tourist area in TST, will be disrupted by the temporary mucking out area for the tunnel construction, the construction of the Canton Road Plant Building at the j/o Canton Road and Kowloon Park Drive, the contraction of the Emergency Egress Point near No.1 Peking Road, and the associated temporary traffic diversions.

· Landscape Forecourt at Olympian City 2 development (LR53), due to the temporary occupation of the forecourt due to the excavations for utilities and drainage diversions, culvert access, temporary traffic measures and contactor’s lay down and storage areas, and the need to remove attractive mature palm trees of high amenity value.

· Public Open Space at Corner of Canton Road and Kowloon Park Drive (LR54), due to the permanent loss of approximately 300sq.m. of public open space and 12 trees (of which 6 are of high amenity value) due to the construction of the Canton Road Plant Building.

The potentially most significant construction phase residual visual impacts caused by the railway development would be adverse impacts of substantial significance on:

· Groups of VSRs along Salisbury Road and in Salisbury Garden due to the cut-&-cover tunnel construction, temporary works area and temporary traffic diversions which will disrupt a key tourist area with hotels, shopping and cultural facilities, and localised visual obstruction arising from the hoardings;

· Groups of VSRs along Canton Road due to the temporary mucking out area for the tunnel construction, the construction of the Canton Road Plant Building at the j/o Canton Road and Kowloon Park Drive, the construction of the Emergency Egress Point near No.1 Peking Road, the associated temporary traffic diversions which will disrupt a key tourist area with hotels and shopping facilities, facilities, and localised visual obstruction arising from the hoardings;

· Groups of VSRs along the cut-&-cover tunnel excavation in West Kowloon and Nam Cheong Park due to the extensive cut and cover tunnel construction, the stockpile areas and temporary works areas.

This assessment is based on the following assessments of quantified landscape impacts:

· The temporary loss of public open space during the construction phase will not exceed 15,000sq.m.;

· The project proponent shall review the site works in order to maxmize the preservation of the trees of high amenity value in situ. The maximum number of existing trees affected (not counting any new trees planted after the date of this report) will not exceed 1,200, of which not more than 105 will be of high amenity value according to the criteria defined in the tree survey methodology in Appendix 11-2. The distribution of affected trees is illustrated in Figure 11-5-1;

· There will be no impacts on Champion trees as defined in the LCSD publication;

· There will be no impacts on any trees in the site of the Former Marine Police Headquarters site;

· The project proponent shall maximize the transplantation of trees of high amenity value if preservation in situ is not feasible. A minimum of 80% of the affected trees of high amenity value shall be transplanted.

· The number of compensatory trees planted as part of the mitigation measures shall be at least 130% of the total number of affected trees. The compensatory tree planting shall be at least heavy standard size, unless planting is on a slope, in which case tree size will be the largest practical size given technical restrictions due to slope angle. Semi-mature trees shall be used at sensitive and prominent locations e.g. Salisbury Garden.

11.7.3 Summary of Predicted Landscape and Visual Impacts in the Operational Phase

Residual landscape impacts in the Operational Phase are listed in Table 11-4 and mapped in Figures 11-5-2 and 11-5-5. Residual visual impacts in the Operational Phase are listed in Table 11-7 and mapped in Figures 11-5-8.

After the proposed mitigation measures and have been implemented and the proposed tree planting has matured over 10 years, all residual adverse landscape and visual impacts in the operational phase will be of insubstantial significance, with the exception of the impact on the Public Open Space at the corner of Canton Road and Kowloon Park Drive (LR54), which will be subject to an adverse impact of moderate significance due to the permanent loss of approximately 300sq.m. of public open space and 12 trees (including 6 of high amenity value) due to the proposed Canton Road Plant Building.

This assessment is based on the following assessment of quantified landscape impacts and mitigation measures:

· The permanent loss of public open space in the operation phase will not exceed 400sq.m.;

· The permanent loss of this public open space will be partially mitigated by the provision of an attractive public streetscape area in front of the West Kowloon Station building (at least 400 sq.m.), with shade planting and adequate seating facilities (mitigation measure OM13 in Table 11-3); and

· There will be no further tree impacts in addition to those described for the construction phase in section 11.7.2.

11.7.4 Conclusion with reference to Annex 10 of the EIAO TM

With reference to the five criteria defined in Annex 10 of the EIAO TM, it is considered that the landscape and visual impacts in the construction and operation phases are acceptable with mitigation measures.

12. Cultural Heritage IMPACT ASSESSMENT

12.1 Legislation

The Antiquities and Monuments Ordinance (Cap.53) ^[12-1] was enforced in 1976 to ensure that the best examples of Hong Kong's heritage are protected appropriately.

12.1.1 The Antiquities and Monuments Ordinance (Cap. 53) Section 3: Declaration of monuments and plans thereof

1) Subject to section (4), the Authority may, after consultation with the Board and with the approval of the Chief Executive, by notice in the Gazette, declare any place, building, site or structure, which the Authority considers to be of public interest by reason of its historical, archaeological or palaeontological significance, to be a monument, historical building or archaeological or palaeontological site or structure. (Amended 38 of 1982 s. 4. 59 of 2000 s. 3)

2) A declaration under subsection (1) may include as part of a monument any land adjoining the place, building, site or structure required for fencing, covering or protecting the monument or for providing or facilitating access thereto.

3) A notice under subsection (1) shall include a reference to the appropriate plan deposited under subsection (4).

4) The Authority shall, before publication of a declaration under subsection (1)-

(a) sign and deposit in the appropriate Land Registry a plan clearly showing the situation of the place, building, site or structure intended by the Authority to be declared to be a monument; and (Amended 38 of 1982 s. 4)

(b) if the declaration relates to a monument within private land, register the declaration in the Land Registry. (Amended 8 of 1993 s. 2)

5) The Authority shall-

(a) keep available at his office, for public inspection at all reasonable times, a copy of every plan deposited under subsection (4); and

(b) at the request of the owner or a lawful occupier of a monument which is shown on a plan so deposited, deliver a copy of the plan free of charge to the owner or occupier.

12.1.2 The Antiquities and Monuments Ordinance (Cap. 53) Section 6: Acts prohibited in relation to certain monuments except under permit

1) Subject to subsection (4), no person shall-

(a) excavate, carry on building or other works, plant or fell trees or deposit earth or refuse on or in a proposed monument or monument; or

(b) demolish, remove, obstruct, deface or interfere with a proposed monument or monument,

except in accordance with a permit granted by the Authority. (Amended 38 of 1982 s. 7)

2) A person aggrieved by the refusal of the Authority to grant him a permit may, within 14 days after the date of such refusal, appeal by way of petition to the Chief Executive who may confirm, vary or reverse the refusal.

3) The decision of the Chief Executive on the appeal shall be final.

4) The Authority may, after consultation with the Board and with the approval of the Chief Executive, by notice in the Gazette, declare any proposed monument or monument to be exempt from this section. (Amended 38 of 1982 s. 7)

12.1.3 Environmental Impact Assessment Ordinance

The EIAO provides additional legislative protection to sites of cultural heritage which are threatened by development and EPD is its authority. The TM-EIA contains the guidelines and criteria for the assessment of sites of cultural heritage interest.

With reference to paragraph 7.3(a) of the TM-EIA, “conditions which would be imposed through other applicable ordinances”, (in this case the Antiquities and Monuments Ordinance: Chapter 53) “shall not normally be imposed in Environmental Permit issued under the Environmental Impact Assessment Ordinance”. Any archaeological monitoring for implementation under the EIAO can only be applicable to sites that have been identified as sites of cultural heritage.

12.2 Background Information

12.2.1 Geological and Topographical Background

The basic geology of the Kowloon Peninsula consists of medium grained granite with some fine granite outcrops. Early maps and photographs show flat, low-lying land behind the beach of TST Bay with a raised area, Kowloon Hill, on the west. An early photograph (Image A in Figure 12-1-1) which dates to the 1860's, shows the hill had been modified by cutting (Hacker 1997). At present the top surface of the hill, which is approximately 10 metres in height has been completely levelled.

12.2.2 Archaeological Background

12.2.2.1 Original Coastline and Landforms

Image B in Figure 12-1-1 shows topography as it was mapped in 1863 (Empson 1992:178). The proposed KSL alignment runs along Canton Road, which may contain pockets of residual soil with archaeological potential, as indicated by borehole data (CEO Library: 15352 and 8407). The alignment may also impact on the original shoreline on the eastern side of the FMPHQ hill. The alignment in these areas is shown in Image C in Figure 12–1-1.

12.2.2.2 Early Reclamations

Very little is known about the construction methods and technologies of the reclamations dating to the end of the 19^th century. Image D in Figure 12-1-2 shows a sketch of the limits of early reclamations. The proposed railway will impact on areas of early reclamations pre-dating 1904 in TST Bay and along the west side of the Kowloon peninsula, along Canton Road. Image E in Figure 12-1-2 shows a plan of TST with reclaimed and planned reclamations dating to 1887 (Empson 1992: 179).

12.2.3 Historical Background

12.2.3.1 General

Early colonial accounts document that, prior to European settlement, TST was not heavily populated, although it did contain villages and Chinese forts, one of which was located on the hill currently occupied by the FMPHQ (Welsh: 1997). The early British occupation was primarily for military purposes, as can be seen in the large portions of the district that were controlled by the War Department at the time, see Image E in Figure 12-1-2. Civilian expansion in TST can be seen to have been well established in the early decades of this century, and the progression can still be accessed visually, through collections of historical photographs, for example that collection maintained by the Hong Kong Museum of History and collections published by the museum, e.g. The Hong Kong Album (A Collection of the Museum’s Historical Photographs) (Lam 1983).

Reclamation was an ongoing activity in TST in the late 19^th and early 20^th centuries. The KCR Terminus Station was constructed on reclaimed land in the first decade of the last century, the line to the border being opened in 1910 and to Guangzhou 1912 (Welsh 1997). The Peninsula Hotel constructed in 1927 and opened in 1928 (Rodwell 1992) was also situated on land reclaimed from TST Bay.

Aerial photographs from 1949 (GEO Y01584), Image F in Figure 12-1-2 and 1984 (GEO 56885), Image G in Figure 12-1-2 clearly show that urban development proceeded rapidly in the decades following the Second World War.

12.2.3.2 FMPHQ

The FMPHQ became a Declared Monument on December 23^rd 1994 (AMO files). The original portion of the station dates to the 1880’s. Additional features were added over the years, including an extra storey to the front section of the station building. The signal tower was also constructed in the 1880’s. It is a round house, of similar decorative style to the main station building. The original function of the tower was as a time signal station, from which a time ball was dropped at 1 p.m. each day, so that ships could set their chronometers accurately. It was later used as an exhibit centre by the Marine Police Force (AMO files). It should be noted that the area between the station and signal tower, currently occupied by concrete structures was formerly a landscaped garden (AMO files).

12.2.3.3 World War II Tunnels

The compound also contains a number of World War II tunnels. These tunnels date to the Japanese Occupation, during which, the site was used by the Japanese navy. The tunnels were dug by the Japanese as air raid shelters. The tunnels were filled in after the war. Evidence of the tunnels can still be seen in the form of a bricked up portal in the retaining wall along Canton Road.

In the “Study on the Development Opportunities of the Former Marine Police Headquarters Site in TST”, Final Report, June 2001", a land gravity survey was carried out as part of the study. The results of this study are as follows:

· Six potential zones of low density underneath the platform were identified;

· A significant void was identified at the south-western corner of the platform;

· A potential tunnel section running from the south western corner of the main building toward the south west was identified;

· A potential tunnel running from the northernmost barrack building to the south east was also identified.

The study also investigated two portals A and B. It is stated in the report that the portals, located along Canton road at street level, are approximately 2m in diameter and probably access two tunnels that run in an east west direction. The tunnels were most likely excavated in decomposing rock stratum, as the rockhead level at the site is for the most part below street level.

The report also refers to a GEO study from 1994 (GEO Advisory Report, ADR 9/94) in which ground investigation works were attempted. It was found that Portal A consisted of a single layer of brick wall and that it was backed by fill material. Portal B was found to consist of 2.9m thick wall. Bricked up entrance and that a fill layer existed behind it. Based on these findings, it was surmised that these two tunnel sections had been backfilled at some point.

A GEO study from 2000 (GEO Preliminary Geotechnical Assessment Report, PGA 5/2000) is also mentioned in the text. The results of it indicated the possible presence of maintenance accesses, a sunken water tank and disused tunnels beneath the main building. A third tunnel opening was also identified on the southern slope of the site facing the OFSB.

It has been inferred (GEO study 2000) that the tunnel network beneath the FMPHQ site consists of two to three sub-parallel east-west trending drives separated by between 40m and 50m.

FMPHQ development is a Designated Project under the EIAO and an EP has been issued (ref EP-184/2004) on February 2004. Liaison with the FMPHQ site developer reveals that the platform in front of the FMPHQ main building will be lowered to approximately the current street level. Some of the tunnels are likely to be removed by the FMPHQ development.

However, under the lease conditions, the developer of FMPHQ is required to excavate, expose and make a full photographic and cartographic record of at least 30m of the disused tunnels beginning from Portal B. The Project Profile of the FMPHQ development also states the developer’s commitment to record in photographic and cartographic means the disused tunnels that will be excavated and exposed. The recordings will also be submitted to AMO for record.

12.2.3.4 The Old Fire Station Buildings

The station consists of two structures, the main fire station hall (a Grade III building) and the former accommodation block (Part of a Declared Monument). The structures date from the 1920’s. The station hall originally consisted of a main garage on the ground floor and accommodation quarters above. Original plans can still be seen in the Public Records Office and in AMO files. The fire station was decommissioned in 1970, when it became a parcel sorting office as part of the post office. It has been used as an exhibition hall and as cultural and arts offices since 1986.

12.2.3.5 Whitfield Barracks

The site of the former Whitfield Barracks (established in 1861) is now the location of Kowloon Park. There are four remaining former barracks buildings, two of which served until recently as the ex-Hong Kong Museum of History. They all are Grade III buildings.

The park also contains the former Kowloon West II Battery (a Grade I structure). The battery was constructed during the 19th century and abandoned in 1916, and has been converted into an adventure playground within Kowloon Park.

The park also contains historical retaining walls. An interesting feature located at the south west corner of the southern retaining wall on Haiphong Road is a War Department Boundary Marker. This marker shows the location of the exact southwest corner of the original Whitfield barracks, one of the earliest mapped lots in Kowloon (AMO Files). Tunnels running under the park were constructed by the Hong Kong Government between 1940 and 1941.

12.3 Summary of Railway Design and Construction Methodology

Detailed descriptions of the railway system and construction methodology for various work sites along the proposed alignment are given in Chapter 4 of this EIA Report and illustrated in Figures 4-1-1 to 4-1-3. A summary is given in the following sections.

12.3.1 Above-Ground Structures

The current design of the KSL is to have all the tunnels and most of the station facilities underground except some isolated structures as summarised in the following table. None of these structures are along Canton Road and Kowloon Park Drive. Figures 4-1-1 to 4-1-5 show the locations of these above ground structures.

Table 12-1 : Summary of above-ground structures

Above-ground Structure	Location
Emergency escape entrance	Canton Road, south of No 1 Peking Road
Canton Road Plant Building	Junction of Canton Road and Kowloon Park Drive
WKN	West Kowloon
YMT ventilation building	Between YMT Interchange and Cherry Street

12.3.2 Construction Methodology

As described in Chapter 4 and illustrated in Figures 4-1-1 to 4-1-3, various construction methods including bored tunnelling, cut-&-cover-and mined tunnelling have been considered for various sections along the alignment.

For the tunnel section underneath FMPHQ, a clear separation of about 6m between the tunnels and the OFSB, and 16m from the Main Building will be maintained. The construction of this short tunnel section would take approximately 1 year within the 3-year construction period of KSL.

Construction methodologies including bored tunnelling and cut-&-cover tunnelling have also been considered for this section of tunnels (see Chapter 4). It is concluded that bored tunnelling is not feasible in this section. In addition, using cut-&-cover tunnelling would require temporary dismantling of the OFSB during the construction period and reinstatement afterwards. Since the OFSB is an integral part of the FMPHQ redevelopment, it is also not feasible to use cut-&-cover tunnelling.

Mined tunnelling (drill-and-blast) will therefore be adopted. The access shaft will be located near to the junction of Canton Road and Peking Road. Similar drill-&-blast technique had been adopted during the tunnel construction for East Rail Extension in Hung Hom underneath the Signal Hill complex in East TST. The EIA Report ^[12-2] has stated that blasting is tightly controlled under the Mines Division of CEDD. A blasting assessment would be conducted by qualified blasting specialists to recommend necessary control measures to be included in the construction contract. The report concluded that the mitigation measures recommended are adequate to protect the Signal Hill Complex from the proposed drill-&-blast tunnelling work underneath.

12.4 Assessment Methodology

12.4.1 Archaeological Impact Assessment

As TST is an urban area a field survey programme was not feasible. Potential areas of archaeological interest were therefore identified and assessed through desk based research. This was achieved through collection of information on geology, geomorphology and topography of the study area (from geological maps, bore hole data, early maps of the area and historical and aerial photographs). Information was also collected on historical land use and any possible structural remains, which may be under the present surface. Data from the previous task was assessed with respect to the planned engineering works.

The study area of the baseline study covers an area that stretches 500m along both sides of the KSL alignment.

12.4.2 Built Heritage Impact Assessment

12.4.2.1 Baseline Study

The built heritage baseline study requires compiling a comprehensive inventory of structures and man-made landscapes with historical or architectural significance, as well as any structure or man-made landscape constructed prior to 1950. The first task is to undertake a desk-based study using sources such as, publications on local history, architectural, anthropological, archaeological and other cultural studies, such as journals of the Royal Asiatic Society (Hong Kong Branch), archival and historical documents through public libraries, archives and tertiary institutions. If information gathered in the desk-based study is not sufficient to make an impact assessment, an historical buildings and structures survey must be carried out.

12.4.2.2 Built Heritage Survey

The objectives of the Built Heritage Survey entail the identification and recording of all heritage resources as required in the Study Brief. The built heritage resources have been surveyed and assessed on an individual basis. The survey consists of a field evaluation, with the incorporation of information from the following, on the architecture and history of all structures to be impacted by the proposed railway development:

· Collection of photographic information

· Collection of oral and written information

This information was recorded in the field on specially designed forms. These forms have been designed to provide a complete documentation of all identifiable pre-1950 structures, as well as any more recent structures of cultural/ historical significance and any pre-war clan graves, within the study area. The written information recorded by hand in the field has been typed onto resource record forms, which have been included in this report (See Appendix 12-1) to provide a detailed inventory of the recorded cultural heritage resources. Field sketches and photographs have also been included in Appendix 12-1.

12.4.2.3 Preliminary Built Heritage Condition Survey

Construction works associated with this project have the potential to cause damage to historical structures through vibration. The purpose of the condition survey is to assess the condition of heritage features predating 1950 (i.e. historical structures), as these buildings contain structural elements that may require special attention due to their age and often non-robust building materials that were used in the past. The scope of this survey will include the structures associated with the FMPHQ, including the two OFSB, as the tunnelling for the project will be located directly beneath the FMPHQ site and the OFSB.

The preliminary condition survey consists of a visual inspection of the general condition of structures, noting presence of cracks and breakage, the identification of fragile architectural elements and the presence of destructive processes, such as vegetation growth, water and moisture damage and fabric degradation resulting from these processes. The results are recorded on forms containing space for the following information.

· General description of the structure;

· Description of fragile elements;

· Description of condition;

· Photographs illustrating condition;

· Floor plan showing location of photographed feature; and

· Need for further assessment

The preliminary assessment has been used in the formulation of mitigation measures, including recommendations for further detailed assessments if required and modification of design plans where practicable.

12.5 Assessment Results

12.5.1 Landuse Interface with FMPHQ

It is noted that the FMPHQ site redevelopment has assumed the KSL will be within a designated area between the levels at 2m above and 23m below the HK Principal Datum. According to the latest alignment, the KSL will be within this designated zone and hence would not have any conflict with the landuse of FMPHQ redevelopment.

12.5.2 Archaeology

The desk based research identified that the works will impact on areas that may contain traces of original landforms and early reclamations. It is noted, however, that the works area is located in a highly urbanized district that has undergone extensive underground disturbance from construction of roads, buildings and the installation of underground utilities over the past century. The likelihood that any undisturbed landforms still in existence are extremely low and hence, the archaeological potential of these areas is also extremely low. Before commencement of the construction work, the Contractor shall consult AMO on any other mitigation measures that would be required administratively or under the Antiquities and Monuments Ordinance. The Contractor shall implement these requirements from AMO during the construction period.

12.5.3 Results of Built Heritage Baseline Study and Survey

The following section highlights the results of the Built Heritage baseline study, as mentioned previously a complete inventory of the resources can be found in Appendix 12-1. A number of structures were recorded in the survey (Figure 12-2-1). Nine of these structures were associated with the FMPHQ.

12.5.3.1 FMPHQ

Built heritage resources in FMPHQ (see Figure 12-2-2) include:

· The former signal tower (KSL-02-01);

· Three blue metal lamp posts (KSL-02-02, 03 and 04);

· The former Stable/ garage (KSL-02-05);

· The former station building (KSL-02-06);

· A small brick out building located behind the main station building (KSL-02-07);

· A metal pylon mast (KSL-02-08);

· Three sections of historical retaining walls: 1) The first on the western boundary slope of the compound (along Canton Road) supporting the vehicular access ramp up to the FMPHQ compound (KSL-02-09-A); 2) the second running along the southern boundary slope of the FMPHQ compound on Salisbury Road (KSL-02-09-B) and 3) the third running along the western side of the upper part of the vehicular access ramp leading to the compound (KSL-02-09-C);

· The former accommodation block (KSL-02-11), a Grade II Building, of the Old Fire Station Buildings; and

· The former main hall (KSL-02-10), a Grade III building, of the Old Fire Station Buildings.

The station building and signal tower have a very high level of architectural significance as they are excellent examples of colonial buildings and both contain numerous examples of classically inspired decorative features, such as columns, arches, capitals and keystones. The cultural significance of the site is also very high, this is firstly seen through the fact that the compound still retains all of the major buildings that have been associated with it historically (apart from the original Water Police Station that was demolished prior to the construction of the existing headquarters building in the 1880’s), thus creating a high group value, that many historical sites in Hong Kong have lost. Secondly, the alterations to the site have been for the most part superficial and have not infringed upon the integrity of the site. Thirdly, the site and the operations of the Marine Police are intrinsically tied to the location, as it has been the site of the Marine Police (formerly known as the Water Police) Headquarters from the time of the construction of the original station (now demolished) in the 1860’s.

The two fire station buildings are stylistically of the same design, red brick walls (the majority being in English bond) with cement dressing. The decorative features include flat arches above some of the windows and a decorative keystone above the round vent opening on the facade of the front building. Both buildings have undergone only superficial alterations and retain high architectural value in terms of rarity. The cultural significance of the buildings is also high, as they represent a highly visible and easily accessible link to the past.

12.5.3.2 Former KCRC Clock Tower

The Former KCR terminus clock tower (KSL-02-20) which is a Declared Monument. The location of the clock tower is illustrated on the map in Figure 12-2-3. The tower is constructed of red brick with cut stone dressing. The main decorative feature is an elaborate cupola at the top of the tower. The architectural significance of the tower is high, as it is a unique example of early 20th century railway station building style in Hong Kong. The cultural significance of the tower is extremely high, as it represents not only a local landmark, but an easily identifiable symbol of historical Hong Kong.

12.5.3.3 Peninsula Hotel

The Peninsula Hotel (KSL-02-19), a privately owned historical building, dating to the 1920’s, that has not been graded (see Figure 12-2-2 for location). The hotel has been modified and modernised on a number of occasions. The original style of the exterior has been maintained in the older sections of the building and the additions have been designed to compliment that style. The architectural value of the building lies mainly in its value as a landmark. The cultural significance of the building is extremely high. The hotel has a high symbolic value that has incorporated contemporary usage and historical notoriety. The hotel also has strong ties with the history of Hong Kong during the Second World War.

12.5.3.4 Fuk Tak Koo Temple

The Fuk Tak Koo Temple (KSL-02-12) a modern temple building located near the corner of Canton and Haiphong Roads, see Figure 12-2-3.

12.5.3.5 Former Whitfield Barracks

Buildings and features associated with the former Whitfield Barracks (now located in Kowloon Park) include:

· Historical retaining wall running along Haiphong Road (KSL-02-13);

· Old War department stone marker at the southwest corner of Kowloon Park (KSL-02-21); and

· Former Whitfield barracks buildings blocks 58 (KSL-02-14) and S4 (KSL-02-18), Grade III buildings.

The locations of the above resources can be found on the map in Figure 12-2-3. In addition to the above, the former history museum in Kowloon Park contains two Grade III former barracks buildings, S61 and S62 (KSL-02-15). Two other resources were recorded in Kowloon Park, an historical retaining wall (KSL-02-16) and Kowloon West II Battery of the former Whitfield Barrack, a Grade I structure (KSL-02-17), which has since been converted into a children’s adventure playground. These locations of (KSL-02-15, 16 and 17) are all shown on the map in Figure 12-2-4.

The buildings and battery associated with the former Whitfield Barracks are of moderate architectural significance. They have undergone various degrees of modification and modernisation. The structures represent an excellent example of adaptive reuse that span over a century of historical occupation. This reflects a high level of cultural significance.

12.5.3.6 Signal Hill Tower

The Signal Hill Tower (KSL-02-22), a Grade II building, whose location can be seen on the map in Figure 12-2-5. This building is predominantly made of red brick in English bond with dressed granite and decoration in classical style. The tower has relatively high architectural significance, because of its rarity value. The cultural significance of the building is also relatively high, as its usage as a signal tower that was in use for many years, made it a well known local landmark.

12.5.3.7 Former Kowloon British School

The former Kowloon British School building, currently housing the Antiquities and Monuments Office (KSL-02-23), is also a Declared Monument. The brick building has been painted a pale pink colour in recent years. The building represents an eclectic architectural style, including Chinese style roofs and neo-gothic colonnade arches. The building has a high rarity value and hence is of high architectural significance. The cultural significance of the building is also high, as again it is highly visible symbol of the history of Hong Kong.

12.5.3.8 Saint Andrew’s Church

Saint Andrew’s Church (KSL-02-24), as shown in Figure 12-2-6, is constructed of red brick in a neo-gothic style. It is of relatively high architectural significance and is a Grade II historic building. Its cultural significance is very high, as it is the oldest protestant church in Kowloon and has been in use as a church for all of its history, excepting a period during the Japanese Occupation, when it was converted to a Shinto Shrine.

12.5.3.9 #190 Nathan Road

#190 Nathan Road (KSL-02-25) is a mid-twentieth century high rise building. The architecture of the building incorporates art-deco style decorative features, such as balcony details and a parapet. The remaining number of buildings such as this in Hong Kong is low and as one of the few remaining examples, the architectural significance of the building is increased. The cultural significance of the building is moderate to low.

12.5.3.10 Others

Three shop house buildings in the blocks between Jordan Road and Kansu Street, specifically, 176 – 178 Shanghai Street (KSL-02-26), currently housing the Tak Sang Pawn shop and a tailors shop, and #530 Canton Road (KSL-02-27), which houses a jewellery shop and a restaurant. Both of these buildings can be found on the map in Figures 12-2-6 & 12-2-7.

The final building consists of two units of a shop house terrace at #506 - 508 Canton Road (KSL-02-28). The shop house was once a common feature in the commercial districts of Hong Kong. The style has for the most part not been maintained or copied in modern reconstructions.

All of the buildings have been modified to some degree. The buildings on Canton Road, more so than the example noted on Shanghai Street. The buildings do not possess any outstanding architectural significance. One of the units of the Shanghai Street building is functioning as a pawnshop and has maintained the traditional style of such a shop. The cultural significance of the buildings is low to moderate.

12.5.4 Results of Preliminary Condition Survey

The structures assessed in the survey included the historical buildings associated with the FMPHQ and OFSB on Salisbury Road. The following paragraphs summarise the findings of the Preliminary Condition Survey and full details are given in Appendix 12-2.

12.5.4.1 The Signal Tower

The structure shows no visible signs of cracks on the exterior walls. Internally, there are cracks on the second storey ceiling and damage from water and damp, promoting mould growth. Some of the wooden window frames were becoming separated from the main wall structure.

12.5.4.2 The Former Stables / Garage

The structure for the most part appears to be in fair condition, with no evidence of any major external or internal cracks in the walls or floors. The wooden ceiling in the eastern rooms on the second story could be seen to be in poor condition and in danger of possible collapse.

12.5.4.3 The FMPHQ Station Building

The building shows a number of signs of being in poor structural condition, including large cracks in exterior and interior walls, rotting woodwork, vegetation growth and water and damp damage. Measures are all ready in progress in the form of crack monitoring and detailed condition surveys have been carried out on the structure.

12.5.4.4 The Old Fire Station Hall

The brickwork of the structure shows signs of decay. The repair techniques of applying concrete patches are not conducive to preservation of the bricks. There are cracks visible on the external walls, one of which runs down from the eaves into the brick wall underneath. The brick trim around many of the windows is fragile and in poor condition, with pieces having either broken off or degraded.

12.5.4.5 The Old Fire Station Accommodation Block

The brickwork of this structure also shows signs of decay. The brick trim around several of the windows also shows signs of breakage. There were no visible cracks in the external walls.

12.5.5 Impacts to Built Heritage Features – Construction Phase

The assessment of the built heritage resources located in the Study Area required a field survey, as desk-based research could not provide sufficient information for such an assessment. Two surveys were carried out as part of this project, one for the identification and description of the resources and one for a preliminary assessment of the condition of the buildings within the FMPHQ compound. The World War II period tunnels located underneath the FMPHQ could not be accessed during the survey due to safety reasons.

The location of the preferred alignment with respect to the identified heritage features is highlighted in Figure 12-2-1.

The impacts to heritage resources will vary depending on the chosen construction methods. The main issue involved is the possible structural damage to the historical buildings and tunnels at the FMPHQ site due to the mined tunnel activities. The impacts are described as follows:

12.5.5.1 Buildings in FMPHQ Compound

The heritage value of the site is extremely high, as can be seen in its designation as a Declared Monument. Preliminary visual inspection of the conditions of the historical structures has indicated that the headquarters building, especially, is in poor physical condition. This is evident through the large crack currently being monitored in its north-west wall (see relevant photographs in Appendix 12-2).

A vertical clearance of 6-16m will be maintained between the mined tunnels of KSL and any part of the historic buildings. Similar construction methodology has been adopted for the East Rail Extension Hung Hom to TST (ie another Designated Project currently being implemented) in which drill-&-blast tunnelling was adopted to construct the subway underneath heritage buildings in Signal Hill. The distance between the subway and the nearest heritage resources (i.e. large masonry walls associated with the retaining wall of the south side of the Signal Hill) is 20m.

It can be seen that the separation distance between the KSL mined tunnel and FMPHQ is generally shorter than that in East Rail Extension. However, as stated in the East Rail Extension EIA Report, a blasting assessment will be conducted by the Contractor before the commencement of mined tunnelling to ensure the vibration caused by the drill-&-blast activities will not cause adverse impacts on the conditions of the buildings in the FMPHQ. It is anticipated the construction phase impacts on these buildings could be controlled to be acceptable. Other mitigation measures are detailed in S 12.6.

12.5.5.2 Air-raid Tunnels in FMPHQ Compound

The FMPHQ site being developed will demolish the majority of the disused tunnel network. The demolition work to be carried out within FMPHQ site is more likely to have more direct and significant impacts on tunnel Portal A and the section of tunnel to be preserved, rather than the KSL’s mined tunnelling works which have a vertical separation of approximately 6-16m.

However, as the air-raid tunnels (including the portals) were constructed over 50 years ago and have not received regular maintenance, it is quite likely that their structural condition is poor and that they may be susceptible to some degree of damage from vibration associated with the mined tunnelling. Recommended precautionary mitigation measures are detailed in S 12.6

12.5.5.3 The Old Fire Station Buildings

The heritage value of these structures has also been confirmed through designation of the accommodation block as a Declared Monument and Grade III status for the main hall. The impacts on the 2 buildings will be minimal during the construction phase as the running tunnels are located below street level and separated by about 6m. Also, the loading of the 2 buildings is considered minimal and with good support system to avoid direct physical contact with the heritage buildings.

12.5.5.4 The Fuk Tak Koo Temple

There will not be any construction works within the Haiphong Road Temporary Market and hence this temple will not be affected.

12.5.5.5 The Former Whitfield Barracks

None of the structures, including the tunnels, will be directly impacted by the proposed construction works. The structures within the confines of Kowloon Park are of sufficient distance from the proposed works to not receive any negative impacts from the project.

12.5.5.6 Others

As there is sufficient distance between the alignment and the following built heritage, negative impacts are not anticipated.

· The Peninsula Hotel;

· The KCR Clock Tower;

· The Signal Hill Tower;

· The Former Kowloon British School (AMO Office);

· St. Andrew’s Church;

· #190 Nathan Road;

· #176 – 178 Shanghai Street;

· #530 Canton Road; and

· #508 Canton Road.

12.5.6 Impacts to Built Heritage Features - Operational Phase

There will be no adverse aesthetic impacts to resources during the operational phase as the rail line is located underground and will not be visible, any associated above-ground structures will be incorporated into an existing urban setting and will not affect the environmental character of the site. There will be no above-ground structures, entrances or ventilation shafts along Salisbury Road.

12.6 Recommendations for Mitigation Measures

12.6.1 Archaeology

The impact assessment has found that the areas identified in the desk based study contain very low potential of retaining patches of original shoreline or early reclamation as the area has been heavily disturbed through construction and installation of utilities over the past century. Before commencement of the construction work, the Contractor shall consult AMO on any other mitigation measures that would be required administratively or under the Antiquities and Monuments Ordinance. The Contractor shall implement these requirements from AMO during the construction period.

12.6.2 Built Heritage Features (Construction Phase)

The nature of the impacts will depend on the construction method employed. The mitigation measures are presented below for each specific location. As some of the structures cited in this section as requiring mitigation measures (including condition monitoring and structural integrity monitoring works) are part of a Declared Monument, specifically the FMPHQ, Section 6 permits may be required for the implementation of mitigation measures.

These mitigation measures must also take into account that the site of the FMPHQ, including the OFSB is being redeveloped as a heritage resource site. The primary interface issue between the KSL project and the redevelopment project is that minimal impacts to the environmental character of the redevelopment area should be incorporated into the KSL design.

12.6.3 FMPHQ Compound & Air-Raid Tunnels

The FMPHQ compound (including the accommodation block of the OFSB) is a declared monument under the Antiquities and Monuments Ordinance. With reference to paragraph 7.3(a) of the TM-EIA, “conditions which would be imposed through other applicable ordinances”, (in this case the Antiquities and Monuments Ordinance: Chapter 53) “shall not normally be imposed in Environmental Permit issued under the Environmental Impact Assessment Ordinance”.

The Headquarters building as mentioned above shows obvious signs of structural damage that could be exacerbated by even minor construction works in its vicinity. Even though the other historical buildings on the site, i.e. the signal tower, the former stables and other buildings, did not show such extreme evidence of structural unsoundness, monitoring of the structural integrity of the buildings by the contractor should still be implemented during the construction phase, as a precautionary measure. Based on desk-top assessment, the air-raid tunnel section and Portal A to be preserved should also receive these precautionary measures.

A blasting assessment should be conducted by the Contractor before commencement of the construction works to demonstrate that the proposed blasting work will not adversely affect the structural integrity of the FMPHQ compound in accordance with the requirements from Mines Division of CEDD.

Precautions should be taken during the mined tunnelling to prevent any damage to the historic buildings. Structural monitoring system should be designed and supervised by a Registered Structural Engineer from the Contractor during the period for mined tunnelling to ensure compliance with the Buildings Ordinance.

Liaison with the FMPHQ developer has indicated that they are prepared to conduct the condition and impact monitoring during the construction period that overlaps with the KSL construction. After this period, they will allow access to the site by the KSL contractor to carry out the necessary monitoring.

Details of the monitoring system, including coordination with the FMPHQ developer, shall be submitted to AMO for approval before the mined tunnelling commences. Any proposed site works (including ground investigation and tunnelling work) and structural monitoring measures within the boundary of the declared monument would need to comply with the requirements under Section 6 of the Antiquities and Monument Ordinance.

12.6.3.1 Others

No mitigation measures are required for the following:

· Fuk Tak Koo Temple;

· The Former Whitfield Barracks;

· The Peninsula Hotel;

· The KCR Clock Tower;

· Tunnels within Kowloon Park

· The Signal Hill Tower;

· The Former Kowloon British School (AMO Office);

· St. Andrew’s Church;

· #190 Nathan Road;

· #176 – 178 Shanghai Street;

· #530 Canton Road; and

· #508 Canton Road.

12.6.4 Built Heritage Features (Operational Phase)

No mitigation measures will be required during the operational phase.

12.7 Conclusion

A cultural and heritage impact assessment has been conducted according to the requirements given in the TM-EIAO. Results indicate that the archaeological potential of the works area is low.

A vertical separation distance of 6-16m between the KSL tunnels and the heritage elements in the FMPHQ compound will be maintained to minimise the potential impacts to the structural integrity of the FMPHQ compound and the disused air raid tunnels. A structural monitoring has been recommended for the FMPHQ compound, and the air-raid tunnels and the portal A to be preserved, to ensure their conditions are maintained throughout the mined tunnelling period.

Mitigation measures are not required for other built heritage elements identified. All recommended mitigation measures, the implementation responsibility and programme are included in the Environmental Mitigation Implementation Schedule for implementation by the respective parties.

13. Hazard Asse ssment

The Study Brief specified that a hazard assessment has to be conducted if there is overnight storage of explosive. According to the latest design information, there will not be overnight storage of explosive and hence it is not necessary to conduct a hazard assessment.

14. Environmental Monitoring and Auditing Requirements

The findings and recommendations of the EIA report will constitute a formal commitment by the Project Proponent to achieve the levels of environmental protection. It also states the Project Proponent’s environmental performance criteria for KSL. In order to ensure the performance commitments are incorporated throughout various implementation phases (e.g. detailed design, tendering, construction and operation of the project), a number of contractual, managerial and administrative mechanisms will be implemented, including:

· Setting up of a project organization and hierarchy;

· Development of Environmental Monitoring and Auditing (EM&A) programme;

· Outline of Environmental Mitigation Implementation Schedule;

· Formulation of Environmental Management Plan;

· Approval of Contractor’s Work Method Statement; and

· Provision of community liaison office.

14.1 Project Organisation

A project organisation consisting of the Project Proponent’s Environmental Manager (EM), Independent Environmental Checker (IEC), Contractor’s Environmental Team (ET), Engineer’s Representative (ER), and Contractor shall be formed to take the responsibilities of the environmental protection for this project. The EM will be responsible for overall supervision of the EM&A programme, and will take proactive measures to avoid and resolve any environmental problems. An IEC will also be appointed by the Project Proponent to conduct independent auditing on the overall EM&A programme including the implementation of all environmental mitigation, submissions relating to EM&A, and any other submission required under the Environmental Permit (EP). The organisation, responsibilities of respective parties and lines of communication with respect to environmental protection works are given in the EM&A Manual.

14.2 EM&A Manual & Implementation Schedule

EM&A is an important aspect in the EIA process that specifies the time frame and responsibilities for the implementation of the environmental mitigation measures identified. Requirements on environmental monitoring (including baseline and impact monitoring) will be given.

A project specific EM&A Manual has been prepared based on the latest design information available and EPD’s generic EM&A Manual. The project specific EM&A Manual specifies the following:

· Organisation, hierarchy and responsibilities of the EM, Contractor, the Engineer or ER, ET, and IEC with respect to the EM&A requirements during construction;

· Information on project organisation and programming of construction activities for the project;

· Requirements with respect to the construction schedule and the necessary EM&A programme to track the varying environmental impact;

· Full details of the methodologies to be adopted, including all field, laboratory and analytical procedures, and details on quality assurance;

· Procedure for undertaking on-site environmental audits;

· Definition of Action and Limit levels;

· Establishment of event and action plans;

· Requirements of reviewing pollution sources and working procedures required in the event of non-compliance of the environmental criteria and complaints;

· Requirements for review of EIA predictions, implementation of mitigation measures, and the effectiveness of the environmental protect and pollution control measures adopted; and

· Presentation requirements for EM&A data and appropriate reporting procedures.

An Environmental Mitigation Implementation Schedule (EMIS) has been prepared to summarise all the required mitigation measures that need to be implemented during the design, construction and operation of the proposed project (Appendix 14-1). The implementation responsibilities are also identified. This EMIS will also be included in the EM&A manual for submission to EPD.

14.3 Amendments to EM&A Manual

The Contractor shall be requested to review the mitigation measures and EMIS with respect to the design developments and construction methodology. In case where the Contractor needs to update the mitigation measures and the EMIS, an updated EM&A manual shall be submitted to the EM for approval. The Contractor shall seek EPD’s prior approval on these amendments before construction commences.

14.4 EM&A programme

The Contractor will be requested to implement and operate a continuous noise monitoring mechanism throughout the entire construction period of the Project. This mechanism will include a system to report the real time monitoring results on the Project Proponent’s website within a period of time, to be agreed by EPD, after the relevant noise monitoring data are collected. In cases where exceedance are found, the Contractor and ET should take immediate actions to implement remediation measures following the procedures specified in the EM&A Manual.

Detailed requirements of the EM&A programme are described in the EM&A Manual. Measurements and activities that shall be conducted in accordance with the requirements in the EM&A Manual are summarised in the following:

· baseline monitoring (on noise, air quality & groundwater);

· impact monitoring (on noise, air quality & groundwater);

· remedial actions in accordance with the Event and Action Plan within the time frame in cases where specified criteria in the EM&A Manual are exceeded;

· logging and keeping records of the details of monitoring results;

· preparing and submitting monthly EM&A Reports

14.5 Environmental Management Plan

A systematic Environmental Management Plan (EMP) shall be set up by the Contractor to ensure effective implementation of the mitigation measures, monitoring and remedial requirements presented in the EIA, EM&A and EMIS. The Project Proponent and IEC will audit the implementation status against the EMP and advise the necessary remedial actions required. These remedial actions shall be enforced by the ER through contractual means.

The EMP will require the Contractor (together with it’s sub-contractors) to define in details how to implement the recommended mitigation measures in order to achieve the environmental performance defined in the Hong Kong environmental legislation and the EIA documentation.

The review of on-site environmental performance shall be undertaken by The Project Proponent and IEC through a systematic checklist and audit once the project commences. The environmental performance review programme comprises a regular assessment on the effectiveness of the EMP.

14.6 Method Statements

The environmental aspects of working methods will be controlled through the checking of the Contractor’s method statements which will be submitted and approved by the ER prior to the works being carried out. The Project Proponent will specify an arrangement whereby method statements will be scrutinised and signed off by Project Proponent’s EM before being approved. This will ensure that the environment is consistently and routinely considered in all works processes.

14.7 Community Liaison Office

The Project Proponent will establish a Community Liaison Office with a telephone action line which enables the public to raise any matters of concern regarding the project such as complaints, comments, suggestions or requests for information.

15. Summary of Environmental Outcomes

15.1 Population Benefited and Environmental Sensitive Areas Protected

15.1.1 Population Benefited

Environmental concern has been one of the key considerations during development stages of the proposed KSL railway, from planning, design to construction. From a planning perspective, the proposed KSL railway connecting WR NAC Station to ER ETS Station will provide passengers an efficient and environmental friendly transportation system. The proposed KSL will greatly enhance the public transport infrastructure network in Sham Shui Po and Yau Tsim Mong districts, especially for the areas near Man Cheong Street and Canton Road North where there is currently no railway station in the vicinity. The proposed WKN will enable the people in this area to get access to an efficient and modern transportation system very easily.

According to the latest statistics^[15-1], there are approximately 443,600 population planned by Year 2011 for Sham Shui Po district and 320,100 population for Yau Tsim Mong district. All these population (a total of 763,700 population) will be directly benefited by the operation of KSL.

In addition, all the KSL passengers will enjoy the benefits and flexibility of commuting efficiently with WR in NAC, MTR and ER in TST. According to the latest information, there will be a population of about 1.8 millions by Year 2011 in Tsuen Wan, Tuen Mun, Yuen Long and North Districts that would be served by the WR.

15.1.2 Environmental Sensitive Receivers Protected

Sensitive receivers along the proposed alignment have been identified as residential buildings, education institutions, quarters, performance venues (ie HKCC & HKSM), and heritage buildings (FMPHQ and OFSB). A package of mitigation measures has been recommended to protect these sensitive receivers to the maximum practicable extent.

Assessments indicate that all the sensitive receivers can be protected to meet the relevant criteria during both the construction and operational phases. Residual environmental impacts are not anticipated except there would be residual construction noise impacts on some of the noise sensitive receivers even after exhausting all practicable direct noise mitigation measures. However, assessment results indicate that none of the remaining affected NSRs would be qualified for Indirect Technical Remedies.

15.2 Key Environmental Problems Avoided

15.2.1 Avoidance of Open Track & Minimisation of Above-Ground Structure

The entire railway is designed to be underground except for a short at-grade section of about 150m to interface with the WR NAC Station. This at-grade section will be fully enclosed in a concrete box and hence any noise impacts are avoided.

There will be neither viaduct nor other at-grade sections along the alignment. This has avoided any permanent visual impacts associated with viaducts and at-grade sections. Only those associated structures that are essential to the operation of the railway will be above-grade. These include ventilation buildings, station entrances and E&M plant areas.

15.2.2 Minimisation of Excessive Noise and Dust Impacts

The construction methodology has been designed to minimise environmental impacts where practicable. The use of bored tunnelling, a more environmental friendly construction methodology, will be adopted along Canton Road where there are high-rise buildings along both sides of the road and is one of the major tourist attraction spots.

The majority of the construction activities for bored tunnelling are restricted to the launching and access shafts and hence the associated construction noise and dust impacts on the neighbouring sensitive receivers are generally less significant. Road decking will also be installed to cover a large portion of the launching. This will further reduce the construction noise and fugitive dust.

15.2.3 Minimisation of Disruption to Business Activities

The use of boring tunnelling along Canton Road will also minimise the need for construction activities at road level. Most of the activities will be conducted underground except initial excavation, final reinstatement near the mucking-out points and ground treatment from road level in advance of tunnel boring operation. This will ensure that most of the retails along Canton Road will be much less affected as compared to other construction techniques (e.g. cut-&-cover technique).

15.2.4 Avoidance of Damage to Champion Trees

The current design has avoided temporary possession of the KPDCP which has a high value from landscape and visual perspective, except for a relatively small open space at the junction of Canton Road and Kowloon Park Drive. All the Champion trees along Haiphong Road will not be affected during both the construction and operational phases.

15.2.5 Avoidance of Encroachment to Heritage Buildings & Monument

The current design has avoided the need to temporarily dismantle the OFSB in the FMPHQ site. A vertical separation of about 6-16m will be maintained between the railway tunnel and the buildings through the entire construction period.

15.3 Environmental Friendly Designs Adopted & Environmental Benefits

15.3.1 Floating Track Slab

The railway design has taken into account neighbouring performance venues (including HKCC and HKSM) that are particularly sensitive to train induced groundborne noise. Floating track slab will be installed at different sections of the railway to provide a high degree of vibration and groundborne noise attenuation.

15.3.2 Fresh-Water Cooling

Fresh-water cooling facilities will be located at the WKN to serve both the station and the tunnel. The specific power consumption for fresh water-cooling system is approximately 50% of a conventional air-cooling system and thus achieve higher energy efficiency. The above-grade plant space occupied by the fresh water-cooling system is also much less than that of a conventional air-cooling system.

15.3.3 Orientation of Ventilation Shafts & ECS Plant

Ventilation shafts and E&M plant are essential elements for the operation of modern underground railway. In order to minimise the associated noise impacts from these ventilation shafts and E&M plant, the detailed design will maximise the possibility of louver orientation to face away from the neighbouring sensitive receivers, where practicable. This will ensure the noise emanating are self screened as much as possible. Noise control measures with adequate attenuation will also be incorporated into the detailed design to ensure compliance with the relevant statutory noise criteria.

15.3.4 Environmental Friendly Construction Method

Bored tunnelling will be adopted along Canton Road where lots of retails are located. Whilst cut-&-cover activities are still inevitable for the access shaft and the associated ventilation buildings, temporary decking will be installed where practicable. The majority of the construction plant will be working underneath the deck during the majority of the excavation activities. Similar road decks have been adopted in the ERE construction and can provide significant attenuation to reduce the noise impacts caused by the construction plant operating underneath.

Only limited construction plant will be required to operate at-grade and near to the mucking out locations. Together with the use of other mitigation measures (e.g. quieter plant, mobile noise barriers), the noise impacts caused by the current construction method have been minimised to the maximum practicable extent.

These road decks will also reduce dust dispersion very efficiently and minimise the visual impacts to the pedestrians during the construction period.

15.3.5 Reduction of Nitrogen Dioxide

KSL is planned to carry up to approximately 640,000 passengers each day in Year 2016. If these passengers travel on buses between NAC and TST instead of KSL, it is estimated that 5,300 buses per day would be required. With the implementation of the KSL, this would reduce the reliance on road-based transport and translate to environmental benefits of reduction in air pollutants. Assuming the EURO III emission levels (at Year 2008), these vehicles would generate approximately 11 tonne of nitrogen dioxide (a major air pollutant from vehicular emission) per year within Sham Shui Po and Yau Tsim Mong districts. It represents a positive contribution to the enhancement of the local environment. Details of the calculations are given in Appendix 15-1.

16. Con clusions

16.1 Overall

An EIA Report has been prepared to satisfy the requirements given in the EIA Study Brief ESB-097/2002 and the Technical Memorandum on Environmental Impact Assessment Process. All the latest design information has been incorporated into the EIA process. Aspects that have been considered in this EIA Report include:

· Selection of preferred alignment

· Description of construction methodology

· Construction dust

· Airborne noise

· Groundborne noise

· Water quality

· Waste management

· Land contamination

· Landscape and visual impacts

· Cultural heritage

· Hazard

· Environmental monitoring and auditing

All the existing and planned environmental sensitive receivers in the vicinity of the alignment have been identified by conducting site surveys and reviewing relevant planning information. The receivers identified include residential blocks, schools, quarters, performance venues, sea water abstraction points, Champion trees and heritage buildings. These receivers have all been considered in this EIA study.

16.2 Selection of Preferred Route Alignment

A total of 4 alignment options have been considered, including

· Canton Road Scheme;

· Kowloon Park Drive Scheme;

· Kowloon Point Scheme; and

· Harbour City Scheme.

The Canton Road and Kowloon Park Drive Scheme are land-based schemes while the other two are sea-based schemes. Various factors have been taken into consideration during the route selection process including resumption of buildings, accessibility and connectivity, landscape resources, construction impacts (e.g. noise, dust etc), heritage buildings, waste generation, train services, impacts on parks, disruption to harbour activities, ecology and water quality, and commercial and cultural activities.

Assessment indicates that the sea-based schemes will inevitably affect the harbour activities in TST and would require dredging activities in the harbour which will cause adverse water impacts. In addition, the Kowloon Point Scheme will also involve reclamation work and hence is not consistent with the general principle of the “Protection of Harbour Ordinance”. These sea-based schemes are therefore not preferred.

The Kowloon Park Drive Scheme would require resumption of the YMCA Building which is one of the favourite locations in TST for tourists. The tight curvature near the junction between Salisbury Road and Kowloon Park Drive will also impose unacceptable constraints on the line capacity and will cause higher vibration impacts on the Hong Kong Cultural Centre. This scheme will also encroach onto Kowloon Park and hence may affect the champion trees along Haiphong Road.

The latest design of Canton Road Scheme, on the other hand, can avoid encroaching onto Kowloon Park. All the champion trees along Haiphong Roads will also be kept intact during both the construction and operational phases. The use of bored tunnelling along Canton Road will also minimise the construction noise and dust impacts, and disruption to the retail areas along Canton Road. On this basis, Canton Road Scheme has been selected as the preferred alignment for this EIA Study.

16.3 Construction Methodology

Various construction methodologies have been considered during the design process. Bored tunnelling has been adopted for the tunnel along Canton Road. This will minimise the construction noise and dust impacts on the sensitive receivers in the vicinity. Most of the construction activities will be conducted underground except near the access shafts where lorries and cranes may be required. The disruption to the business activities along Canton Road will also be minimised by using bored tunnelling.

Mined tunnelling will be adopted for the tunnel section under the FMPHQ and OFSB. This approach will ensure that these heritage buildings will not be adversely affected by the construction of KSL and temporarily dismantling of the OFSB, a building with high heritage value, is not required.

Other tunnel sections will be constructed by cut-&-cover technique. Road deck will be installed whenever necessary to facilitate traffic management during the construction period. These road decks will also help reducing the construction noise and dust impacts on the neighbouring sensitive receivers.

16.4 Construction Dust Impacts

Potential dust impact may be generated from the soil excavation activities, backfilling, site erosion, storage of spoil on site, transportation of soil, as well as underground blasting activities during the construction phase. Quantitative fugitive dust assessments have been conducted, taking into account the cumulative impact caused by nearby concurrent project.

Results indicate that, with proper watering of at least 4 times per day for WKN and 2 times per day for the remaining sections throughout the construction phase of KSL, the predicted TSP concentrations will comply with the statutory requirements. Effective dust control can also be achieved by implementing the procedures and requirements given in the Air Pollution Control (Construction Dust) Regulation and in accordance with the EM&A programme during construction. With the implementation of dust suppression control and good site practice, adverse fugitive dust impact is not anticipated.

16.5 Airborne Noise Impacts

16.5.1 Construction Noise

Potential construction noise impacts would be caused by the various construction activities including excavation, backfilling and construction of superstructure etc. The use of bored tunnelling along Canton Road has minimised the potential construction noise impacts on the receivers along Canton Road to the maximum practicable extent.

Construction noise assessment has concluded that the unmitigated construction noise impacts would be high at the neighbouring NSRs. Suitable noise mitigation measures have been identified which could reduce the noise impacts at most of the NSRs. Careful selection of construction equipment and working methods including the use of smaller, electrically driven and quiet plant are adopted, where practicable. Other measures including good site practice, the use of site hoarding, installation of movable barriers and sequential operation of construction plant should be incorporated into the Contract Specifications and Implementation Schedule. With the incorporation of the recommended mitigation measures, the predicted construction noise levels could be reduced by about 10dB(A). However, the construction noise levels at some NSRs will still exceed the daytime criteria.

Specific noise measures including temporary noise barriers for particular equipment, large full enclosure, sequencing of construction activities, have been further considered for those affected receivers. The use of temporary noise barriers and sequencing of construction activities have been adopted to further reduce the noise impacts. Large full enclosures will create secondary adverse environmental impacts (e.g. visual) and have been concluded to be not practicable and hence are not recommended. There are still minor noise exceedance at Canton Road Government School, Lai Chack Middle School and Man King Building even after implementing the specific noise mitigation measures. The eligibility of providing Indirect Technical Remedies (ITR) has also been tested for these receivers. However, none of these receivers satisfies the eligibility criteria and hence ITR is not recommended for these receivers.

16.5.2 Operational Noise

Fixed noise sources during the operational phase include ventilation / plant buildings, ventilation shafts and E&M plant in the station. Operational noise impacts can be effectively mitigated by implementing noise control treatment (e.g. sound attenuator, noise enclosures) at source during the design stage and hence residual operational airborne noise impacts are not anticipated.

The requirements for carrying out noise commissioning tests for fixed noise sources should be included in the Contract Documents.

16.6 Groundborne Noise Impacts

16.6.1 Construction Phase

A groundborne noise assessment has been conducted for the Hong Kong Cultural Centre (HKCC), the Hong Kong Space Museum (HKSM) and other NSRs. The most significant groundborne noise sources have been identified to be the rock breaking process that utilise hydraulic breakers and rockdrills at HKCC. There are no residual construction groundborne noise impacts on noise sensitive receivers over the statutory requirement and hence mitigation measures are not required. A groundborne noise monitoring at HKCC and HKSM is recommended for assurance checking.

16.6.2 Operational Phase

Potential groundborne noise will be caused by the trains running along the alignment. Special trackform has been recommended to be installed at various sections to ensure the groundborne noise from train can be controlled to within the established criteria. A noise commissioning test is specified in the KSL contract for assurance checking during the initial period of KSL operation.

16.7 Water Quality Impacts

16.7.1 Construction Phase

Potential water pollution sources have been identified as construction runoff, sewage from site workforce, drainage diversion and groundwater contamination. Mitigation measures including covering excavated materials, carrying out excavation during dry seasons as far as possible and providing sedimentation tanks etc are recommended to mitigate any adverse water quality impacts.

Chemical tests have been conducted for ground water samples collected during the site investigation. Results indicate that some of the samples near the WKN would be contaminated. However, the intrusion of ground water is anticipated to be minimal given the current construction method (ie D-wall for WKN). Any groundwater should be re-charged within the works areas.

16.7.2 Operational Phase

The operational water quality impact for track run-off and tunnel seepage will have no adverse water quality impact provided that mitigation measures are incorporated in the design. The fresh water cooling system for station and tunnels will not cause adverse water quality impacts.

16.8 Waste Management Implications

16.8.1 Construction Phase

The quantity and timing for the generation of waste during the construction phase have been estimated. Measures, including the opportunity for on-site sorting, reusing excavated fill materials (stored in stockpiles) etc, have been maximised in the construction methodology to minimise the surplus materials to be disposed off-site via the barging facilities in West Kowloon. The annual disposal quantities for C&D materials and their disposal methods have also been assessed.

Recommendations have been made for the Contractor to implement during the construction period to minimise the waste generation and those for off-site disposal.

16.8.2 Operational Phase

The types and quantities of waste that would be generated during the operational phase are assessed. Recommendations have been made to ensure proper treatment and disposal of these wastes.

16.9 Land Contamination

Relevant historical information has been reviewed and site inspection has been conducted to select location for contamination assessment. Results indicate that about 39m³ of soil at the ex-government dockyard at Canton Road Government Office is contaminated and need to be disposed of to landfill. Recommendations have been made to handle and the contamination soil. Residual impacts are not anticipated.

16.10 Landscape and Visual Impact Assessment

All the visually sensitive receivers within the visual envelopes during the construction and operation phases have been identified.

Landscape and visual mitigation measures have been identified for both the construction and operation phases.

After implementation of these mitigation measures, there would still be some substantial adverse landscape and visual impacts during the construction phase, due mainly to the impacts on existing trees along the alignment, impacts on public open space and landscape character at Nam Cheong Park and Salisbury Garden, and the visual impacts caused by cut and cover construction techniques, temporary noise barriers, temporary works areas and temporary traffic arrangements.

In the operation phase, after the mitigation measures have been implemented and tree planting has matured over 10 years, it is considered that the residual landscape and visual impacts would be insubstantial, with the exception of impacts on the Public Open Space at the Corner of Canton Road and Kowloon Park Drive, which are considered to be of moderate adverse impact significance.

Overall, with reference to the five criteria defined in Annex 10 of the EIAO TM, it is considered that the landscape and visual impacts in the construction and operation phases are acceptable with mitigation measures.

16.11 Cultural Heritage Impacts

Assessment indicates that the archaeological potential of the works area is low. Before commencement of the construction work, the Contractor shall consult AMO on any other mitigation measures that would be required administratively or under the Antiquities and Monuments Ordinance. The Contractor shall implement these requirements from AMO during the construction period. To minimise the potential impacts of the tunnelling works on the OFSB, mined tunnelling will be adopted to avoid physical contact with these heritage buildings during the entire construction period. A vertical separation distance of 6-16m between the KSL tunnels and the heritage elements in the FMPHQ compound will be maintained to minimise the potential impacts to the structural integrity of the FMPHQ compound and the disused air raid tunnels. A structural monitoring has been recommended for the FMPHQ compound, and the air-raid tunnels and the Portal A to be preserved, to ensure their conditions are maintained throughout the mined tunnelling period.

16.12 Hazard

There will not be overnight storage of explosive and hence it is not necessary to conduct a hazard assessment.

16.13 Environmental Monitoring and Auditing Requirements

It is recommended to implement an EM&A programme throughout the entire construction period to regularly monitor the environmental impacts on the neighbouring sensitive receivers. All the requirements (including noise, dust, water quality, landscape, visual, waste, land contamination, cultural heritage) in the EM&A Manual shall be complied with.

An Environmental Mitigation Implementation Schedule will also be included in the EM&A Manual to summarises all the measures, the implementation location, time frame, agency etc.

17. Referenc es

17.1 Chapter 1

[1-1] Environmental Project Profile No. PP-160/2002 Project Profile for Kowloon Southern Link

[1-2] Environmental Impact Assessment Study Brief No. ESB-097/2002, EPD dated March 2002

[1-3] KCRC Final Environmental Impact Assessment Report (Updated) – Kowloon Southern Link KSL-100 Preliminary Project Feasibility Study and Project Proposal dated July 2001

[1-4] KCRC – Kowloon Southern Link KSL-100 Preliminary Project Feasibility Study and Project Proposal dated July 2001

[1-5] EIA-053/2001, Modifications to MTRC Tsim Sha Tsui Station Final EIA report, 2001

[1-6] Project Profile DIR094/2003 for the “Development at Former Marine Police Headquarters KIL11161”

[1-7] Addendum No. 3 to the Invitation for Proposal for the WKCD, March 2004.

17.2 Chapter 3

[3-1] Railway Development Strategy 2000, HKSAR

[3-2] Working Paper No 1 – Railway Alignment Options South of West Kowloon Station, Kowloon Southern Link, KCRC

17.3 Chapter 5

[5-1] Air Pollution Control Ordinance (APCO) (Cap 311)

[5-2] Technical Memorandum on Environmental Impact Assessment Process (EIA Ordinance) (TM-EIA), EPD dated September 1997

[5-3] Hong Kong Planning Standards and Guidelines, Planning Department

[5-4] USEPA “Compilation of Air Pollution Emission Factors (AP42)”, 5th Edition

[5-5] EPD’s “Guidelines on choice of models and model parameters”

[5-6] EPD’s “Guidelines on Assessing Total Air Quality Impacts”

[5-7] http://www.hplb.gov.hk/wkcd/eng/doc/PaperAddendum.pdf

[5-8] Air Pollution Control (Construction Dust) Regulation

17.4 Chapter 6

[6-1] Noise Control Ordinance (Cap 400), HKSAR dated June 1997

[6-2] Technical Memorandum on Noise from Construction Work other than Percussive Piling, EPD dated March 1996

[6-3] Technical Memorandum on Noise from Construction Work in Designated Areas, EPD dated June 1999

[6-4] Technical Memorandum on Environmental Impact Assessment Process (EIA Ordinance), EPD dated September 1997

[6-5] Technical Memorandum on Noise from Percussive Piling, EPD dated June 1999

[6-6] Tsim Sha Tsui (KPA 1) Outline Zoning Plan (S/K1/18), Planning Department dated 17/10/2003

[6-7] Yau Ma Tei (KPA 2) Outline Zoning Plan (S/K2/16), Planning Department dated 31/10/2003

[6-8] Mong Kok (KPA 3) Outline Zoning Plan (S/K3/21), Planning Department dated 7.5.2004

[6-9] Shek Kip Mei (KPA 4) Outline Zoning Plan (S/K4/18), Planning Department dated 23.4.2004

[6-10] South West Kowloon (KPA 20) Outline Zoning Plan (S/K20/15), Planning Department dated 26.3.2004

[6-11] MTRC, EIA for Modifications to MTRC Tsim Sha Tsui Station, EIA-053/2001, September 2001

[6-12] East Rail - Extension - Hung Hom To Tsim Sha Tsui - Environmental Impact Assessment, EIA-036/1999, Approved with conditions on 24 May 2000

[6-13] EIA Study for the Tuen Mun Area 54 Feasibility Study, EIA-015/1999, approved with conditions on 03 Sep 1999

[6-14] http://www.cedd.gov.hk/eng/services/mines_quarries/mine_q06.htm

[6-15] http://www.cedd.gov.hk/eng/services/mines_quarries/mine_q03.htm)

[6-16] Technical Memorandum for the Assessment of Noise from Places other than Domestic Premises, Public Places or Construction Sites (TM-Places), EPD dated June 1997

[6-17] KCRC Final Assessment Report, West Kowloon to Tuen Mun Centre, Contract No. TS-900 Environmental Impact Assessment Report dated February 1998

[6-18] The Annual Traffic Census 2002, Transport Department

17.5 Chapter 7

[7-1] U.S. Department of Transportation “High-Speed Ground Transportation Noise and Vibration Impact Assessment”, 1998

[7-2] British Standard BS4142: Method for Rating Industrial Noise Affecting Mixed Residential and Industrial Areas

[7-3] Transportation Noise Reference Book

[7-4] Project Profile of Former Marine Police Headquarters, KIL 11161

[7-5] US Department of Transportation, “Transit Noise and Vibration Impact Assessment”, 1995

17.6 Chapter 8

[8-1] Water Pollution Control Ordinance (WPCO) CAP 358, Water Quality Objectives (WQOs) for the Victoria Harbour Water Control Zone (VHWCZ)

[8-2] Technical Memorandum for Effluents Discharged into Drainage and Sewerage Systems Inland and Coastal Waters (TM-Water), Effluents discharge limits for the Victoria Harbour Water Control Zone

[8-3] Environmental Impact Assessment Ordinance (EIAO) (Cap. 499), Technical Memorandum on Environmental Impact Assessment Process (TM-EIA)

[8-4] ProPECC PN 5/93 “Drainage Plan subject to Comment by the Environmental Protection Department”;

[8-5] ProPECC PN 1/94 “Construction Site Drainage”

[8-6] ProPECC PN 3/94 “Contaminated Land Assessment And Remediation”

[8-7] “Recommended Pollution Control Clauses for Construction Contracts”, EPD

[8-8] Marine Water Quality Year 2002, EPD

17.7 Chapter 9

[9-1] Waste Disposal Ordinance (Cap 354)

[9-2] Waste Disposal Ordinance (Chemical Waste) (General) Regulation (Cap 354)

[9-3] Land (Miscellaneous Provisions) Ordinance (Cap 28)

[9-4] Public Health and Municipal Service Ordinance (Cap 132) – Public Cleansing and Prevention of Nuisances (Regional Council) By-laws

[9-5] Waste Disposal Plan for Hong Kong (December 1989)

[9-6] Waste Reduction Framework Plan, 1998 to 2007

[9-7] Works Branch TC No. 32/92, The Use of Tropical Hard Wood on Construction Site

[9-8] Works Branch TC Nos. 2/93, Public Dumps

[9-9] Works Bureau TC No 2/93B, Public Filling Facilities

[9-10] Works Branch TC No. 16/96, Wet Soil in Public Dumps

[9-11] Works Bureau TC Nos. 4/98 and 4/98A, Use of Public Fill in Reclamation and Earth Filling Project

[9-12] Works Bureau TC Nos. 25/99, 25/99A and 25/99C, Incorporation of Information on Construction and Demolition Material Management in Public Works Sub-committee Papers

[9-13] Works Bureau TC No. 12/2000, Fill Management

[9-14] Works Bureau TC No. 19/2001, Metallic Site Hoardings and Signboards

[9-15] Works Bureau TC No. 06/2002, Enhanced Specification for Site Cleanliness and Tidiness

[9-16] Works Bureau TC No. 12/2002, Specification Facilitating the Use of Recycled Aggregates

[9-17] Works Bureau TC No. 21/2002, Trip-ticket System for Disposal of Construction and Demolition Material

[9-18] Environment, Transport and Works Bureau Technical Circular (Works) No, 33/2002, Management of Construction and Demolition Material Including Rock

[9-19] Environment, Transport and Works Bureau Technical Circular (Works) No, 34/2002, Management of Dredged / Excavated Sediment

[9-20] Environment, Transport and Works Bureau Technical Circular (Works) No. 15/2003, Waste Management on Construction Sites

[9-21] New Disposal Arrangements for Construction Waste (1992)

[9-22] Code of Practice on the Packaging, Labeling and Storage of Chemical Wastes (1992)

[9-23] Environmental Guidelines for Planning In Hong Kong (1990), Hong Kong Planning and Standards Guidelines

[9-24] Guidance Notes for the Investigation and Remediation of Contaminated Sites of: Petrol Filling Stations, Boatyards, and Car Repair/Dismantling Workshops, EPD dated 1999

[9-25] KCRC KSL KDC100 – Design Consultancy for KSL (South Section) Construction & Demolition Material Management Plan dated 21 May 2003

[9-26] KCRC KSL KDC200 – Design Consultancy for KSL (North Section) Construction & Demolition Material Management Plan dated 29 May 2003

17.8 Chapter 10

[10-1] Technical Memorandum on Environmental Impact Assessment Process (EIA Ordinance) (TM-EIA), EPD dated September 1997

[10-2] Contaminated Land Assessment and Remediation, ProPECC PN 3/94, EPD dated 1994

[10-3] Guidance Notes for the Investigation and Remediation of Contaminated Sites of: Petrol Filling Stations, Boatyards, and Car Repair/Dismantling Workshops, EPD dated 1999

[10-4] Hong Kong Directory, Universal Publications, Ltd dated 1996, 1998, 2000 and 2002

[10-5] Sediment Quality Report, 2003

[10-6] Agreement No. CE 15/99 Environmental Impact Assessment for Demolition of Kwai Chung Incineration Plant (Final Report), CEDD dated September 2001

17.9 Chapter 11

[11-1] KCRC Final Environmental Impact Assessment Report (Updated) – Kowloon Southern Link KSL-100 Preliminary Project Feasibility Study and Project Proposal dated July 2001

[11-2] KCRC – Kowloon Southern Link KSL-100 Preliminary Project Feasibility Study and Project Proposal dated July 2001

[11-3] Environmental Impact Assessment Ordinance (Cap.499)

[11-4] Technical Memorandum on Environmental Impact Assessment Process (EIA Ordinance) (TM-EIA), EPD dated September 1997

[11-5] Town Planning Ordinance (Cap. 131)

[11-6] Kowloon /Planning Area No 1 – Tsim Sha Tsui – Draft Outline Zoning Plan (S/K1/18), Planning Department dated 17 October 2003

[11-7] Draft Kowloon Planning Area No 20 – South West Kowloon – Draft Outline Zoning Plan (D/K20B/15B), Planning Department dated ~~11 July 2003~~26^th March 2004

[11-8] Draft Kowloon Planning Area No 20 – South West Kowloon (Central Section) –Outline Development Plan (D/K20B/C)

[11-9] Draft Kowloon Planning Area No 20 – South West Kowloon (Southern Section) – Outline Development Plan (D/K20C/B), Planning Department

[11-10] Environmental Impact Assessment Ordinance, Cap.499 Guidance Note No. 8/2002, Preparation of Landscape and Visual Impact Assessment under the Environmental Impact Assessment Ordinance, EPD dated 2002

[11-11] Animals and Plants (Protection of Endangered Species) Ordinance (Cap. 187)

[11-12] Hong Kong Planning and Standards Guidelines, Planning Department, HKSAR dated 1998

[11-13] Works Branch Technical Circular No. 25/92, Allocation of Space for Urban Street Trees

[11-14] Works Branch Technical Circular WBTC No. 25/93, Control of Visual Impact of Slopes

[11-15] Works Branch Technical Circular WBTC No. 17/2000, Improvement to the Appearance of slopes in connection with WBTC 25/93

[11-16] Works Branch Technical Circular WBTC No. 30/2001, Capital Works or Maintenance Works (including Tree Planting) Within or Adjacent to the Kowloon Canton Railway (Hong Kong) Section

[11-17] Works Branch Technical Circular WBTC No. 7/2002, Tree Planting in Public Works

[11-18] Works Branch Technical Circular WBTC No. 14/2002, Management and Maintenance of Natural Vegetation and Landscape Works and Tree Preservation

[11-19] Lands Administration Office Instruction Section D12, Tree Preservation

[11-20] Highways Department Technical Circulars HyDTC 10/2001, Visibility of Directional Signs

[11-21] Use of Vegetation as Surface Protection on Slopes, GEO Publication dated 1999

[11-22] GEO Publication No.1/2000, Improvement of Visual Appearance and Landscape Treatment for Man-mad slopes and Retaining Walls, Geotechnical Engineering Office, CEDD, HKSAR dated September 2000

[11-23] SILTech Publication (1991) – Tree Planting and Maintenance in Hong Kong (Standing Interdepartmental Landscape Technical Group)

[11-24] Urban Council Publication (Chinese Language Edition 1998) - Champion Trees in Urban Hong Kong

[11-25] Shatin Draft Outline Zoning Plan (OZP) No. S/ST/19 dated 16^th Jan 2004;

[11-26] ETWBTC No. 2/2004 – Maintenance of Vegetation and Hard Landscape Features

17.10 Chapter 12

[12-1] Antiquities and Monuments Ordinance (Cap 53)

[12-2] KCRC Environmental Impact Assessment Final Report, KCR East Rail Extension Contract No. EA980059: Hung Hom To Tsim Sha Tsui dated February 2000

Other Bibliography for Chapter 12:

· AMO Files for the Former Marine Police Headquarters

· The Antiquities and Monuments Ordinance (Cap.53) Section 3: Declaration of monuments and plans thereof

· The Antiquities and Monuments Ordinance (Cap. 53) Section 6: Acts prohibited in relation to certain monuments except under permit

· CEO Library (GEO) Borehole Data : 15352 and 8407.

· Empson H. 1992 Mapping Hong Kong. A Historical Atlas. Hong Kong.

· GEO Aerial Photograph Library: (Y01584: Tsim Sha Tsui from 1949) and ( 56885: Tsim Sha Tsui from 1984)

· GEO Preliminary Geotechnical Assessment Report, PGA 5/2000

· GEO Advisory Report, ADR 9/94

· Hacker, A. 1997 Hong Kong: A Rare Photographic Record of the 1860's. Wattis Fine Art. Hong Kong

· Hudson B.J. 1970. Land reclamation in Hong Kong. PhD thesis. University of Hong Kong.

· Lam, P.F. 1983 The Hong Kong Album (A Collection of the Museum’s Historical Photographs). The Urban Council, Hong Kong.

· Rodwell, S. 1992 A Visitor’s Guide to Historic Hong Kong. The Guidebook Company Limited (and the Hong Kong Tourist Association). Hong Kong

· The Technical Memorandum on Environmental Impact Assessment process (Environmental Impact Assessment Ordinance, Cap.499, S. 16)

· Study on the Development Opportunities of the Former Marine Police Headquarters Site in TST”, Final Report. 2001

17.11 Chapter 15

[15-1] http://www.info.gov.hk/planning/info_serv/statistic/wgpd_02/Table_1e.pdf.