1.1.1
The title of this project is known as “Tsim Sha Tsui Station
Northern Subway” (hereafter known as the Project). The Project Proponent is MTR Corporation
Limited (MTRCL). ENSR Asia (HK)
Limited has been commissioned to carry out an Environmental Impact Assessment
Study for the proposed Project in accordance with the requirements of the
Technical Memorandum on Environmental Impact Assessment Process (TM-EIA) and
the study brief (Ref No. ESB-168/2007).
The scopes of the EIA study include the impact assessments of
construction dust, noise, water quality, waste management, landscape and visual
and built heritage. The selection
of subway alignment, construction methodologies, requirements of EM&A, and
environmental outcomes of the Project have also been detailed in the EIA report.
1.1.2
The
objectives of this Project is to provide passengers with a direct and
accessible safe pedestrian subway in addition to the existing entrances and to
relieve the existing busy northern concourse and platform areas of Tsim Sha
Tsui (TST) Station by providing a new direct high-capacity corridor for effective
passenger access. The location of the proposed Project is
shown in Figure 1.1. The Project includes (a) A subway (Subway TST) from
the north end of TST Station, running approximate 85m under Nathan Road to a
Satellite Concourse; (b) A satellite concourse (45m approximately) underneath
Nathan Road located adjacent to Tung Ying Building and the Miramar Hotel; and
(c) A subway (Subway MSC) from the north end of the Satellite Concourse,
running approximate 80m under Nathan Road to the Miramar Shopping Centre (MSC).
1.1.3
The scope of the Project
involves construction and operation of (i) An underground pedestrian subway
link that connects the north end of the TST Station platform with integrated
entrances in the basements of the Tung Ying Building Redevelopment, Miramar
Hotel and Miramar Shopping Centre; (ii) An underground satellite concourse
underneath Nathan Road
located adjacent to Tung
Ying Building
and the Miramar Hotel. The
satellite concourse will relieve the existing busy northern concourse area by
providing a new corridor for passenger access; and (iii) A new plant basement
near existing Entrance A1 to house the station equipment relocated from the
north end of TST Station for accommodating the TNS connection.
1.1.4
The proposed works are
scheduled to commence in June 2009 with duration of approximately 35 months.
The entire project is scheduled to be completed in May 2012.
2.
Considerations
for Design Options and Construction Methods
2.1.1
In 2006, MTRCL commenced the
planning of a new capacity enhancement scheme to relieve the northern section
of the TST Station. This is known
as the Tsim Sha Tsui Station Northern Subway (TNS) and is the subject of this
submission.
2.1.2
The construction of the TNS
subway and associated structures is expected to be difficult, given the obvious
need to minimise any environmental disturbance and impacts on traffic and
pedestrian, residents, commercial activities, existing Tsuen Wan Line tunnels,
TST Station and the Old and Valuable Trees (OVTs). Tunnelling by mining method
and cut-and-cover method are the available techniques to select from.
2.1.3
The basis for selecting the
preferred scheme and the environmental factors considered are summarised below
in Table 2.1:
Table 2.1 Summary of the
Preferred Scheme
|
TNS Component
|
Scheme and
Environmental Factors Considered
|
|
Subway Tunnels
-
Subway
connecting Tsim Sha Tsui Station
-
Subway
connecting Miramar Shopping Centre
|
·
The TNS subway is the most
direct and shortest link to the proposed entrances, i.e. minimise the extent
of the construction works area and limit the works area to the section of Nathan Road that
are mostly surrounded by hotels and commercial buildings provided with
central air conditioning systems and do not rely upon openable windows for
ventilation.
·
The subway tunnels which form
of a large proportion of the project are to be constructed using tunnelling
by mining method. The
environmental benefits include:
- minimal
airborne noise and dust impacts on nearby sensitive receivers;
- minimal impact
on the traffic and pedestrians at street level during construction to reduce
the chance noise generated from possible traffic back up.
·
The subway alignment shifts
towards the east side of Nathan
Road away from the row of OVTs on west footpath
of Nathan Road.
|
|
Cut-and-Cover Components –
Satellite Concourse, Connection Chamber, Plant
Basement and Emergency Exit
|
·
Above ground
construction work are inevitable.
Nevertheless, they are limited as far as practicable to:
- Satellite
Concourse;
- Plant
Basement;
- Connection
Chamber; and
- Emergency
Exit Stair.
Moreover, cut and cover method is adopted, i.e.
majority of construction works would be carried out under road deck. Dust and airborne noise emission
during construction, would be screened off by the road deck from the nearby
receivers.
|
|
Plant Basement
and Entrance A1 Upgrade
|
·
The two-level plant
basement located near Entrance A1 is compact to minimise environmental impacts during the construction phase.
Comparing to the single-level scheme, the works area would be largely
reduced, the associated impacts, particularly construction noise and fugitive
dust impacts are substantially reduced.
·
Relocation of the
plant basement near Entrance A1 provides an opportunity to upgrade the
entrance. The old entrance is over 26 years
old.
The new entrance with use of transparent glass would reduce bulk
effect and be in compatible with the adjacent urban setting. The new facilities for the entrance
include a disabled lift serving the station, street level and Kowloon Park. The accessibility/connectivity
of Kowloon Park,
a recreational/ leisure resource in urban Hong Kong,
is effectively enhanced with the Entrance A1 upgrade in place as it
significantly improves the pedestrian and disabled access to the park from
the station with insubstantial level of visual impact.
·
Ventilation at the
plant basement utilises the existing exhaust shaft that could avoid
environmental impacts arising from construction of a new vent shaft.
|
|
Emergency Exit
|
·
The emergency exits are a
statutory requirement for the TNS scheme. The emergency exits are located at the
Satellite Concourse and at the end of Subway Miramar Shopping
Centre (Subway MSC).
·
The emergency exit at the
Satellite Concourse is routed via the Tung Ying Building Redevelopment in a
dedicated route to street level.
·
The emergency exit at Subway MSC is situated in the planter along the east footpath at Nathan Road. The above ground structure is level with the
existing planter and finished with materials similar to the
adjacent planter to provide total integration. Moreover, it is well
away from the OVT. As such, visual and landscape impacts
are minimised.
|
2.1.4
Following review of the scheme
options, construction methods and environmental factors, the preferred scheme
for the Tsim Sha Tsui Station Northern Subway consist of :
a)
A subway (Subway TST) from the
north end of TST Station, running approx 85m
under Nathan Road
to a Satellite Concourse;
b)
A satellite concourse (the
Satellite Concourse) approx 45m underneath Nathan Road, containing ticket gates
(reversible type), ticket issuing machines (TIMs), self service points,
help-lines, etc. It has direct
underground connections to the basements of the Miramar Hotel and of the
development on the site of the former Tung Ying Building - these integrated entrances
are designated Q2 and Q1 respectively.
A mezzanine level in the Satellite Concourse contains electrical and
ventilation plantrooms for the subway;
c)
A subway (Subway MSC) from the
north end of the Satellite Concourse, running approx 80m under Nathan
Road to the Miramar Shopping Centre (MSC), where
an underground link connects to its basement. This integrated entrance is designated
Q3;
d)
An Emergency Exit situated in
the east footpath and planter of Nathan
Road, outside the Miramar Shopping Centre;
e)
The fresh air ventilation and smoke exhaust ducts
for TNS are integrated with the Tung Ying Redevelopment and Hotel Miramar;
f)
A two-level plant basement (Plant Basement) located
below and in front of Entrance A1 to house the displaced E&M equipment from
the north end of TST Station; and
g)
Entrance A1 upgrade to replace the existing
concrete structure with a new transparent box reconstructed on the same site
with a improved access to the station with new disabled lift serving TST
concourse level, street and Kowloon Park; and escalators serving street and the
existing Entrance A1 Adit.
3.
Impact Assessment
3.1
Construction Air Quality Impact
3.1.1
Potential air quality impacts arising
from the Project would mainly relate to dust nuisance from excavation, material
handling, loading and unloading of fill materials from aboveground construction
works and the cut and cover method adopted for construction of satellite
concourse, connection chamber, new plant basement and emergency exit.
3.1.2
No exceedances of the Hong Kong
Air Quality Objectives (HKAQO) criteria were predicted at air sensitive
receivers in the vicinity of the construction sites. With the implementation of the dust
suppression measures as stipulated in the Air
Pollution Control (Construction Dust) Regulation, practice watering of
active construction works area twice a day and good site practices, dust levels
at air sensitive receivers would be minimized and comply with the HKAQO.
3.2
Noise Impact
3.2.1
Construction works would, if
unmitigated, generate noise levels exceeding 75 dB(A) Leq(30-min) at
noise sensitive receivers (NSRs) in close proximity to the proposed works.
3.2.2
Mitigation measures are
recommended to reduce the noise levels to within the EIAO-TM noise criterion,
including good site practices, quieter plant, silencer, movable noise barrier
and decking over the excavation areas.
With the recommended mitigation measures in place, noise levels at most
NSRs are predicted to comply with the EIAO-TM daytime construction noise
criterion and no adverse residual construction noise impact is expected. Some NSRs, including Hai Phong Mansion,
Comfort Building, Burlington Arcade and south facade of Kowloon Mosque and
Islamic Centre located in close proximity to the works areas, would still be
exposed to noise exceedances by 1 to 4dB(A) for short term.
3.2.3
Whilst this impact assessment
does indicate some noise exceedances for limited periods of time, even with the
consideration of all practicable mitigation measures, during the actual
construction period as much as practically possible will be done to reduce
construction noise still further, and there will be on-going liaison with all
concerned parties and site monitoring to deal with and minimise any
exceedances.
3.2.4
As residual noise impact is
predicted in this study, it is recommended to set up a community liaison
channel to handle any public enquiry and complaint.
3.2.5
No adverse operational residual
noise impact are envisaged if the noise emissions from the proposed fixed plant
are designed to meet the maximum allowable sound power levels with appropriate
noise reduction measures in place.
3.3
Construction Water Quality
Impact
3.3.1
Potential sources of water
quality impact associated with the construction works include site runoff and
drainage; underground works, sewage from the construction workforce, and
debris, refuse and liquid spillages from general construction activities.
3.3.2
With the implementation of the
recommended mitigation measures, the construction works for the Project is not
expected to result in unacceptable impacts on water quality.
3.4
Waste Management Implications
3.4.1
The types of wastes associated
with the construction activities of the Project would include construction and
demolition (C&D) materials, chemical waste and general refuse from the
workforce.
3.4.2
Waste reduction measures and
good site practices are recommended to minimize the potential impacts
associated with the generation of wastes.
Appropriate waste handling, transportation and disposal methods for all
waste generated during the construction works should be implemented.
3.4.3
Provided that the waste
arisings are to be handled, transported and disposed of using the recommended
methods and that good site practices are to be strictly followed, adverse
residual impacts are not anticipated during the construction works.
3.5
Landscape and Visual Impact
3.5.1
The Project is located in Tsim
Sha Tsui district which is an urban area with mixture of commercial and
residential developments. No
significant impact on the planning and development control framework as the
affected areas are small and the proposed development are compatible with the
adjacent development framework.
3.5.2
There are approximate 30 trees
affected during the construction period and none of them are OVTs. The crown and root of OVTs shall be
preserved insitu. Based on
preliminary tree survey information, all affected trees except 3 nos. at Haiphong Road shall
be transplanted. Compensatory planting is
proposed for the felled trees. A detailed tree preservation,
transplanting and compensatory planting proposals will be submitted to relevant
government department for approval in accordance ET WBTC no. 3/2006
separately.
3.5.3
The proposed work area belongs
to Tsim Sha Tsui Organic Mixed Urban Development Landscape Character. During the construction, there will be
moderate residual impact due to the temporary works. During operation, the residual impact
will be insubstantial as the proposed works blend in well with the existing
urban landscape character.
3.5.4
During construction phase, a
temporary access to Kowloon
Park near Entrance A1
would be provided during construction stage. There will be minimal impact on
the park users and circulation to and within Kowloon Park/
Health Education Exhibition and Resource Centre. Since this impact is temporary
in nature, it is considered that the residual impact is moderate.
3.5.5
During the operation phase, the
entrance steps to Kowloon
Park will be permanently
narrowed by about 2m due to the new Entrance A1. The impact is considered very slight as
the existing steps are over 15m wide and
the pedestrians volumes using the steps to enter Kowloon Park
are very low.
3.5.6
The residents, pedestrian,
vehicle users, offices and commercial buildings around will have direct, close
views of construction of the works including satellite concourse, connection
chamber, reconstruction of plant basement and Entrance A1 and emergency
exit. During the construction
period, decorative hoardings and the use of temporary decking and by limiting
the area of the work site are proposed to minimize the visual affect. There is expected to be slight to
insubstantial to high rise VSRs and moderate to low level VSRs such as Nathan Road users
and Kowloon Park users.
3.5.7
Overall, it is considered that
the residual landscape and visual impacts of the proposed project are
considered acceptable with mitigation measures during construction and
operation.
3.6
Built Heritage Impact
3.6.1
A desk-based study and built
heritage field survey have been conducted for the identification of impacts to
built heritage resources in the project Study Area.
3.6.2
The Block S4 and the retaining
wall of the Former Whitfield Barracks are located in close proximity to the
proposed works area of the Plant Basement.
Precautions shall be taken throughout the constructions stage to prevent
any damage to the historical building.
Temporary removal of the two granite columns (east of brick wall of
modern extension of Block S4) will be required and stored securely during
construction periods, and reinstated back to its original location after
completion of works.
3.6.3
MTRCL is required to instigate
an assurance system and control scheme to ensure the management of the
construction works are at a standard not inferior to that required under the
Building Ordinance.
3.6.4
There is a potential temporary
visual impact from the cut-and-cover construction works which could be
minimized if the recommended mitigation measures i.e. erecting of sensitively
designed hoardings are implemented.
3.6.5
No adverse impacts to the identified
resources are anticipated during the operation phase of the project.
4.
Environmental Monitoring and Audit
5.
Conclusion
5.1.1
The main objectives of the Project is to provide passengers with a
direct and accessible safe pedestrian subway in addition to the existing
entrances and to relieve the existing busy northern concourse and platform
areas of TST Station.
5.1.2
The EIA study has identified and assessed potential environmental
impacts of the Project. All direct
and indirect, as well as cumulative impacts likely to arise during construction
and operation phases of the Project have been evaluated using suitable and
agreed assessment methods. With the
implementation of the recommended mitigation measures, the Project would be
environmentally acceptable and residual noise impact is
expected to be short term during the construction stage.
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