Contents
1.2 Background
Information & Previous Studies
1.7 Scenario
With or Without the Project
1.8 Concurrent
Projects – Construction Phase
1.9 Concurrent
Projects – Operational Phase
Figures
Figure 1.1 Proposed
HKLR and HKBCF
Figure 1.2 Implementation
Phases of HKBCF
Figure 1.3 Locations
of Concurrent Projects during Construction Phase
Figure 1.4 Locations
of Concurrent Projects during Operational Phase
1.1.1
As the Hong Kong-Zhuhai-Macao Bridge (HZMB) Hong Kong Link Road (HKLR)
and Hong Kong Boundary Crossing Facilities (HKBCF) are closely inter-related,
they are presented together under the EIA Report of each, hence, the HKLR EIA
Report will present descriptions and assessments not only on HKLR but also
relevant aspects on HKBCF; similarly, the HKBCF EIA Report will present
descriptions and assessment not only on HKBCF but also relevant aspects on
HKLR.
1.1.2
An
application (No ESB-183/2008) for an Environmental Impact Assessment (EIA)
Study Brief under Section 5(1) of the Environmental Impact Assessment Ordinance
(EIAO) was submitted by Highways Department (the Project Proponent) on 12 March
2008 with a Project Profile (No. PP-346/2008) for the
1.1.3
Ove
Arup & Partners Hong Kong Limited (Arup) has been commissioned by the
Highways Department to carry out the investigation and preliminary design study
for the Project as well as an EIA according to the EIAO for identification and
evaluation of the environmental impacts and the mitigation measures required.
1.1.4
The
Project would involve reclamation works, dredging operation, extension of
Automated People Mover, and road bridges. These are designated projects under
Schedule 2 of the EIA Ordinance (Cap. 499) and hence Environment Permits (EPs)
are required for their construction and operation.
1.1.5
Figure 1.1
illustrates the proposed location and extent of Hong Kong Boundary Crossing
Facilities (HKBCF) reclamation areas.
1.2.1
In
January 2003, the National Development and Reform Commission (NDRC) and the
Hong Kong Special Administrative Region (HKSAR) Government jointly commissioned
the
1.2.2
In
August 2003, a HZMB Advance Work Co-ordination Group (AWCG) was set up by the
three governments of the HKSAR,
1.2.3
In
2007, the NDRC also formed the HZMB Task Force to push forward the
project. The Task Force was led by
the NDRC, with representatives from the Ministry of Transport, the Hong Kong
and Macao Affairs Office, and the governments of the HKSAR,
1.2.4
In May
2007, Highways Department of HKSAR Government has commissioned a site selection
study to identify possible locations for the HKBCF taking account of various
constraints/considerations such as environmental, planning, traffic, technical
feasibility etc. The study was
completed in March 2008.
1.2.5
Subsequent
to the site selection study, Highways Department of HKSAR Government commissioned
Arup in July 2008 to undertake a detailed investigation and preliminary design
study as well as an EIA study for the HZMB HKBCF.
1.3.1
1.3.1.1
The
proposed HKBCF will comprise the following:
(i)
Dredging and reclamation at the northeast waters off the
(ii)
Cargo processing facilities including kiosks for clearance
of goods vehicles, customs inspection platform, X-ray buildings and related
supporting facilities;
(iii)
Passenger related facilities including processing kiosks and
examination facilities for private cars and coaches, passengers clearance
building and halls and related supporting facilities;
(iv)
Accommodation for and facilities of the Government
departments providing services in connection with the HKBCF;
(v)
Provision of transport and miscellaneous facilities inside
the HKBCF including public transport interchange, transport drop-off and
pick-up areas, vehicle holding areas, passenger queuing areas, road networks,
footbridges, fencing, sewage and drainage systems, water supply system,
utilities, electronic system, traffic control and surveillance system and
related supporting facilities;
(vi)
Provision of road access for connection of the HKBCF to the
HZMB HKLR, the TMCLKL and the Airport;
(vii)
Reprovisioning of the affected Airport’s facilities such as
the existing FSD’s East Sea Rescue Berth; and
(viii)
Provision of other facilities for connection with the
Airport such as an Automated People Mover system to connect the Airport
Terminal with the HKBCF.
1.3.2 Interface with Proposed Tuen Mun-Chek Lap Kok Link
1.3.2.1 The proposed reclamation for the HKBCF at the northeast waters off
the
(i)
From HZMB to Lantau/Urban area of
(ii)
From HZMB to
(iii)
From HZMB to Northwest New Territories (NWNT), and vice
versa (via TMCLKL);
(iv)
From NWNT to
(v)
From NWNT to Lantau/Urban area of
(vi)
From
In addition, (i) to (iii) above must be routed through the HKBCF so that all traffic/vehicles are cleared by immigration and customs etc. before embarking onto HKSAR (for inbound) or HZMB (for outbound), whereas (iv) to (vi) must bypass the HKBCF.
1.4.1
The HKBCF Project is a designated project (DP) under:
(i)
Item A.2, Part I, Schedule 2 of EIAO : “A railway and its
associated stations”;
(ii)
Item A.7, Part I, Schedule 2 of the EIAO: “A railway tunnel
more than 800m in length between portals”;
(iii)
Item A.8, Part I, Schedule 2 of the EIAO: “A road bridge
more than 100m in length between abutments”; and
(iv)
Item C.1, Part 1, Schedule 2 of the EIAO: “Reclamation works
(including associated dredging works) more than 5 ha in size”; and
(v)
Item C.12, Part 1, Schedule 2 of the EIAO: “A dredging
operation exceeding 500,000m3”.
1.4.2
In accordance with Section 5(1)(a) of the EIAO, a person who is planning
a designated project shall apply to the Director of Environmental Protection
(the Director) for an EIA study brief to proceed with an EIA study for the
Project.
1.4.3
Pursuant to Section 5(7)(a) of the EIAO, the Director issues this
Environmental Impact Assessment (EIA) study brief to the Applicant to carry out
an EIA study.
1.4.4
The purpose of this EIA study is to provide information on the nature
and extent of environmental impacts arising from the construction and operation
of the Project and related activities taking place concurrently. This
information will contribute to decisions by the Director on:
(i)
The overall acceptability of any adverse environmental
consequences that are likely to arise as a result of the proposed project;
(ii)
The conditions and requirements for the detailed design,
construction and operation of the Project to mitigate against adverse
environmental consequences wherever practicable; and
(iii)
The acceptability of residual impacts after the proposed
mitigation measures are implemented.
1.4.5
The
key objectives of the HKBCF EIA are as follows:
(i)
Describe the Project and associated works together with the
requirements for carrying out the Project;
(ii)
Identify and describe the elements of the community and
environment likely to be affected by the Project and/or likely to cause adverse
impacts to the Project, including both the natural and man-made environment;
(iii)
Provide information on the consideration of
alternatives/options for site locations and layouts of the Project to avoid and
minimise potential environmental impacts to environmentally sensitive areas and
other sensitive uses; to compare the environmental benefits and dis-benefits of
each of the different options; to provide reasons for selecting the preferred
option(s) and to describe the part of environmental factors played in the
selection of the preferred option(s);
(iv)
Identify and assess air quality impact, noise impact, water
quality impact, waste management implication, marine ecological impact,
fisheries impact, cultural heritage impact and landscape and visual impact; and
determine the significance of impacts on sensitive receivers and potential
affected uses;
(v)
Propose the provision of infrastructure or mitigation
measures so as to minimize pollution, environmental disturbance and nuisance
during construction and operation of the Project;
(vi)
Identify, predict and evaluate the residual (i.e. after
practicable mitigation) environmental impacts and the cumulative effects
expected to arise during the construction and operation phases of the Project
in relation to the sensitive receivers and potential affected uses;
(vii)
Identify, assesses and specify methods, measures and
standards, to be included in the detailed design, construction and operation of
the Project which are necessary to mitigate these environmental impacts and
reducing them to acceptable levels;
(viii)
Investigate the extent of the secondary environmental
impacts that may arise from the proposed mitigation measures, and to identify
constraints associated with the mitigation measures recommended in the EIA
study as well as the provision of any necessary modification;
(ix)
Identify any individual project element(s) and associated
works of the Project that fall under Schedule 2 of the EIA Ordinance; to
ascertain whether the findings of this EIA study have adequately addressed the
environmental impacts of those projects; and, where necessary, to identify the
outstanding issues that need to be addressed in any further detailed EIA study;
and
(x)
Design and specify the environmental monitoring and audit
requirements to ensure the effective implementation of the recommended
environmental protection and pollution control measures.
1.5.1
The
proposed HZMB will straddle the waters of Lingdingyang of the Pearl River
Estuary. It is not only a large sea crossing linking the Hong Kong Special
Administrative Region, Zhuhai City of Guangdong Province and the Macao Special
Administrative Region, but also an essential transport construction project
included in “National High Speed Road Network Planning” (國家高速公路網規劃). Its scope includes the
1.5.2
In
connection with the above, the HKSAR Government is required to set up the
(HKBCF) within the Hong Kong territory, which is proposed to be located at the
northeast waters off the
1.5.3
Besides,
a link road (HKLR) is required so as to provide the necessary linkage between the
1.6.1
The
HZMB is targeted to be commissioned by 2015. To meet this target:
(a) Construction of the HKLR will start in 2011, for completion in 2015, with a construction period of 4 years; (At this stage, there is still some flexibility on the exact timing within 2011 for starting the construction of HKLR. However, it is patently desirable to start construction earlier, say in early 2011, so as to alleviate the acuteness of criticality of construction works.)
(b) Construction of the HKBCF will start in the 3rd quarter of 2010, for first phase completion by End 2015, and second (final) phase completion by End 2016. [The construction of HKBCF will involve reclamation, including lengthy surcharge-periods, followed by land-works including buildings and infrastructures etc. It is anticipated that the overall construction period for HKBCF will be at least 6 years. Even if construction (reclamation work) can start as early as 2010 3rd quarter, overall completion of HKBCF cannot be achieved by 2015. The reclamation and the landworks for HKBCF will therefore need to be completed in phases, such that at least a part ie. the first-phase of HKBCF (the extent of which and the facilities within which are adequate to handle the initial stage of the commissioned HZMB) will be completed by End 2015.]
1.6.2
The
attached Figure 1.2 shows the phasing
extent of HKBCF, as well as the interim layout for the first phase and the
overall layout for the second phase (ie. the final phase).
1.7.1
The
HZMB will be strategically important to the further economic development of
1.7.2
With
its proximity to the
1.7.3
Without
the Project, the economic integration of the PRD and its neighbouring provinces
could not be assembled. This may
slow down the socio-economic linkages between the HKSAR and the Mainland.
Further developments of the
1.7.4
The
scenario with the Project would involve construction activities that may cause
environmental impacts to the existing environment in north Lantau. The
operation of the HKBCF may also cause impacts to the environment to a certain
extent. The key environmental issues may cover air quality, noise, water
quality, waste, ecology and fisheries, cultural heritage, and landscape and
visual. The construction phase impacts are temporary and the operational phase
impacts are permanent. If the potential environmental impacts can be minimised
through implementation of suitable mitigation measures leading to minimal
residual impacts, the scenario with the Project would still be environmentally
acceptable. Unmitigated scenarios are likely to cause unacceptable
environmental impacts. The environmental conditions for the scenario without
the Project would remain natural.
1.8.1 General
1.8.1.1 Liaison has been made with various project proponents to identify concurrent projects in the vicinity of the HZMB HKLR and HKBCF. Figures 1.3 and 1.4 illustrate the locations of these concurrent projects during construction and operational phases, which are described in more details as follows.
1.8.2 Lantau Logistic Park (LLP)
1.8.2.1 Under the steering of the Lantau Development Task Force, a Concept
Plan for Lantau (ref: http://www.pland.gov.hk/lantau/index.html)
has been formulated in 2004 and updated in 2007 to Revised Concept Plan for
Lantau. It sets out the overall
planning concept and some proposals for individual areas as a basis for further
detailed planning. The plan
includes conceptual proposals for
1.8.2.2 LLP is a separate DP under the EIAO and hence a separate EIA Study would be conducted by the respective project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.8.2.3 According to the latest available information from the project proponent of LLP, the construction of 72ha development would tentatively commence in 2010 for completion in 2012. This would overlay with the construction period of both HKLR and HKBCF. Hence, the LLP 72ha development is considered as a concurrent project and any cumulative impacts would be considered.
1.8.2.4 There is however no confirmed uses and implementation programme for the remaining 40ha possible LLP Extension or compatible uses. Hence, the 40ha possible LLP Extension or compatible uses would not be taken as a concurrent project for the construction phase in this EIA.
1.8.3 Future Tung Chung East and West Developments
1.8.3.1 According to the Revised Concept Plan for Lantau (ref http://www.pland.gov.hk/lantau/en/images/digest/Digest_E.pdf), the Tung Chung East Future Development comprises of the New Town Extension and the Possible Theme Park Recreational Uses, and the Future Tung Chung West Development would be for New Town Extension.
1.8.3.2 Future Tung Chung East and West Developments are separate DPs under the EIAO and hence separate EIA Studies would be conducted by the respective project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.8.3.3 According to the latest available information from the project proponent of Future Tung Chung East and West Developments, its construction would commence by either end 2015 or early 2016 and the construction would be completed beyond 2017, in phases. Development details are still yet to be established / identified.
1.8.3.4 Since most of the marine work and site formation works for HKLR and HKBCF should have been completed at the time of construction period of the Tung Chung East and West Developments, there would not be any cumulative environmental impacts. They are therefore not taken as a concurrent project for the construction phase in this EIA.
1.8.4 Airport Master Plan (AMP) 2030
1.8.4.1 According to the latest information from Airport Authority, there are no confirmed development plan and implementation programme for the Airport Master Plan 2030. They are therefore not taken as a concurrent project for the construction phase in this EIA.
1.8.4.2 The Airport Master Plan 2030 is a separate DP under the EIAO and hence a separate EIA Study would be conducted by the respective project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.8.5 LNG Receiving Terminal
1.8.5.1 CLP had conducted an EIA for the Liquefied Natural
Gas (LNG)
Receiving Terminal and Associated Facilities in Dec
2006. There are two potential sites
: Black Point in the western
1.8.5.2 According to the Memorandum of Understanding (MoU) signed between
the National Energy Administration and the HKSAR on Supply of Natural Gas and
Electricity to Hong Kong in Aug 2008, the central government supports supplying
natural gas to Hong Kong, including China National Offshore Oil Corporation's
renewal of its supply agreement with Hong Kong for another 20 years. In a related
commitment, the National Energy Administration (NEA) also agreed in principle
that Hong Kong and mainland companies could jointly build
a LNG terminal in the mainland for supplying natural gas to
1.8.5.3 Hence, the LNG receiving terminal will not be considered as a
concurrent project for construction phase of this EIA.
1.8.6
Tonggu Channel
1.8.6.1 Tonggu Channel lies in the southeast region of the Pearl River
Estuary, connecting the
1.8.6.2 According to the formal web-site of Shenzhen Transport Bureau, this
project has been completed and hence it will not be considered as a concurrent
project for the construction phase of this EIA.
1.8.7 Permanent Aviation Fuel Facility (PAFF) Project
1.8.7.1 The Permanent Aviation Fuel Facility (PAFF) is a depot supplying fuel for the flights that takeoff and land at HKIA each day. It will replace the temporary fuel facility at Sha Chau that will reach its design capacity in 2009. The PAFF stores aviation fuel which arrives by ship and is transported to HKIA by undersea pipelines.
1.8.7.2 The project is a DP under the EIAO and its EIA Report was approved
under the EIAO. According to the
information provided by the project proponent, this project would be completed
by Jun 2009 and hence is not considered as a concurrent project for the
construction phase of this EIA.
1.8.8 SkyPier II
1.8.8.1 SkyPier is a terminal at the north eastern end of the airport island. It provides cross-boundary ferry services to sea-air transit passengers after landing or before taking a flight at Hong Kong International Airport (HKIA).
1.8.8.2 In view of the continuing growth in the transit passenger throughput at the SkyPier, Airport Authority (AA) has commenced building a permanent and cross-boundary ferry terminal, known as SkyPier II, to replace the existing SkyPier. According to the information provided by AA, the piers for SkyPier II would be in the form of detachable pontoons and would be completed by 2009. Hence, it is not considered as a concurrent project for the construction of this EIA.
1.8.9 New Contaminated Mud Disposal Facilities at South of Brothers / East of Sha Chau
1.8.9.1 An EIA Report for New Contaminated Mud Marine Disposal Facility at Airport East / East Sha Chau Area had been conducted and approved under the EIAO (ref EIA-106/2005) in 2005. The mud pits would be used to accommodate contaminated sediment (as classified in the ETWB TC 34/2002) that may result from various construction projects.
1.8.9.2 According to the information provided by the project proponent, the timing of the new pits at South of Brothers is not yet decided. To plan for the worst scenario on water quality impact assessment, it would be considered as concurrent with the construction of the HKLR and HKBCF. The EIAs for HKLR and HKBCF shall therefore consider any cumulative impacts (mainly due to water quality) from these new contaminated mud disposal facilities.
1.8.10 Existing Mud Disposal Facilities at North of Brothers and East of Sha Chau
1.8.10.1 According to the information provided by their project proponent, the existing mud disposal facilities at East Sha Chau are currently in use, whereas the North Brothers’ is scheduled to be re-opened. These projects would be concurrent with HKLR and HKBCF. This would need to be considered in the cumulative water quality impact assessment. The EIAs for HKLR and HKBCF shall therefore consider any cumulative impacts (mainly due to water quality) from these new contaminated mud disposal facilities.
1.8.11 Container Terminal No 10 (CT10)
1.8.11.1 A Project Profile for CT10 was submitted to EPD under the EIAO in Jul 2008 (ref ESB-194/2008). This Project Profile indicates the original plan to develop a new container terminal (about 300 ha) at the southwest of Tsing Yi.
1.8.11.2 Further discussion with the project proponent reveals that their study is still underway. Only conceptual layout option is available and no decision has yet been made on the preferred site location at Tsing Yi. It is therefore considered not practicable to take account of this project, as the proposed layout of CT10 has not yet been adequately developed.
1.8.11.3 Hence, it is not considered as a concurrent project for the construction of this EIA.
1.8.11.4 The CT10 is a separate DP under the EIAO and hence a separate EIA Study would be conducted by the respective project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.8.12 Integrated Waste Management Facilities (IWMF)
1.8.12.1 A Project Profile for IWMF has been submitted to EPD under the EIAO in Mar 2008 (ref PP- 348/2008). An EIA Study Brief has also been issued by EPD to the project proponent on May 2008 (ref ESB-184/2008).
1.8.12.2 The IWMF would have an initial treatment capacity of 3,000 tpd and
would employ incineration as the core technology to reduce waste volume and to
recover energy. There are 2
possible sites for IWMF, including Tsang Tsui in Tuen Mun or Shek Kwu Chau to
the south of
1.8.12.3 According to the information from the project proponent, there is no available information on implementation programme, preferred site location and construction arrangement. Hence, it is not considered as a concurrent project for the construction phase of this EIA.
1.8.12.4 The IWMF is a separate DP under the EIAO and hence a separate EIA Study would be conducted by the respective project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.8.12.5
1.8.12.6 An application (No. ESB-198/2008) for an EIA Study Brief under the EIAO was submitted by the project proponent October 2008 with a project profile (No. PP-369/2008).
1.8.12.7 The Kwai Tsing Container Terminals (KTCT) are located in the north-western part of the harbour which have 9 container terminals with 24 berths of deep sea frontage. This project involves the deepening of the existing seabed to facilitate safe navigation of new generation of ultra large containerships to KCTC.
1.8.12.8 The Kwai Tsing Container Basin & Approach Channel will tentatively commence construction in 2010 and for completion in 2013. Hence, it is considered as a concurrent project for the construction of this EIA. The cumulative water quality impacts during the construction phase would need to be considered in the EIA for HKLR and HKBCF.
1.8.12.9 The Kwai Tsing Container Basin & Approach Channel is a separate DP under the EIAO and hence a separate EIA Study would be conducted by the respective project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.8.13 Organic Waste Facilities
1.8.13.1 As part of the multi-technology waste management strategy, the
Government proposes to develop an Organic Waste Treatment Facility (OWTF) to
treat source-separated organic waste from the commercial and industrial
sectors. The first phase of the OWTF, with a design capacity of 200 tonnes per
day (tpd) is planned to be built in Siu Ho Wan of
1.8.13.2 According to the information provided by the respective project proponent, there is no available information on implementation programme and construction arrangement of OWTF. Hence, it is not considered as a concurrent project for the construction phase of this EIA.
1.8.13.3 The OWTF is a separate DP under the EIAO and hence a separate EIA Study would be conducted by the respective project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.8.14 Sludge Treatment Facilities
1.8.14.1 The EIA for the construction and operation of Sludge Treatment Facilities (STF) has been completed and approved under the EIAO (EIA-155/2008) in Feb 2009. The STF would be located at the ash lagoon area at Tsang Tsui near Nim Wan, Tuen Mun. It would adopt advanced incineration technology and will be designed to treat sludge from various sewage treatment plant in HK.
1.8.14.2 The STF will tentatively commence construction in 2010 and for completion in 2012. Though this project would be concurrent with the HKBCF, given the large separation distance between Tuen Mun and north Lantau, their cumulative environmental impacts are unlikely to be significant. Only emission from the incinerator would be included to estimate the background air quality contribution. Other environmental impacts are likely to have insignificant impacts and hence would not be included in the cumulative impacts during the construction phase of this EIA.
1.8.15 The 132kV Overhead Pole and Underground Cables from Tung Chung Town Substation to Cheung Sha Substation
1.8.15.1 Given its large separation distance from HKLR and HKBCF, no cumulative environmental impacts are anticipated.
1.8.16 Road P1 in Lantau (Sham Shui Kok to Sunny Bay)
1.8.16.1 Road P1 (Sham Shui Kok to
1.8.16.2 Road P1 (Sham Shui Kok to
1.8.16.3 Since Road P1 is a primary distributor and is a separate DP under the EIAO, the project proponent of Road P1 would need to conduct a separate EIA under the EIAO to address all the impacts (including cumulative impacts) during both the construction and operational phases. It is also necessary to identify and implement all necessary mitigation measures to fulfill the requirements in the EIAO.
1.8.17 Proposed Submarine Gas Pipeline System from Tuen Mun to Tung Chung and Associated Offtake and Pigging Station at Chek Lap Kok
1.8.17.1 This project is to construct and operate a gas supply pipeline system from Tuen Mun to Chek Lap Kok and Tung Chung. According to its EIA Study Brief (ref http://www.epd.gov.hk/eia/register/study/latest/esb-109.htm), it comprises of the following:-
·
A 500
mm diameter steel gas pipeline from Tuen Mun to
·
An
offtake and pigging station at
·
A 500
mm diameter steel gas pipeline across Tung Chung Channel. The length of the
crossing is about 0.4 km; and
·
A
fibre optic cable to be placed next to the gas pipeline.
1.8.17.2 According to the information from its respective project proponent, there is no programme for this proposed submarine gas main. Hence the cumulative environmental impacts would not be considered in this EIA.
1.8.18
Tuen Mun-Chek Lap Kok Link
(TMCLKL)
1.8.18.1 TMCLKL is a separate DP and the project proponent is conducting a
separate EIA to confirm its environmental acceptability. TMCLKL is a dual-two-lane carriageway
about 9km long connecting Tuen Mun Western Bypass in the north and with the
proposed HKBCF and
1.8.18.2 The TMCLKL will be constructed concurrently with the HKLR and HKBCF. Their cumulative environmental impacts would therefore need to be assessed in the construction phase of this EIA.
1.8.19
Hong
1.8.19.1 The
1.8.20
Summary of Concurrent Projects
– During Construction Stage
1.8.20.1 The information collected for various concurrent projects during the construction of the HKLR and HKBCF has been discussed in Sections 1.8.2 to 1.8.19. The following table summaries the concurrent projects that would be considered in the cumulative construction phase impacts.
Table
1-1 Summary of
Concurrent Projects that would be considered for Cumulative Construction Phase
(see Figure 1.3)
|
Project |
Construction Programme |
Possible Cumulative Impacts |
Remarks |
|
Lantau Logistics Park (LLP) – 72 ha |
Commence in 2010, for completion in 2012 |
Water quality during dredging Dust emission during reclamation and site formation Construction noise during reclamation and site formation Construction water quality during reclamation and site formation
Ecological, LVIA impacts and waste management implications |
A separate DP subject to approval under EIAO |
|
New Contaminated Mud Disposal Facilities at South of Brothers /
East of Sha Chau |
Earliest possible dredging date by mid 2009 |
Water quality impacts during pit forming |
Approved under EIAO |
|
Existing |
In operation already |
Water quality impacts from daily operation |
Existing facilities |
|
Suspended |
To be re-opened |
Water quality impact from daily operation |
Existing facilities |
|
|
Commence in
2010, for completion in 2013 |
Dredging
activities of the basin |
A separate DP
subject to approval under EIAO |
|
Tuen Mun-Chek Lap Kok Link (TMCLKL) |
Commence in
2010, for completion in 2016 |
Noise, air, water quality, ecology, waste management and LVIA |
A separate DP subject to approval under EIAO EIA being conducted by the respective project proponent |
|
|
Commence in
2010, for completion in 2014 |
Water quality during marine works Air quality impacts
during road construction |
A separate EIA has
been conducted by the Mainland EIA Consultants in accordance with the
Mainland EIA Law |
1.9.1
During
the operational phase of HKLR and HKBCF, a number of projects would also have
contributions to the cumulative environmental projects. These projects include the following:
Table 1-2 Concurrent Projects
considered for the Operational Phase (see Figure 1.4)
|
Concurrent Projects |
Cumulative Impacts to be
included |
|
Lantau
Logistics Park (LLP) – 72 ha |
· Vehicular emissions from induced traffic ·
Road
traffic noise from induced traffic · Water quality ·
Ecology and
fisheries ·
Waste · Landscape and visual impacts |
|
|
· Vehicular emissions from induced traffic ·
Road
traffic noise from induced traffic · Water quality ·
Ecology and
fisheries ·
Waste · Landscape and visual impacts |
|
Future Tung Chung East and
West Developments |
· Vehicular emissions from induced traffic ·
Road
traffic noise from induced traffic · Water quality ·
Ecology and
fisheries ·
Waste · Landscape and visual |
|
Tonggu Channel |
· Water quality impacts from maintenance dredging |
|
New Contaminated Mud Disposal
Facilities at South of Brothers / East of Sha Chau |
· Water quality impacts from daily operation |
|
Existing East Sha Chau
Confined Marine Sediment Disposal Area/Suspended |
· Water quality impacts from daily operation |
|
Container Terminal No. 10 |
· Air quality emission from additional marine
vessels along the north coast of |
|
|
· Water quality impacts from dredging of the basin |
|
CLP |
· Air pollutants from stacks · Cooling water discharge for water model |
|
CLP Black Point Power Station |
· Air pollutants from stacks · Cooling water discharge for water model |
|
HEC Lamma Power Station |
· Air pollutants from stacks · Cooling water discharge for water model |
|
Sludge Treatment Facilities |
· Emission from incineration and any other related
activities |
|
Road P1 (Sham Shui Kok to
Sunny Bay) |
· Vehicular emissions ·
Road
traffic noise · Water quality impacts due to reclamation |
|
HK |
· Air pollutants from activities within the · Water quality impacts from daily operation |
|
TMCLKL |
· Vehicular emissions ·
Road
traffic noise · Water quality ·
Ecology and
fisheries ·
Waste · Landscape and visual impacts |
|
|
· Vehicular emissions · Water quality impacts |
1.10.1
As the HKLR and the HKBCF are closely inter-related, they
are presented together under the EIA Report of each, hence, the HKLR EIA Report
will present descriptions and assessments not only on HKLR but also relevant
aspects on HKBCF; similarly, the HKBCF EIA Report will present descriptions and
assessment not only on HKBCF but also relevant aspects on HKLR.
1.10.2
The structure of this EIA report is outlined below for ease
of reference.
|
Section |
Title |
Aims |
|
1 |
Introduction |
Introduces the background information and the
layout of the EIA Report |
|
2 |
Study Scope |
Outlines the objectives and scope for various
environmental aspects |
|
3 |
Alternative Options |
Summarises the various options considered and
the main reasons for adopting the scheme recommended |
|
4 |
Construction Descriptions |
Describes relevant main
construction/engineering aspects for the recommended scheme |
|
5 |
Air Quality Impact Assessment |
Presents the legislation, methodology,
assessment and recommendations for air quality impacts |
|
6 |
Noise Impact Assessment |
Presents the legislation, methodology,
assessment and recommendations for noise impacts |
|
7 |
Sediment Quality |
Presents the legislation, methodology,
assessment and recommendations for sediment |
|
8 |
Waste Management Implications |
Presents the legislation, methodology,
assessment and recommendations for waste management |
|
9 |
Water Quality Impact Assessment |
Presents the legislation, methodology,
assessment and recommendations for water quality impacts |
|
10 |
Ecological Impact Assessment |
Presents the legislation, methodology,
assessment and recommendations for ecological impacts |
|
11 |
Fisheries Impact Assessment |
Presents the legislation, methodology, assessment
and recommendations for fisheries impacts |
|
12 |
Cultural Heritage Impact Assessment |
Presents the legislation, methodology,
assessment and recommendations for cultural heritage impacts |
|
13 |
Not Used |
|
|
14 |
Landscape and Visual Impact Assessment |
Presents the legislation, methodology,
assessment and recommendations for landscape and visual impacts |
|
15 |
EM&A Requirements |
Presents the EM&A requirements |
|
16 |
Conclusion |
Summarises the findings |