1.3 Objectives of the EIA Study
1.4 Structure of the EIA Report
1.1 Background
1.1.1.1 According to the findings of the Northwest New Territories (NWNT) Traffic and Infrastructure Review conducted by the Transport Department, Tuen Mun Road, Ting Kau Bridge, Lantau Link and North Lantau Highway (NLH) will be operating beyond capacity after 2016 due to the increase in cross boundary traffic, developments in the NWNT, and possible developments in North Lantau, including the Airport developments, the Lantau Logistics Park (LLP) and the Hong Kong – Zhuhai – Macao Bridge (HZMB). In order to cope with the anticipated traffic demand, two new road sections between NWNT and North Lantau – Tuen Mun – Chek Lap Kok Link (TM-CLKL) and Tuen Mun Western Bypass (TMWB) are proposed.
1.1.1.2 The proposed TM-CLKL if combined with the TMWB will provide a direct route linking NWNT and North Lantau, from north to south, the Kong Sham Western Highway (KSWH), port back-up areas in NWNT, Tuen Mun River Trade Terminal, the existing EcoPark in Tuen Mun Area 38, the Airport, the proposed LLP, HZMB and North Lantau developments. The new connection will significantly reduce the travelling time between the KSWH and the NWNT region at its northern side, and North Lantau at its southern side.
1.1.1.3 In 2005, Highways Department (HyD) commissioned an engineering feasibility study (FS), namely Tuen Mun - Chek Lap Kok Link and Tuen Mun Western Bypass – Feasibility Study (Agreement No. CE 28/2005 (HY)), to evaluate the technical feasibility and impacts of the Project. The FS recommended that the TM-CLKL should be a dual 2-lane road with a total length of about 9 km with about 4 km long submarine tunnel and 5 km long elevated structure.
1.2.1.1 In order to progress this project, AECOM Asia Company Ltd. (formerly known as Maunsell Consultants Asia Ltd.) were appointed by HyD to carry out the Assignment on Tuen Mun – Chek Lap Kok Link - Investigation under Agreement No. CE 52/2007 (HY). The Assignment commenced on 19 May 2008 and shall be completed within 24 months, i.e. by mid-May 2010.
1.2.1.2 The Feasibility Study initially proposed an alignment of the TM-CLKL comprising a toll plaza island at Tai Mo To and this alignment formed the basis of the EIA Study Brief (ESB 175/2007). However, subsequent to these documents being prepared and based upon the proposed schemes for the HZMB Hong Kong Boundary Crossing Facilities (HKBCF), it was decided to integrate the TM-CLKL southern landfall reclamation with the HKBCF reclamation. It was considered that this arrangement would, also, provide a cost-effective connection between the HKBCF and North Lantau. Further details of the option assessment process and the selected alignment are provided in Sections 2 and 3 of this report, respectively.
1.2.1.3 The scope of the Project is described below, together with explanations where changes have been made in the course of the Assignment:
(a) construction of a dual 2-lane trunk road with about 5 km long submarine tunnel across Urmston Road and elevated structures on both sides of the tunnel connecting to the proposed HZMB HKBCF, the Hong Kong International Airport (HKIA) and North Lantau in the south and the TMWB in the north;
(b) reclamation adjacent to Tuen Mun River Trade Terminal and near Tai Mo To for the northern and southern landfalls respectively for the tunnel. Upon review under the current Investigation, the southern landfall is now integrated with the HKBCF reclamation;
(c) construction of a toll plaza at the southern landfall near Tai Mo To. Upon review under the current Investigation, the southern landfall is now integrated with the HKBCF reclamation, and the toll plaza is located at Tuen Mun Area 46;
(d) provision of administration building and ancillary buildings, workshops and operator facilities, including control points, recovery vehicle bases, parking areas and provision of toll facilities for the management, operation and maintenance of the tunnel;
(e) construction of associated civil, structural, geotechnical, marine, environmental protection and mitigation works, ventilation buildings, tunnel ventilation system and associated facilities, petrol filling station, landscape and drainage works, street lighting and tunnel lighting, traffic aids including sign gantries, watermains and fire hydrants, fire services system, tunnel operation and control systems, communication systems, toll collection and accounting systems, traffic control and surveillance system (TCSS), security and access control system, supervisory control and data acquisition system, power supply, central monitoring and control system and electrical and mechanical (E&M) works; and
(f) implementation of environmental mitigation works arising out of the EIA Study and/or Environmental Permit.
1.2.1.4 In order to properly address the change in alignment from that included in the EIA Study Brief, the originally proposed alignment with the reclamation at Tai Mo To and no connection to the HKBCF, has been included in the initial option assessment exercise along with other possible schemes. The details of the findings of the option assessment are provided in Section 2 under the Consideration of Alternatives.
1.2.1.5 The Project is a designated project under Section A.1 of Schedule 2 of the Environmental Impact Assessment Ordinance (EIAO). As such, the statutory procedures under the EIAO need to be followed and an environmental permit (EP) will be required prior to the commencement of construction, which, thus, forms part of this Assignment.
1.3 Objectives of the EIA Study
1.3.1.1 The objectives of the EIA study are as follows:
(a) to describe the Project and associated works together with the requirements for carrying out the Project;
(b) to 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;
(c) to provide information on the consideration of alternatives/options for the alignments(s) and built-forms of the Project to avoid and minimize 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 options(s) and to describe the part of environmental factors played in the selection of the preferred option(s);
(d) to identify and assess air quality impact, noise impact, water quality impact, waste management implication, marine ecological impact, fisheries impact, cultural heritage impact, landscape and visual impact, and landfill gas hazards risk; and determine the significance of impacts on sensitive receivers and potential affected uses;
(e) to propose the provision of infrastructure or mitigation measures so as to minimize pollution, environmental disturbance and nuisance during construction and operation of the Project;
(f) to 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;
(g) to 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;
(h) to 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;
(i) to 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
(j) to design and specify the environmental monitoring and audit requirements to ensure the effective implementation of the recommended environmental protection and pollution control measures.
1.4 Structure of the EIA Report
1.4.1.1 The report is divided into the following sections:
(a) Section 2 provides a description of the alternatives considered in the selection of the preferred alignment for the TM-CLKL and alternative construction methods;
(b) Section 3 outlines the key elements of the Project and the assumptions used as the basis for the EIA including details of the concurrent projects;
(c) Section 4 provides a description of the construction and operational air quality impacts for the alignment and highlights mitigation requirements;
(d) Section 5 details the construction and operational noise impacts for the alignment;
(e) Section 6 describes the water quality impacts during the construction and operational phases;
(f) Section 7 provides details of the terrestrial ecological impact assessment;
(g) Section 8 details the marine ecological impact assessment including potential impacts on the Chinese White Dolphin;
(h) Section 9 outlines the construction and operational impacts on fisheries:
(i) Section 10 presents the landscape and visual impact assessment;
(j) Section 11 comprises the cultural heritage impact assessment of the alignment including both marine and terrestrial archaeology as well as built heritage;
(k) Section 12 details the waste management assessment;
(l) Section 13 comprises the land contamination assessment;
(m) Section 14 details the landfill gas hazard assessment;
(n) Section 15 outlines the recommended environmental monitoring and audit requirements; and
(a) Section 16 presents a summary and conclusions, comprising the summary of environmental outcomes.
1.4.1.2 The recommended mitigation measures specified in this EIA report have been summarised in the Environmental Mitigation and Enhancement Measure Implementation Schedules provided in Appendix A1.