1.1
The Shatin to
Central Link (SCL) is one of the strategic railway lines recommended in the
Railway Development Strategy 2000. In March 2008, the Executive Council
approved the further planning and design of the SCL using a concession approach
under which the project will be funded by the Government and the Corporation is
entrusted with its planning and design.
1.2
The 17-kilometre SCL will provide 10
stations, 6 of which will be interchange stations, namely Tai Wai, Diamond
Hill, Homantin, Hung Hom,
Exhibition and Admiralty. The railway is of strategic importance, as it will
knit the railway network into two strategic corridors, namely the East West
Corridor and the North South Corridor.
1.3
The 57-kilometre East West Corridor, which
extends Tai Wai Station of the Ma On Shan Line towards
Kowloon to connect with Hung Hom
Station of the West Rail Line, will allow passengers to travel from Wu Kai Sha, via Kowloon,
to Tuen Mun without
interchanging.
1.4
The 41-kilometre North South Corridor, which
extends the existing East Rail Line from Hung Hom Station
across the harbour to Admiralty Station, will allow passengers from Lo Wu or
Lok Ma Chau to reach the heart of Hong
Kong Island
directly.
1.5
For the purposes
of Environmental Impact Assessment (EIA), five EIA studies have been conducted
to cover different sections of the SCL, which include:
Ÿ SCL - Mong
Kok East to Hung Hom
Section [SCL (MKK-HUH)] (hereinafter referred to as
“the Project” being considered in the EIA) – The realignment work for the existing EAL tracks
from the tunnel portal near Oi Man Estate (Portal 1A)to the proposed North Ventilation
Building, Plant Rooms and Emergency Access (NOV)[1] in Hung Hom;
Ÿ SCL – Hung Hom to Admiralty Section [SCL (HUH-ADM)] – The section from proposed NOV in Hung Hom
across the harbour to the Causeway Bay Typhoon Shelter (CBTS), EXH and then to
ADM, namely “SCL – Hung Hum to Admiralty Section” [SCL (HUH-ADM)];
Ÿ SCL Protection works at
Causeway Bay Typhoon Shelter – A section of
approximately 160m long of the SCL tunnel protection works at the crossing over
Central-Wan Chai Bypass (CWB) tunnels, which would be
constructed under the CWB project; and
Ÿ SCL Tai Wai to Hung Hom Section [SCL (TAW-HUH)] –
The extension of the Ma On Shan Line from Tai Wai Station via Hing Keng, Diamond Hill, Kai Tak, To Kwa Wan, Ma Tau Wai and
Ho Man Tin to Hung Hom, and link up with the existing
West Rail Line along with a proposed stabling sidings option in Diamond Hill
(DHS); and
Ÿ SCL – Stabling Sidings at
Hung Hom Freight Yard [SCL (HHS)] – a proposed stabling sidings option for SCL (TAW – HUH) at the
former freight yard in Hung Hom2.
1.6
The SCL was gazetted
under the Railways Ordinance in 2010, with the construction of the whole SCL
project scheduled to commence in 2012 and be completed in 2020. Figure No.
NEX2213/C/361/ENS/M50/500 illustrates an
overview of the SCL alignment.
1.7
The Project would cover
the following designated project (DP) elements as specified under A.1, A.2 and
A.7 in Schedule 2 Part 1 of the Environmental
Impact Assessment Ordinance (EIAO) (Cap. 499):
Ÿ Item DP1: A railway and its associated stations under A.2 in
Schedule 2 Part 1, i.e. railway from Portal 1A to the new NOV and the HUH;
Ÿ Item DP2: A railway tunnel more than 800m in length between portals
under A.7 in Schedule 2 Part 1, i.e. from Chatham Road Interchange to the new
NOV; and
Ÿ Item DP3: A road which is an expressway, trunk road, primary
distributor road or district distributor road including new roads, and major
extensions or improvements to existing road under A.1 in Schedule 2 Part 1,
i.e. realignment of the existing Cheong
Wan Road which is a district distributor.
1.8
An application for an Environmental Impact Assessment (EIA) Study Brief
was made to the Environmental Protection Department (EPD) and the EIA Study
Brief No. ESB-192/2008
for the Project has been issued under the
EIAO. AECOM Asia (HK) Company Limited
(AECOM) was commissioned by MTR as the Consultant to conduct this EIA study for
SCL (MKK-HUH). The potential environmental impacts
associated with the SCL (HUH-ADM), SCL Protection Works at
Causeway Bay Typhoon Shelter, SCL (TAW-HUH) and SCL (HHS) have been assessed
and presented in the other 4 standalone EIAs under the EIA Study Brief No. ESB-193/2008, ESB-213/2010, ESB-191/2008 and
ESB-233/2011 respectively.
1.9
Subsequent to the issue of the EIA Study
Brief, the Project title has been changed from “Shatin
to Central Link – Cross Habour Section (Phase I – Mong Kok East to Hung Hom)” to “Shatin to Central Link
– Mong Kok East to Hung Hom Section” [SCL (MKK-HUH)] so as to align with the latest
gazettal. The demarcation of the Project
has also been slightly modified by shifting to the south of HUH. Nevertheless,
the scope of issues covered under the EIA Study Brief is adequate to cover
these changes.
1.10
This Executive
Summary highlights the key findings of the EIA study for the Project to comply
with the EIAO.
Purpose
and Scope of the Project
2.1
As part of the SCL forming the north-south railway
corridor, the objective of the Project is to realign the rail section of the
existing EAL from the tunnel portal near the Oi Man
Estate to the HUH, and to provide convenient interchange at HUH. Figure No.
NEX2213/C/361/ENS/M50/504 and NEX2213/C/361/ENS/M50/505 illustrate the preferred alignment of SCL (MKK-HUH).
2.2
The Project comprises
the following key elements:
Ÿ
An approximately
1.2km realigned and modified railway section from Portal 1A to HUH;
Ÿ
Provision of Noise
Mitigation Measures at Portal 1A to reduce the operation noise impact to the
surrounding sensitive receivers;
Ÿ
New platforms at the
existing HUH providing an integrated HUH for the existing urban lines and the
future SCL;
Ÿ
Realignment of the
existing Cheong Wan Road;
Ÿ
Ventilation shafts,
cooling tower and other associated works of the Project; and
Ÿ
Slightly modification
works on the existing Homantin Siding and Mong Kok Freight Terminal at MKK.
2.3
Apart from the above
key elements, barging facilities, supporting works areas and access roads will
be required to support the construction of the Project.
2.4
Location, boundary,
general layout and associated works of the Project are illustrated in Figure No.
NEX2213/C/361/ENS/M50/506.
Benefit of the Project
2.5
The SCL is an important
strategic rail corridor forming an expanded railway network in Hong Kong that will bring various benefits to the
community, including:
Ÿ
Providing a fast,
reliable and convenient mode of transport running through the northern New Territories,
Kowloon and Hong Kong Island;
Ÿ
Redistributing of
railway passenger flows to relieve the existing railway lines in urban Kowloon and on Hong
Kong Island;
Ÿ
Relieving road-based
public traffic in the existing developed areas, and alleviating the traffic
congestion and environmental nuisance on existing road networks, including the
demand on the Hung Hom Cross Harbour Tunnel;
Ÿ
Stimulating the
redevelopment of Hung Hom and Waterfront areas; and
Ÿ
Providing more
environmentally friendly public transport in terms of energy conservation and
gas emissions.
2.6
The Project improves
the accessibility to the harbour
by providing a direct link between Hung Hom and Hong Kong Island. With this link, there will be
increased opportunities for the public to access the areas and enjoy the harbour and the promenade area of Tsim
Sha Tsui East. This would produce more possibilities
for the planning and development of leisure and tourism.
2.7
More importantly,
the expansion in railway network can gradually lead to a significant modal
shift in passengers’ travel behaviours from road-based transport to railway
system, and thereby alleviating environmental nuisance from existing road
networks.
2.8
From the
environmental perspective, the rail will be powered electrically. Railways are widely recognized as a more
sustainable form of transport than road transport in terms of carrying capacity
and energy effectiveness and adverse environmental implications such as
roadside air pollution associated with electrically-powered rail are far less
in comparison to road-based transport.
Having anticipated that the Project will increase public transport
patronage and reduce the overall road traffic volumes through providing a more
convenient and easily accessible transport option, the Project will bring
improvements in air quality, noise pollution, on-road safety and the overall
quality of the ambient environment.
Selection of the Project Scheme
2.9
Various options
and alternatives of project design and construction methods have been reviewed
and considered in the course of development and selection of the preferred
scheme for the SCL, taking into account engineering feasibility, site
constraints, construction programme and environmental aspects.
2.10
Other factors,
including geographical and geological consideration, implementation programme,
interface with existing facilities, operational safety, flexibility and
maintenance requirements, constructability, land acquisition and disruption to
the community were also given due consideration in the selection process of
alternative alignment and construction options for the Project.
2.11
The selected
alignment and construction methods are regarded as the most appropriate and
balanced scheme, which can minimize the potential environmental impacts
associated with the Project and achieve the needs of the SCL project and
benefit to the public:
Ÿ
The Project alignment
has been selected to minimize the extent and duration of construction
activities such that environmental impacts and disturbances to the existing
facilities, users and sensitive receivers could be minimized.
Ÿ
Majority of the track
of the Project has been designed underground to minimize the potential impacts
on nearby sensitive receivers. Suitable trackform has been proposed to minimize any potential
air-borne and ground-borne train noise impacts on the nearby sensitive receivers.
Ÿ
Different alternatives of the sequence of
construction works have been thoroughly scrutinized and determined with the aim
to minimize the extent of cumulative environmental impacts due to interfacing
with other concurrent projects.
Ÿ
Locations and design
of ventilation shafts have been carefully selected to minimize the impacts on
sensitive receivers. The ventilation shafts for the reconfigured HUH have been
grouped along the north and south sides of the existing HUH podium edge to
reduce visual impacts and greening measures have been incorporated in the
design.
Ÿ
Acoustic design
specification for ventilation shafts has been identified such that the fixed
source noise impact can be kept within the acceptable level.
Ÿ
Considerations have
been given in the design to avoid the potential impact on the LCSD Registered
Old and Valuable Trees. All the affected trees are common species with low to
high amenity values, and would be protected in accordance with Environment, Transport and Works Bureau
(ETWB) Technical Circular (Works) (TC(W)) No. 3/2006.
Continuous
Public Involvement
2.12
After the Executive
Council approved the further planning and preliminary design of SCL by the MTR
Corporation in March 2008, the Government and the MTR subsequently visited the
District Councils and consulted local communities on the Project. Extensive public consultation, including
roving exhibitions, public and professional forums, seminars, was conducted to
further collect views from the public on the new link.
2.13
The majority of the
public agreed that there is an overriding public need for the SCL and urged for
early completion of this infrastructure.
Having considered the views of the public, as well as all other engineering
and environmental factors, it is proposed that the Project is to be implemented
as described above.
3.1
The EIA Study was
conducted in accordance with the EIAO Study Brief No. ESB-192/2008, following
the guidelines on assessment methodologies in the Technical Memorandum on
Environmental Impact Assessment (EIAO-TM).
Cumulative impacts with other concurrent projects have been taken into
account in the assessment.
3.2
This Executive
Summary highlights the key identified impacts, potential sensitive receivers
and proposed mitigation measures for each of the environmental issues. A summary of the environmental impacts
associated with the Project is presented in Table 3.1. The key findings of
the EIA study are summarized below.
Landscape and Visual Impact
3.3
The Project will
inevitably result in some landscape and visual impacts in the Hung Hom area during construction and operation phase. These impacts have been minimized through
careful consideration of alternatives, minimization of works areas, incorporation of aesthetic external designs and landscape
treatments of proposed structures which include Cooling Tower,
North and South Side Ventilation Shafts, Realignment of Cheong Wan Road and
Noise Mitigation Measures at Portal 1A.
3.4
The current and planned land uses in the
vicinity of the Project have been taken into account during the railway
development. In general, the proposed Project would fit in well with the current use as well as the urban design
scheme under the Hung Hom District Study.
3.5
Approximately 640
existing trees will be affected by the proposed works, of which approximately
30 trees will be transplanted and approximately 610 trees will be felled. Many
of the affected trees are of heavy standard to mature size but none of these
are Registered Old and Valuable Trees. There are also no rare or endangered
species but only common species. Under the proposed scheme for the Project,
opportunities for tree compensation within the project boundary has been fully
explored and incorporated in the proposed mitigation measures as much as
practicable. Due to limited available
space for tree planting within the project boundary, compensatory tree planting
of a ratio of 1:1 in terms of quantity are proposed. Detailed tree removal application will be
submitted in accordance with ETWB TCW No. 3/2006 - Tree Preservation. There will be no permanent alienation of
landscape areas. All landscape areas
which will be temporarily alienated will be reinstated on a like to like basis
after completion of temporary works. In
addition to the compensated trees, new landscape resources such as horizontal
greening including green roof, screen planting; vertical greening with
climbers; and slope greening with woodland whip trees and shrubs planting are
proposed as alternative compensatory planting to optimize greening
opportunities within the project boundary.
It is considered that with the proposed compensated trees and the
proposed new landscape resources, the overall residual impact on existing trees
and greenery would be reduced to an acceptable level.
3.6
The road works
proposed for the Project, located in an area with character dominant by railway
development, is compatible with the existing landscape settings. There will be moderate impact on Hung Hom Transportation Corridor Landscape Character Area due to
the significant change in the character of the areas by the erection of large
Noise Mitigation Measures at Portal 1A during construction phase. With the
aesthetic chromatic design to blend in the structures with the adjacent
landscape character, there will still be slight residual impact in Day 1 and
Year 10 during operation.
3.7
Changes in the
visual context of the areas in the vicinity of the Project are anticipated.
There will be slight residual visual impact on the adjacent Visual Sensitive
Receivers at high level during the construction phase. With the implementation of proposed
mitigation measures for the proposed Noise Mitigation Structures at Portal 1A,
Cooling Tower, North and South Side Ventilation Shafts and realignment of
Cheong Wan Road, the residual impact on adjacent VSRs would be slight on Day 1
and in Year 10 of Operation Phase.
3.8
Cumulative
landscape and visual impacts during the construction and operation phases from
other concurrent projects which include SCL (HUH – ADM), SCL (TAW – HUH) and
KTE were assessed. These concurrent
projects would not cause any insurmountable cumulative landscape and visual
impacts.
3.9
As a whole, the
residual landscape and visual impacts of the proposed Project are considered
acceptable with mitigation measures implemented during construction and
operation phases.
Air Quality
Construction
Phase
3.10
Potential air quality
impacts from the construction phase would mainly be related to construction
dust from excavation, spoil removal and wind erosion as well as materials
handling at barging point. A total of 14
representative air sensitive receivers (ASRs) have been identified within 500m
from the Project alignment and boundaries of all associated areas under the
Project, as illustrated in Figure No. NEX2213/C/361/ENS/M60/501.
3.11
Under the
unmitigated scenario, the predicted cumulative maximum hourly, daily and annual
average Total Suspended Particulate (TSP) concentration at most of the
representative ASRs would exceed the criteria stipulated in EIAO-TM and Air
Quality Objectives (AQO). Proper dust
mitigation measures including watering on active works areas, exposed areas
and paved haul roads, enclosing the unloading process at barging point, good
site practices and mitigation measures specified in the Air Pollution Control (Construction Dust) Regulation should thus be
implemented.
3.12
With the
implementation of mitigation measures in the Air Pollution Control (Construction Dust) Regulation, proposed dust
suppression measures, and good site practices, the predicted cumulative TSP
concentration at all ASRs would comply with the EIAO-TM hourly TSP criterion
(500 µg/m3) and AQO daily and annual TSP criteria (260 µg/m3
and 80 µg/m3).
Operation Phase
3.13
As the train will be
electrically operated, air quality impact is therefore not anticipated during operational phase. Besides, no
adverse air quality impact is expected from the operation of realigned Cheong
Wan Road Viaduct and reduction in the number of diesel locomotives (for maintenance trains/intercity) along the existing
EAL. Exhausts for general ventilation
and smoke extraction facilities will also be carefully positioned to avoid
nuisance to the surrounding environment.
Airborne Noise
Construction Phase
3.14
Potential
sources of noise from the construction of the Project would mainly be due to
the use of powered mechanical equipment (PME) for various construction activities
such as construction of Cut-and-Cover tunnel section and other supporting
facilities for the Project. A
total of 9
representative noise sensitive receivers (NSRs) have been identified within
300m from the Project works area for construction noise impact assessment. Their locations are shown in Figure
No. NEX2213/C/361/ENS/M52/501.
3.15
Noise arising from the construction activities of the Project
would have unavoidable potential impact on the NSRs located in the vicinity of
the works areas. The predicted
unmitigated construction noise levels due to the Project at the representative
NSRs are in the ranges of 48 to 83 dB(A) and 63 to 75 dB(A) during non-restricted
hours and restricted hours respectively.
3.16
Noise
mitigation measures, including good site practices, adoption of quieter plant,
use of movable noise barriers and noise insulating fabric, were recommended to
alleviate the noise impacts at the representative NSRs due to nearby
construction works. With the recommended
mitigation measures in place, the predicted construction noise levels due to
the Project at the representative NSRs are in the
ranges of 32 to 73 dB(A) and 43
to 55 dB(A) during non-restricted hours and
restricted hours respectively, and
would thus fully comply with the construction noise criteria.
3.17
Several concurrent
projects would be carried out in the vicinity of the Project including SCL (HUH
– ADM), SCL (TAW – HUH) and KTE. The mitigated
cumulative construction noise levels at the representative NSRs were predicted
to range from 34 to 78 dB(A). Noise exceedances were predicted at Carmel
Secondary School and Wing Fung Building.
3.18
At Carmel Secondary
School, exceedances of
1-4dB(A) for non-persistent 5 months during examination
period were anticipated. Liaison between the contractor and school headmaster
should allow scheduling of noise intensive operations away from the examination
period. In addition, the school is noise insulated with air conditioners
installed and therefore, by keeping the windows closed during construction
activities, noise impacts at the indoor environment can be minimised.
3.19
At Wing Fung
Building, exceedance of 1-3dB(A) for non-persistent 8 months was anticipated
predominately due to concurrent works with SCL (TAW–HUH) and close proximity
with the works area. Communication with the concerned parties on the residual
impacts during the construction and consideration of other initiatives, if
required, will be undertaken.
3.20
All practical
direct mitigation measures have been exhaustively investigated and the construction noise criteria have
been met as far as practicable. The residual impacts have been minimised and are only temporary,
reversible and unlikely to induce public health concern and as such, are
considered to be minor and acceptable.
Operation Phase
3.21
The major operational noise
sources identified in the Project would be from the railway noise in the section between the Portal 1A and Chatham
Road South, exhaust
/ intakes of ventilation shafts and cooling facilities at the HUH. A total of 9
representative NSRs have been identified within 300m from the Project works
area for operational noise
impact assessment. Their locations are
shown in Figure
No. NEX2213/C/361/ENS/M52/601.
3.22
Under unmitigated
scenario, rail noise exceedance is anticipated from
the operation of the Project at the Shun Man House North and South Blocks
during night-time. Noise mitigation
measure has therefore been proposed in order to minimise the exposure of NSRs
to airborne rail noise. The measure
proposed is the installation of a 150m long noise enclosure at Portal 1A. With the above noise mitigation measures, the
cumulative contribution from the Projects, SCL (TAW – HUH) and KTE at all NSRs
are more than 10dB(A) below the noise criteria.
Adverse impact from the Project is hence not anticipated.
3.23
Regarding the
fixed plant noise, the maximum sound power levels allowed to be emitted from
each louver of ventilation shafts and cooling tower were predicted. With the proper selection of plant and
adoption of acoustic treatment, adverse noise impact from the operations of
ventilation shafts and cooling tower is not anticipated.
Groundborne Noise
Construction
Phase
3.24
Construction ground-borne noise impacts would
mainly arise from the use of PME for
excavation and rock chiselling works for diaphragm wall construction. 1 representative NSR was identified for the
assessment and its location is shown in Figure
No. NEX2213/C/361/ENS/M52/501. The predicted
construction ground-borne noise at the representative NSR (i.e. Metropolis
Residence) was from 48 to 50 dB(A), and would comply with
the noise criteria stipulated in the EIAO.
Operation
Phase
3.25
The major operational ground-borne noise
source is from the noise
transmitted from train through the ground and structures to the NSRs in close
proximity to tunnels. A total of 4 representative NSRs were
identified for the noise assessment and their
locations are shown in NEX2213/C/361/ENS/M52/601. With a large
setback distance of 90m, the predicted ground-borne noise levels at all representative
NSRs were <20 dB(A), and would be well below the
night-time noise criteria of 45 dB(A).
No adverse cumulative impact from the operation of existing/future rail lines is anticipated.
Water Quality
Construction Phase
3.26
The key water
quality issue during the construction phase is the potential for release of
sediment-laden water from surface works areas and open cut excavation. Minimisation of water quality deterioration
from land-based construction activities could be achieved through implementing
adequate mitigation measures. The site
practices outlined in ProPECC PN 1/94 “Construction
Site Drainage” should be followed as far as practicable to minimise surface
run-off. With proper implementation of the recommended mitigation measures,
adverse water quality impact is not anticipated.
Operation Phase
3.27
During operation
phase, potential impacts on water quality are anticipated to involve tunnel /
station effluent discharges from the HUH and general maintenance activities.
For handling, treatment and disposal of other operation stage effluent, the
practices outlined in ProPECC PN 5/93 should be
adopted. Track drainage channels discharge should pass through oil/grit
interceptors/chambers to remove oil, grease and sediment before being pumped to
the public
storm drainage/foul sewerage systems. The silt traps
and oil interceptors should be cleaned and maintained regularly. With proper
implementation of the recommended mitigation measures, adverse water quality
impact is not anticipated.
Waste Management Implications
Construction Phase
3.28
The
types of waste generated during construction phase of the Project would include
Construction and Demolition (C&D) materials from demolition, excavation and
site formation works, sediment, general refuse from workforce, and chemical
waste from the maintenance of construction plant and equipment.
3.29
The total volume of
inert C&D material generated from demolition, excavation of shafts and
tunnels and site formation works would be approximately 386,000m3
(including 2,000m3 of Rock, 368,000m3 of Soft material
and 16,000m3 of Artificial Hard Material). Surplus inert C&D
materials generated from the Project may be delivered to two Public Fill
Reception Facilities operated by CEDD which are Tuen Mun Area 38 Fill Bank and Tseung Kwan
O Area 137 Fill Bank. Opportunities in minimization of generation and
maximization of reuse would be continually investigated during the detailed
design and construction phases, and in other concurrent projects including the
Hong Kong-Zhuhai-Macau Bridge and Hong Kong Boundary
Crossing Facilities, the Tuen Mun-Chek
Lap Kok Link, Central – Wai Chai
Bypass and Wan Chai Development Phase II projects.
About 8,000m3 of non-inert C&D materials would be generated,
which could be reused and recycled as much as possible before disposal at the
North East New Territories Landfill. Provided that these wastes are handled,
transported and disposed of using approved methods and that the recommended
good site practices are strictly followed, adverse environmental impacts would
not be anticipated.
3.30
Methods to minimise
the volume of sediment generated have been explored and recommended. The total
volume of dredged/ excavated sediment generated from the Project is estimated
to be approximately 99,200m3. Based on the results of the chemical
and biological screening, approximately 62,200m3 sediment is
suitable for Type 1 – Open Sea Disposal and 37,000m3 sediment
requires Type 2 – Confined Marine Disposal. The final disposal sites for the
sediments will be determined by the Marine Fill Committee (MFC) and a dumping
licence will be obtained from EPD prior to the commencement of the dredging/
excavation works. With the implementation of the recommended mitigation measures and in
accordance with the requirements of ETWB TC(W) No. 34/2002,
no adverse environment impacts would be expected from excavation,
transportation and disposal of marine sediment.
3.31
The construction
workforce would generate general refuse with an estimated daily volume of
approximately 550 kg which requires proper handling and disposal. With the
implementation of good waste management practice on site, it is anticipated
that the secondary environmental impacts from collection and handling of
general refuse would be minimal. Chemical waste would also be generated from
the use of cleaning fluid, fuel and scrap batteries for maintenance and
servicing of construction plant. Such waste would be handled, stored and
disposed of in accordance with the Waste
Disposal (Chemical Waste) (General) Regulations to prevent adverse environmental
impacts.
3.32
Asbestos waste is categorized as chemical
waste under the Waste Disposal (Chemical
Waste) Regulation. The Project Proponent should conduct an asbestos
investigation by a registered asbestos consultant prior to demolition of
existing building structure. Asbestos waste will be handled in accordance with
the Code of practice on the Handling, Transportation and Disposal of Asbestos
Waste issued by the EPD.
Operation Phase
3.33
The main waste types
generated during the operation of the Project would be general refuse (from the
passengers, staff and any commercial operators), chemical and industrial wastes
(from the maintenance activities in stations, ventilation shafts and railways). The handling, collection, transportation and
disposal practices of the identified waste generated should follow the current
practices at other operating railway lines.
Adverse impacts are not anticipated with the implementation of good
waste management practices.
Land Contamination
3.34
Land contamination
assessment has been conducted to examine the potential contaminating land uses
within the Project area and investigated the potential impacts of the
contamination on future use. A total of 231 soil and 20 groundwater samples had
been collected and analyzed as per the Contamination Assessment Plans (CAPs)
which had been submitted and endorsed by the EPD. Based on the analytical results, no exceedances of the adopted Risk Based Remediation Goals
(RBRG) have been identified and therefore, remediation for soil and groundwater
is not required.
3.35
For conservative
purposes, visual inspection should be performed during demolition/excavation
for signs of soil and groundwater contamination, for example, discolouration
and the presence of oils and odours. If contamination is suspected, further sampling and testing, and
remediation (if contamination found) should be carried out.
3.36
Based on the
desktop study conducted in the endorsed CAPs, the potential contamination (if
any found) in the study areas is expected to be surmountable, with
implementation of the proposed mitigation measures.
4.1
An environmental
monitoring and audit (EM&A) programme will be implemented during the
construction and operation of the Project to check the effectiveness of the
recommended mitigation measures and compliance with relevant statutory
criteria. The EM&A programme would include site inspection/audit and
monitoring for construction dust, construction airborne noise, operation groundborne noise and updating changes as necessary.
Details of the recommended mitigation measures, monitoring procedures and
locations are presented in a standalone EM&A Manual.
5.1
This EIA has been
conducted in accordance with the EIA Study Brief and the EIAO-TM guidelines.
Overall, the EIA Study has concluded that the Project would be environmentally
acceptable, in compliance with environmental legislation and standards and
provide substantive societal benefits. With the implementation of environmental
control measures during construction and operation of the Project, the
individual impacts are minimised and there would be no adverse residual impacts
from the Project. This will be checked by a comprehensive environmental
monitoring and audit programme.
