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 MTR Corporation (MTR) 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 (HUH) 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 (EAL) from Hung Hom Station across the
harbour to Admiralty Station (ADM), 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:
·
SCL – Hung
Hum to Admiralty Section [SCL (HUH-ADM)] (hereinafter
referred to as “the Project”, being considered in this EIA) – the
section from North
Ventilation Building,
Plant Rooms and Emergency Access (NOV) in Hung Hom across the harbour to the
Causeway Bay Typhoon Shelter (CBTS), Exhibition Station (EXH) and then to ADM;
·
SCL – Mong
Kok East to Hung Hom Section [SCL (MKK-HUH)] – the
realignment work for the existing East Rail Line tracks from the tunnel portal
near Oi Man Estate (Portal 1A) to the proposed NOV in Hung Hom;
·
SCL
Protection works at Causeway Bay Typhoon Shelter – the 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;
·
SCL – Tai
Wai to Hung Hom Section [SCL (TAW-HUH)] – the extension of 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)1;
and
·
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
Hom.
1.6
The SCL was
gazetted under the Railways Ordinance in 2010, with the construction of the
whole SCL project schedule to commence in 2012 and be completed in 2020. Figure No. NEX2213/C/331/ENS/M50/001 illustrates
an overview of the SCL alignment.
1.7
The Project covers the following designated project (DP) elements as specified under
Items A.2, A.7, C.2, C.3 and C.12 in Schedule 2 Part 1 of the Environmental
Impact Assessment Ordinance (EIAO) (Cap. 499):
Ÿ
DP1 - A railway and its associated
stations (EXH and ADM) under A.2 in Schedule 2
Part 1;
Ÿ
DP2 - A railway tunnel more
than 800m in length between portals under A.7 in Schedule 2
Part 1;
Ÿ
DP3 - Reclamation works
(including associated dredging works) of more than 1 ha in size with a boundary
of which is less than 100m from a seawater intake point under C.2 (b) and resulting in 5% decrease in cross sectional area calculated on
the basis of 0.0mPD in a sea channel under C.3 (a) in Schedule 2 Part
1; and
Ÿ
DP4 - A dredging operation
exceeding 500,000 m3 or a dredging operation which is less than 100m
from a seawater intake point under C.12 in Schedule 2 Part
1.
1.8
An application for an EIA Study Brief was made to the Environmental
Protection Department (EPD) and the EIA Study Brief No. ESB-193/2008
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 the
Project.
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 II –Hung Hom to Admiralty)” to “Shatin to Central Link –
Hung Hom to Admiralty Section” [SCL (HUH-ADM)] 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
The EIA studies for SCL (TAW-HUH), SCL (HHS), SCL (MKK-HUH) and SCL
Protection Works at CBTS have been conducted separately under the EIA Study
Brief Nos. ESB-191/2008, ESB-233/2011, ESB-192/2008 and ESB-213/2010
respectively.
1.11
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 extend the existing EAL from HUH to the north shore
of Hong Kong Island
and the Central Business District, and to provide convenient interchanges at
HUH, EXH and ADM. This section of SCL alignment will be entirely underground while the
associated ventilation building, shafts, plant rooms and station entrances will
form aboveground structures. Figure No. NEX2213/C/331/ENS/M50/011 illustrates the preferred alignment of SCL(HUH-ADM).
2.2
The
Project comprises the following key elements:
Ÿ An approximately 6km extension of the EAL including a rail harbour
crossing from Hung Hom across the harbour to Admiralty on Hong Kong Island;
Ÿ A new EXH located near the Hong Kong Convention and Exhibition
Centre (HKCEC);
Ÿ An integrated ADM for the existing urban lines, the future SCL and
SIL(E);
Ÿ Ventilation building, ventilation shafts, smoke extraction
facilities and other associated works of the Project; and
Ÿ Demolition of the existing Kowloon Freight
Building at south of HUH
to facilitate the construction of the Project though this alone is not a
Designated Project under the EIAO.
2.3
Apart from the above key elements, barging
facilities, immersed
tube tunnel (IMT) casting basin,
supporting works areas and access roads will be required to support the
construction of the Project.
2.4
It should be noted that
the modification works at HUH would be within the scope of SCL
(MKK-HUH). The design and
construction of the ADM including the parts for the SCL (HUH-ADM) will be
carried out by the SIL(E) whilst the construction of
the overrun tunnel beyond ADM and minor building works will be carried out
under SCL (HUH-ADM).
2.5
Location, boundary
and general layout of the Project are illustrated in Figure Nos. NEX2213/C/331/ENS/M50/021 to NEX2213/C/331/ENS/M50/025.
Benefits of the Project
2.6
The SCL is an
important strategic rail corridor purposed for forming an expanded railway
network in Hong Kong that will bring various
benefits to the community in return:
Ÿ Providing a fast, reliable and convenient mode of transport running
through the northern New Territories, Kowloon
and Hong Kong Island;
Ÿ Redistributing railway passenger
flows to relieve the congestion of the existing railway lines in urban Kowloon and on Hong
Kong Island;
Ÿ Improving the coverage of the railway network by placing 70% of the
population and 80% of the workforce within one km of a railway station, and
also by crossing the Harbour to interchange with the Tsuen Wan Line, Island
Line and SIL(E) at ADM;
Ÿ Stimulating the development of Hung Hom and Waterfront areas; and
Ÿ Relieving reliance on road-based transport, resulting in significant
reductions in roadside air pollutants, respirable suspended particulates and
carbon dioxide, and providing a more environmentally-friendly public transport
option in terms of energy conservation.
2.7
The Project provides Hong Kong with the fourth Rail Harbour Crossing
which essentially relieves the existing congestion on the Tsuen Wan Line
through redistributing railway passengers, and connects the new development
areas in Kai Tak with Hong Kong
Island.
2.8
More importantly,
the expansion in railway network can gradually conduce
a significant modal shift in passengers’ travel behaviours from road-based
transport to railway system, and thereby soothing the burgeoning reliance on cross
harbour road tunnels, especially the demand on the Hung Hom Cross Harbour
Tunnel, as well as alleviating environmental nuisance from existing road
networks.
2.9
From the environmental perspective, the rail will be powered electrically. Railways are widely
recognized as a 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 comparing to vehicle fleets. 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. As the most of the rail line is underground,
the visual quality, landscape character and land amenity can also
be maintained whilst still providing convenient access to areas by the public.
Selection
of the Project Scheme
2.10
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 of engineering feasibility, site constraints, programme and
environmental aspects.
2.11
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.
2.12
The selected alignment
and construction methods are regarded as the most appropriate and balanced
scheme, which can minimise the potential environmental impacts associated with
the Project and achieve the needs of the SCL project and benefit to the public:
·
The Project alignment has been selected to
minimise the extent and duration of construction activities within the CBTS
such that environmental impacts and disturbances to the existing facilities, users and
sensitive receivers could be minimised.
·
The entire track of the Project has been
designed underground to minimise the potential impacts to nearby sensitive
receivers. Suitable trackform has been proposed to minimise any potential
ground-borne train noise impacts to the nearby structures.
·
Different alternatives of the sequence of
construction works have been thoroughly scrutinized and determined with the aim
to minimise the extent of cumulative environmental impacts due to interfacing
with other concurrent projects.
·
Locations and design of ventilation
building/ventilation shafts have been carefully selected to minimise the
impacts on sensitive receivers. Forms and shapes of ventilation
building/ventilation shafts have been designed for proper provision at
different areas. Total footprint and height of the ventilation building have
also been downsized as far as practicable to prune visual impacts and greening
measures have been incorporated in the design.
·
Acoustic design specification for ventilation
building and ventilation shafts has been identified such that the fixed source
noise impact can be kept within the acceptable level.
·
Considerations have been given in the design
to avoid the potential impact on the Leisure and Cultural Services Department (LCSD) Registered
Old and Valuable Trees. All the affected trees are common species with medium
to high values and would
be protected in accordance with ETWB TCW 3/2006.
·
The amount of charge for drill and blast
operation will be controlled to minimise the potential vibration impact on
heritage buildings.
Compliance with the Protection of Harbour
Ordinance (PHO)
2.13
The PHO Cap 531 recognizes the harbour as a
special public asset and a natural heritage of Hong Kong
to be protected and preserved. Judicial reviews on other projects have further
clarified the legal principles behind the PHO and have established a
presumption against reclamation within Victoria Harbour,
irrespective if the reclamation is permanent or temporary.
2.14
The presumption against reclamation can only
be rebutted by establishing an overriding public need for the reclamation work.
Guidance for addressing the public need for reclamation (referred to as “the
overriding public need test”) is provided in the Housing, Planning and Lands
Bureau Technical Circular No. 1/04 (HPLB TC 1/04). This applies to all reclamations within the
boundaries of Victoria
Harbour and cogent and
convincing materials are required to support and justify the overriding public
need for reclamation.
2.15
A thorough examination of the SCL needs and
constraints, including an exhaustive investigation into the need for
reclamation for the SCL (HUH-ADM) construction and of alternative schemes that
might do away with reclamation or, at least, minimise reclamation, has been
carried out. A “Cogent and Convincing
Materials to Demonstrate Compliance with the Overriding Public Need Test” (CCM
Report for SCL), which set out the findings of the investigations and the
conclusions regarding the need for reclamation and the minimum extent of
reclamation has been prepared. The CCM
Report can be viewed at the website:
http://www.mtr-shatincentrallink.hk/en/construction/work-in-victoria-harbour.html.
2.16
As detailed in the CCM Report, the three
tests in rebutting the presumption against the reclamation as set out in the
PHO have been satisfied:
·
In facilitating the construction of the SCL
and therefore in meeting the overriding public need for the railway, there is
consequently a compelling and present need for the reclamation in the CBTS and
adjacent to Hung Hom landfalls. All of the reclamation is essentially temporary
and will be removed upon completion of construction, with the seabed reinstated
to the original level.
·
No reasonable alternative to temporary
reclamation is found for constructing the SCL (HUH-ADM) (known as SCL Cross
Harbour Section in the CCM Report).
·
The extent of reclamation has been determined
to be the minimum required.
Continuous Public
Involvement
2.17
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 and public
forums, was conducted to further collect views from the public on the new
links.
2.18
The
majority of the public agreed that there is an overriding public need for the
SCL and urged for early completion of this infrastructure. They supported the findings that there is no
reasonable “zero reclamation” option, and preferred the selected scheme as it
requires a shorter construction period and provides a shorter routing between
HUH and EXH. Moreover, many people
opined that there should be better coordination with the CWB project to minimise
disturbance to the CBTS. 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-193/2008, following
the guidelines on assessment methodologies in the Technical Memorandum on
Environmental Impact Assessment (EIAO-TM).
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.
Cultural Heritage
Archaeology
3.2
A terrestrial baseline
archaeological review has identified that only one site of archaeological
interest, the Kellet Island Site of Archaeological Interest, is located at
approximately 70m from the nearest works area and thus there is no direct
impact to this site of archaeological interest.
3.3
Findings of literature
review also indicated that any terrestrial and marine archaeological resources
remains in the works areas should have been disturbed by previous
dredging/reclamation works and urbanization development. As there is no terrestrial and
marine archaeological potential is identified within
works area, except those in Harcourt Garden, no
impact on archeological remains is anticipated within the works areas. An archaeological watching brief has been
recommended for Harcourt
Garden during the
construction of ADM undertaken by SIL (E).
Since impact on archaeological resources due to the
Project is not expected, mitigation measures are not required for both
construction and operation phases of the Project.
Built
Heritage
3.4
Direct and indirect impacts
to the built heritage resources may occur as a result of demolition and
vibration arising from tunneling works respectively during construction of the
Project. Potential indirect visual
impact may also arise from nearby surface works areas during construction and
from the aboveground structures of the Project in the operation phase.
3.5
Built heritage resources
within Study Area have been identified and reviewed through field surveys and
literature review. Identified built
heritage resources within Study Area include a declared monument (i.e.
Flagstaff House), 13 built heritages with existing grading and 2 with proposed
grading, as well as 23 non-graded built heritages and historical
landscapes. Given that the separation
distance between Flagstaff House and the nearest SCL works boundary is more
than 200m, there would be neither adverse vibration nor visual impacts on the
declared monument.
3.6
Potential vibration impact
to the built heritage resources due to tunnel blasting was assessed and was
considered insignificant with respect to the sufficient buffer distances between
the built heritage resources and the tunnel.
Potential visual impact during construction and operation phases on the
identified built heritage resources could be minimised with the implementation
of landscape and visual impact mitigation measures, including the erection of
sensibly designed screen hoardings for the proposed work areas and adoption of
sympathetic design in aboveground structures.
With such mitigation measures in place, no adverse visual impact on the
built heritage resources is anticipated during construction and operation
phases of the Project.
Ecological Impact
Construction Phase
3.7
Key marine-based works
proposed under the Project includes the construction of cross harbour tunnel
across Victoria Harbour, temporary reclamation at Hung
Hom Landfall and CBTS, IMT casting basin at ex-Shek O Quarry and demolition of
Hung Hom Freight Pier. These marine
works may induce direct loss of marine habitats and indirect disturbance to
marine ecology due to changes in water quality parameters. Literature review
and marine ecological surveys were conducted in 2009 to obtain ecological
baseline information, which covered coral, subtidal soft bottom benthic
communities, intertidal communities and marine/coastal waters habitats. The identified marine habitats within the
assessment area are of generally low ecological value. Apart from the two hard coral species, Oulastrea crispata and Balanophyllia sp., which are common and
widespread in Hong Kong waters, no other areas
or species of conservation interest were identified in
the proposed works areas.
3.8
Intertidal habitat of
approximately 300 m long artificial seawall and subtidal habitat of 17 ha
seabed within the footprint of the proposed works areas in Victoria Harbour
would be directly affected in different phases of marine construction
works. Based on the results of field
survey, the affected marine habitats are of low ecological value and there
would be no loss of site of conservation interest or rare species. On account
of its reversible and temporary nature, no unacceptable direct impact to the
marine ecology is anticipated.
3.9
Construction of IMT casting
basin at ex-Shek O Quarry would lead to temporary loss of the newly established
marine habitat in the marine cove with a size of about 10 ha and the associated
fauna. No dredging would be required for
the construction of the casting basin and thereby indirect impacts on
surrounding ecology would be largely avoided.
The ecological value of the new marine habitat at the time of Project
commencement is expected to be low in view of its young age, and reinstatement
of the marine cove would be conducted after the completion of all IMT
fabrication and construction works.
Considering the reversible and temporary nature of the impact,
significant adverse ecological impact due to the construction of IMT casting
basin is not anticipated.
3.10
Potential short term
disturbance on marine habitat and associated marine life due to deterioration
of water quality would result from the proposed marine works. The indirect impacts would be
temporary, and would be minimised with the
implementation of recommended water quality control measures. No unacceptable
impact on marine ecological resources is anticipated.
Operation Phase
3.11
During the operation phase, no maintenance
dredging would be required and no cooling water would be discharged from the
operation of the Project to the marine environment directly. Besides, the change in tidal flow pattern due
to change in hydrographic regime in Victoria Harbour is considered
insignificant (change in mean discharge through Victoria Harbour by less than
0.1%), hence no adverse direct and indirect
ecological impact is anticipated during the operation phase of the Project.
Fisheries Impact
Construction Phase
3.12
The proposed marine works required
under the Project may result in potential impact on
fisheries resources. Comprehensive
baseline information on fisheries resources was elucidated via desktop review
of available literatures in which no information gaps were identified. Field surveys were hence considered not
necessary. The baseline review has identified no fish culture zones and
important spawning or nursery grounds within
or in the vicinity of the proposed marine works area.
3.13
The Project would
temporarily occupy a maximum of approximately 5 ha of
fishing area at mid Victoria
Harbour due to the IMT construction works. If bedrock or boulders are encountered during
tunnel laying process, underwater blasting would be required and the fisheries
resource within the 1.7 ha lethal zones might be affected. Silt curtains would be deployed at near-shore
to minimise damage on any fisheries resource by fencing off fish from entering the
lethal zone in the course of blasting.
Given the temporary nature of the proposed
works and low fisheries importance of the affected area, impact on fisheries
would be minor and acceptable.
3.14
Indirect impacts of change of water quality due to
dredging and reclamation works would be temporary and localized. Water quality control mitigation measures,
such as installation of silt curtains and use of closed grab dredger and
reduction of dredging rate, would be implemented to protect fisheries
resources. With proper implementation of
these recommended mitigation measures, the impact due to water quality
deterioration would be minimised. No unacceptable impact on fisheries resources
is anticipated.
Operation Phase
3.15
No major operation phase impacts are expected. Despite that the protective armour rock layer
covering the surface of the finished IMT would protrude above the natural
seabed, it would largely be kept at a level below the existing Cross Harbour
Tunnel to minimise the potential impact to fishing operations in Victoria Harbour.
Landscape and Visual Impact
3.16
Within the Study
Area, there are 27 key landscape resources (LRs) and 18 key landscape character
areas (LCAs), with 12 LRs and 6 LCAs of high sensitivity to landscape
impacts. A total of 75 visually
sensitive receivers (VSRs) were selected for visual assessment, of which 18
VSRs are considered to have high sensitivity to visual impacts from the
Project. These are mostly
commercial/residential and recreational properties along northern Wan Chai and Causeway Bay.
Landscape Impact
3.17
The Project would inevitably
cause a change to the existing landscapes resources and characters during the
construction and operation phases. Main
potential landscape impacts would result from the demolition of existing
structures, construction of new ventilation building, ventilation and tunnel
shafts, stations and superstructures, cut-and-cover tunnel works for land and
marine sections, operation of temporary barging points and loss of existing
trees and other vegetation and change of landscape character temporarily due to
construction works during construction stage.
3.18
Approximately 930
existing trees would be affected by the proposed works, of which 240 trees
would be transplanted and 690 trees would be felled, subject to the future Tree
Removal Application. None of the affected
trees are Registered Old and Valuable Trees, while many of them are of
semi-mature to mature size. There are no
rare or endangered 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 TC(W) 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.
Meanwhile, in addition to the compensated trees, new landscape resources
such as horizontal greening including
green roof and landscaped mound and vertical greening including vertical panel
and climbers are proposed as alternative compensatory planting for the
aboveground structures including NOV, SOV and EXH
to optimise 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.
3.19
Under the Project,
there would not be any permanent or part loss of open space and amenity area
apart from Harcourt Garden and Hong
Kong Park. Some of the open space and amenity areas such
as Fenwick Pier Street Public Open Space, Wan Chai Sports Ground, Tunnel Approach
Rest Garden,
amenity area at Gloucester Road
and Cross Harbour Tunnel Entrance will be temporarily alienated during
construction. A number
of mitigation measures were recommended to alleviate landscape impacts during
construction and operation phases, including:
·
transplanting of existing trees as far as
practicable;
·
compensatory planting for the affected trees
as far as practicable;
·
compensatory shrub planting for the loss of
shrub planting in amenity areas; and
·
reinstatement of temporarily disturbed hard and soft
landscape areas during construction on like-to-like basis to the satisfaction of
relevant Government Departments.
3.20
Since the majority
of the proposed permanent works are located in the Wan Chai Civic Urban
Waterfront LCA, there would still be a
certain degree of residual impact due to the extensive works areas proposed in this LCA with
the recommended mitigation measures in place during construction. Nonetheless, the degree of residual
landscape impact would be alleviated to slight in Day 1 and further reduced to
insubstantial in Year 10 of the operation, when the compensatory planting and
landscape reinstatement works become mature.
Visual Impact
3.21
Potential visual
impacts from the Project would mainly arise from the temporary surface works
and permanent aboveground structure elements during the construction and
operation phase respectively. Under the
unmitigated scenario, most of the VSRs would experience slight to moderate
impact during the construction phase, except at HKCEC Promenade and Wan Chai
Sports Ground due to their close proximity to the temporary works at Wan Chai
North and the construction of EXH; whereas in the operation phase, there would
be slight to moderate visual impact on all the VSRs.
3.22
Mitigation
measures for the construction phase including erection of decorative screen
hoardings to screening of undesirable views from VSRs at low level,
control on height and disposition and arrangement of all facilities on works
site, as well as control of night-time lighting glare were recommended to
alleviate potential visual impacts during construction stage. For VSRs on high rise development and at
ground level near the construction sites and temporary works areas, there would
be slight to moderate residual impacts yet temporary in nature.
3.23
During the
operation phase, aesthetically pleasing design would be taken into consideration
for aboveground structures such as station entrance, plant buildings, ventilation shafts and associated engineering facilities to
blend with the adjacent visual context.
Landscape design such as green roof, climbers, vertical greening, tree
planting and landscape mound would also be incorporated into the above ground
railway facilities to soften the structures and enhance their landscape and
visual quality. As the proposed EXH
including associated engineering facilities and the reprovisioning of Harbour
Road Sports Centre and Wan Chai Swimming Pool would significantly alter the
visual context of the area, tree plantings around these areas and a landscaped
mound were proposed to screen the EXH associated aboveground structures as well
as enhancing the landscape and visual amenity value.
3.24
With the
recommended mitigation measures in place, localized residual impact on VSRs on Hong Kong Island overseeing to the EXH at high
level would experience slight to moderate level of impact on Day 1 of the
operation and reduced to slight to insubstantial level of impact in Year
10. Residual visual impact due to NOV,
SOV, Emergency Access Point (EAP), ADM ventilation shafts, transformer rooms
and cooling tower, and Hong Kong Park Ventilation Building (HKB) is considered
as slight to insubstantial on Day 1 of the operation and would be reduced to
insubstantial in Year 10 of the operation when the proposed landscape planting
matures.
3.25
In view of the
above, it is considered that the overall landscape and visual impact associated
with the construction and operation of the Project are acceptable with the
implementation of appropriate mitigation measures.
Construction Dust Impact
3.26
Potential air
quality impact from the construction works of the Project would mainly arise from
excavation, materials handling, spoil removal, wind erosion, loading and
unloading of excavated materials at the barging points and the operation of
concrete batching plant in the Shek O casting basin.
3.27
Since the train to
be employed for the SCL will be electrically operated, air quality impact
associated with train emission is therefore not anticipated during operation
phase. Exhausts for general ventilation
and smoke extraction facilities will also be carefully positioned to avoid
causing nuisance to the surrounding environment. Therefore air quality impact caused by the
Project during operation phase is considered insignificant.
3.28
The operation of
the concrete batching plant at Shek O is classified as Specified Process (SP),
and the Contractor should apply a SP license under Air Pollution Control
Ordinance (APCO) before operation.
Suitable mitigation measures stipulated in the Guidance Note on the Best Practicable Means for Cement Works (Concrete
Batching Plant) BPM 3/2(93) should be followed and implemented.
3.29
A total of 18
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 Nos. NEX2213/C/331/ENS/M60/001 to NEX2213/C/331/ENS/M60/004.
3.30
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.
3.31
With the
implementation of the recommended dust mitigation measures, the predicted TSP
concentrations at all ASRs (cumulative maximum hourly average: 124-420 µg/m3,
daily average: 95-239 µg/m3 and annual average: 73.5-78.1 µg/m3)
would comply with the EIAO-TM hourly TSP criterion (500 µg/m3), AQO
daily TSP criterion (260 µg/m3) and AQO annual TSP criterion (80
µg/m3). No adverse air
quality impact is anticipated.
Airborne Noise
Construction
Phase
3.32
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. Major construction works
contributing to airborne noise impact include demolition of surface works for
the construction of Cut-and-Cover tunnel section of the Project and the
aboveground structures such as ventilation buildings and other supporting
facilities. A total of 11 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 Nos. NEX2213/C/331/ENS/M52/002 to NEX2213/C/331/ENS/M52/005.
3.33
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. In the absence of any noise control measures,
noise levels at most of the representative NSRs were predicted to exceed the
EIAO-TM daytime construction noise limit of 75 dB(A).
3.34
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 all representative NSRs were from 52 to 75 dB(A), and would thus
fully comply with the EIAO-TM daytime construction noise criterion.
3.35
Several
concurrent projects would be conducted in the vicinity of the Project, including
SCL (MKK-HUH), SCL (TAW-HUH), Wan Chai
Development Phase II (WDII) and CWB projects. Mitigated cumulative construction noise
levels at the representative NSRs were predicted ranging from 52 to 76 dB(A). With the
exhaustion of all practical mitigation measures to minimise the construction
noise impact from the Project, residual cumulative noise impact of 1 dB(A) was
predicted at NSR EX1 (Casueway Centre) for a short duration of non-persistent 2
months . It is considered that the residual
cumulative noise impact would be minimised and would not be significant and
considered as minor and acceptable. Good
site practices shall be adopted by the Contractors to further ameliorate the
noise impact.
Operation
Phase
3.36
The
major fixed noise sources identified in the Project would be from the operation
of fixed plants in NOV, SOV, HKB and exhaust / intakes of ventilation shafts,
transformer rooms and
cooling facilities at the proposed EXH and ADM.
A total of 8 representative NSRs have been identified within 300m from
the Project works area for operation noise impact assessment. Their locations are shown in Figure Nos. NEX2213/C/331/ENS/M52/101 to NEX2213/C/331/ENS/M52/103.
3.37
The
maximum allowable sound power levels (SWLs) for fixed plant noise sources,
including cooling towers, transformer rooms and
louvers of ventilation building, ventilation shafts and plant buildings, were
determined based on their locations and proximity of NSRs. With the proper selection of plant and
adoption of acoustic treatment, adverse noise impact from the operation of
ventilation building, ventilation shafts and associated plant buildings of the
Project is not anticipated.
3.38
If there is any change in engineering design information
during detailed design stage or fitting-out stage, the fixed source noise
design should be reviewed by engineer/contractor to ensure the Noise Control
Ordinance (NCO) and EIAO criteria could be met in the future.
Ground-borne Noise
3.39
Construction ground-borne noise impacts would
mainly arise from drill and blast, tunnel boring machine (TBM) operation for
tunnelling works, as well as PME used for rock breaking/drilling including
breakers, drill rigs and pipe pile rigs; while the transmitted noise from train
operation through the ground and structures in close proximity to tunnels may
have potential impact on NSRs. A total
of 7 representative NSRs (Figure Nos. NEX2213/C/331/ENS/M52/101 to NEX2213/C/331/ENS/M52/103) were
identified for ground-borne noise assessment.
3.40
The predicted
construction ground-borne noise levels at all representative NSRs were from 32
to 63 dB(A), and would comply with the noise criteria.
No adverse
cumulative construction ground-borne noise impacts were predicted. During operation phase, predictions of ground-borne noise
levels at the identified representative NSRs were performed using the
methodology recommended by the US Department of Transportation. With suitable trackform, the predicted operation ground-borne noise
levels at all representative NSRs were from <20 to 37 dB(A)
during nighttime, and would be well below the noise criteria of 45 dB(A). Potential cumulative impact from the
operation of existing/future rail lines was considered and no adverse
cumulative impact is anticipated.
Water Quality
3.41
Water sensitive receivers (WSRs) in Victoria Harbour
and its adjacent waters as well as areas within a distance of 300m from the
Project boundary and works sites have been considered to evaluate the potential
water quality impacts from the Project.
Major marine WSRs identified within the Study
Area include seawater intakes and important coral communities in the far field
at Green Island as illustrated in Figure Nos. NEX2213/C/331/ENS/M59/001 to NEX2213/C/331/ENS/M59/003 and NEX2213/C/331/ENS/M59/005.
No freshwater WSR (such as natural streams and rivers) was identified
within 300 m from the boundaries of the Project works areas.
Construction
Phase
3.42
Potential water
quality impacts such as elevation of SS level, depletion of dissolved oxygen
(DO) and increase in contaminants concentration would be associated with key
marine construction works, which include the proposed dredging and filling
works required for the IMT construction across the Victoria Harbour, temporary
reclamation outside/within the CBTS and at Hung Hom Landfall, removal and reinstatement
of the tip of Freight Pier for IMT construction and the off-site construction
of Shek O casting basin.
3.43
The worst-case
scenarios during the marine construction period, taking into account the
cumulative effects from other concurrent marine works in the Harbour have been
assessed. It was predicted that no
unacceptable water quality impacts would arise from the Project-related
construction works and due to the cumulative effects from other concurrent
marine construction activities, with the implementation of good site practise
and recommended mitigation measures fully in place. The predicted maximum SS concentrations would
be <8 mg/l at seawater intakes, fully compliance with the water quality
criteria. The key recommended mitigation
measures include:
·
Adopt an approach
for temporary reclamation where temporary seawalls will first be formed to
enclose each phase of the temporary reclamation. Installation of diaphragm wall on temporary
reclamation as well as any bulk filling will proceed behind the completed
seawall;
·
During
construction of the temporary reclamation, temporary seawall will be partially
constructed to protect the nearby seawater intakes from further dredging
activites;
·
Use of closed grab
dredger for dredging works;
·
Installation of silt
screens at the cooling and flushing water intakes;
·
Deployment of silt
curtains to fully enclose the closed grab dredger during any operation;
·
Bulk filling along
the IMT tunnel would be carried out after the bulk dredging works are
completed;
·
Operate no more
than two dredgers for dredging within the CBTS at any time for the tunnel
construction works, with the combined dredging rate for all concurrent dredging
works to be undertaken within the CBTS not exceeding 6,000 m3 per day
throughout the entire construction period;
·
Operate no more
than one closed grab dredger at the same time for IMT and SCL2 construction
(temporary reclamation outside CBTS), with dredging/filling rate in open
Harbour area for IMT/SCL2 construction not exceeding 2,500 m3 per
day, i.e. 156 m3 per hour (concurrently with other dredging / filling
activities in the Victoria Harbour) / 4,500 m3 per
day, i.e. 281 m3 per hour (with no other concurrent dredging /
filling activities in the Victoria Harbour); and
·
No concurrent
operation of dredging for SCL 2 construction and dredging / filling works for
IMT construction.
3.44
The key water
quality impact from the land-based construction activities would be due to the
release of sediment-laden water from surface works areas, open cut excavation,
tunnelling works and discharge of construction site effluent. Minimization of water quality deterioration
could be achieved through implementing adequate mitigation measures and site
practices in ProPECC PN 1/94
“Construction Site Drainage”, such as sand/silt removal facilities,
provision of cover for stockpiles to minimise site runoff and proper site
drainage. No unacceptable water quality impact would be anticipated from the
land-based construction works with proper implementation of the recommended
mitigation measures.
Operation
Phase
3.45
Due to the change
in seabed levels along the tunnel section within Victroria
Harbour after the project
implementation, there could be potential impact on the flow regime and the
associated water quality in Victoria
Harbour. In order to
assess the change in the overall assimilative capacity of Victoria Harbour,
the flow discharge across two cross sections at the eastern and western ends of
the harbour was calculated. The model results indicated that the operation of
the SCL IMT tunnel would change the mean discharge through Victoria Harbour
by not more than 0.1%. Considering the
marginal change in flow discharge through Victoria
Harbour, no major impacts on the
assimilative capacity and, thus, the water quality of Victoria Harbour
is expected to occur as a result of the Project. No mitigation measures specific to operation
phase hydrodynamic / hydrology impact would be required.
3.46
Other key
operational impacts from tunnel/station run-off and effluent discharges from
the stations and maintenance activities, which could be minimized through
implementing adequate mitigation measures.
Waste Management Implications
Construction
Phase
3.47
Different
types of waste generated from the Project during construction phase would
include Construction and Demolition (C&D) materials from demolition,
excavation and site formation works, marine dredged sediment, general refuse
from workforce, and chemical waste from the maintenance of construction plant
and equipment.
3.48
The
total volume of inert C&D material generated from demolition, excavation of
shafts and tunnels and site formation works would be approximately 1,097,000m3
(including 225,000m3 of rock, 762,000m3 of soft material
and 110,000m3 of artificial hard material (AHM))). Surplus inert C&D materials generated
from the Project may delivered to two Public Fill
Reception Facilities (PFRFs) which are Tuen Mun Area 38 Fill Bank and Tseung
Kwan O Area 137 Fill Bank. Opportunities in minimization of generation and
maximisation 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 (HZMB) and Hong Kong Boundary Crossing Facilities
(HKBCF), the Tuen Mun-Chek Lap Kok Link (TMCLKL), CWB and WDII projects. About 30,000m3 of non-inert
C&D materials would be generated, which would be reused and recycled as
much as possible before disposal of at the North East New Territories Landfill
(NENT). 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.
3.49
The total volume of
dredged/excavated sediment generated from the Project is estimated to be
approximately 841,800m3. Based on the results of the chemical and
biological screening, approximately 315,000m3 of sediment is suitable for Type 1 – Open Sea Disposal, 14,000m3
of sediment is suitable for Type 1 – Open Sea Disposal (Dedicated Sites), 496,300m3 of sediment requires Type 2 – Confined Marine Disposal and 16,500m3 of
sediment requires Type 3 – Special Treatment/Disposal in accordance with ETWB TC(W) No.
34/2002 - Management of
Dredged/Excavated Sediment.
3.50
It is proposed
that the excavated Type 3 sediments are sealed in geosynthetic containers and,
at the disposal site, the containers would be dropped into the designated
contaminated mud pit where they would be covered by further mud disposal and
later by the mud pit capping, thereby meeting the requirements for fully
confined mud disposal. A proposal on the
use of geosynthetic containers on Type 3 sediment should be submitted to
TCO/EPD for agreement at a later stage of the Project and prior to the dredging
and 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.
3.51
The construction
workforce would generate general refuse with an estimated daily volume of
approximately 1,853 kg which requires proper handling and disposal. With the implementation of good waste management
practices 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 plant maintenance
purposes. Such waste would be handled,
stored and disposed of in accordance with the Waste Disposal (Chemical Waste) (General) Regulations to prevent
adverse environmental impacts.
Operation
Phase
3.52
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
building and railways). It is expected
that the volume of waste generation in operation phase would be
insignificant. No adverse impacts to the
environment would be anticipated with the implementation of the recommended
mitigation measures.
Land Contamination
3.53
The land
contamination assessment has examined the potential contaminating land uses
within the Project area and investigated the potential impacts of the
contamination on future use. The assessment involved site appraisal, site
investigation, and assessment of contamination extent.
3.54
A Contamination
Assessment Plan (CAP) was prepared according to the findings of site appraisal
and has been endorsed by EPD. The approved CAP proposed sampling locations and
depths for soil and groundwater at potentially contaminated sites, and
specified the sampling and testing requirement for site investigation (SI)
works. Stage 1 SI was conducted at three accessible sites (Kowloon Freight
Building at Hung Hom, Police Officers’
Club at Causeway Bay, and past marine boat basin of the
War Department at Admiralty). The results show that no exceedance of the
adopted Risk-Based Remediation Goals (RBRGs) guidelines was identified and
hence no adverse impacts would be expected within the assessment areas. As a precaution, mitigation measures are proposed
for the excavation of soil, treatment of soil and general environmental
impacts, health and safety issues on site during the construction stage.
3.55
Due to current
land use and site constraints, SI was not conducted for the potentially
contaminated site at southeast corner of Wanchai Swimming Pool (aboveground
diesel storage tanks at Wan Chai Swimming Pool) under Stage 1. The
investigation will be conducted in Stage 2 after decommissioning of existing
buildings and access has been granted. Supplementary Contaminated Assessment
Report (CAR) and if contamination is found, Remediation Action Plan (RAP)
detailing the proposed remediation works will be prepared and submitted to EPD
for endorsement. Based on the site appraisal conducted previously in the
endorsed CAP, the potential contamination (if any found) at southeast corner of
Wanchai Swimming Pool under Stage 2 SI is expected to be surmountable, with the
implementation of recommended environmental precautionary measures in the EIA.
Hazard to Life
3.56
As there is no
overnight storage of explosives, a Quantitative Risk Assessment (QRA) of the
storage and transport of explosives is not required as per Section 3.4.9.2 of
the EIA Study Brief No. ESB-193/2008. Mines Division will be responsible for
delivering explosives directly to works areas for the rock excavation of the
ADM Overrun Tunnel. The transportation of explosives by Mines Division directly
to sites is under Mines Division’s responsibility and falls outside the scope
of this Environmental Impact Assessment (EIA). However,
underwater blasting works may be required should bedrock or large boulders be
encountered during the construction of the IMT tunnel, the statutory /licensing
requirements with respect to explosives under the Dangerous Goods Ordinance
(Cap. 295) have been described and any guidelines and/or advice obtained from
relevant departments/ authorities have been documented.
3.57
Following a
consultation with Hong Kong and China Gas Company Limited (HKCG) and a review
of the relevant Ordinance, Code of Practice and other HKCG requirements, as
necessitated in Section 3.4.9.3 of the EIA Study Brief, a number of protective
measures have been described to avoid and minimise the hazard to life issue in
relation to fuel gas safety during the construction.
4.
environmental Monitoring and Audit
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, water quality,
operation ground-borne noise and updating changes as necessary. Details of the recommended mitigation
measures, monitoring procedures and locations are presented in a stand-alone
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, there would be no adverse residual impacts
from the Project. This will be checked by a comprehensive environmental
monitoring and audit programme.
