3.1
This section presents a summary of the adopted alignment and preferred
construction methodology for the Project, which would run from the new
Hung Hom Station (HUH) across the harbour to the new Exhibition Station (EXH)
and Admiralty Station (ADM). Minor
updates to the Project, such as locations and structures, could occur during
further design development and construction, and these would be updated through
the monthly EM&A reporting.
Preferred Project Alignment and Design
Project Alignment
3.2
The
preferred alignment for the Project would begin at the north of the new North
Ventilation Building, Plant Rooms and Emergency Access (NOV) which is
approximately 100m from the southern end of HUH and would cross the harbour at
the proposed Hung Hom Landfall, along the Western Corridor Option as described
in Section 2. It would then pass
through the Causeway Bay Typhoon Shelter (CBTS) before reaching the
3.3
On the
Exhibition Station
3.4
EXH will be an underground station for the proposed
SCL. EXH is the first station after the cross harbour section of the Project.
EXH is expected to handle passengers to and from the north Wan Chai district,
visitors to the Hong Kong Convention and Exhibition Centre (HKCEC) and related
facilities, and also allows for interchange with the Public Transport
Interchange (PTI) located directly above the station bounded by
3.5
EXH will have three levels, with the station
concourse (at approximately -4 mPD) above two platform levels. The station
extends from the west of
3.6
Two principal entrances (i.e. Entrances A and B)
are planned for this station connecting to the already established elevated walkway
system at podium level. Entrances A and B are located on the southwestern and
eastern sides of the station box respectively. The area above the station will
be used for the reprovision of the bus terminal, taxi and private car drop off
area, station Mechanical, Electrical and Plumbing (MEP) buildings and
landscape areas. General layout plan and
section of the EXH are presented in Appendix 3.2.
3.7
At western end of the station, there will be four
ventilation shafts located on a traffic island bounded by Road P2 and its
associated slip road. The island will be on the at grade pedestrian route to
the HKCEC II from the station. A top ventilation concept has been adopted for
these shafts to reduce their visual presence. For those ventilation shafts near
3.8
For the ventilation shafts at the eastern end of
the station, the visual impact has been minimized by integrating them with the
ancillary plant building and also Entrance B. The ventilation shafts that have
been integrated with the ancillary building consist of tunnel, trackside and
station ventilation shafts with a mixture of louvered and top vent. This
integration enables a consolidated and minimized footprint of the vent wall
along the eastern face of the ancillary building. Another pair of station vents
has been amalgamated with Entrance B.
3.9
The NOV houses two plants, namely the flood
gate and the tunnel ventilation system for the SCL tracks as shown in Figure No.NEX2213/C/331/ENS/M50/021.
This also serves as the access point for the Fire Services team in case of
emergency. The NOV is located to the south of the Hung Hom podium and
above the SCL running tracks. It is laid out on three levels and consists of
the following rooms:
·
Ground
Level (at approximately +5 mPD) - Tunnel Ventilation Fan
Room, Tunnel Environmental Control Room, Air Receiver
& Compressor Room, Plenum and Flood Gate Machine Room
·
Basement
1 (at approximately -2 mPD) - Tunnel Ventilation Fan Room, Flood Gate
Choke room (High Level).
·
Basement
2 (at approximately -5 mPD) - Plenum and Choke Room.
3.10
The NOV sits nominally 7 m above the ground
level and generally oriented in the north south direction.
The east and the west faces of the NOV have a concave
face which articulates the flat facade of building and gently softens the
street view of the building as the plane of the front recedes and returns
in the distance. Furthermore the elevation of the building is also
arched with
the crest towards the north and south side,
lending a simple and elegant silhouette to the building. The roof of
the building is layered with green roof, minimising the visual impact
of a normally hard roof surface and helping to limit the
heat island effect of the building. The roof also houses the ventilation shafts for
the SCL tunnels (Nominal 300mm higher than the grass roof) with a top
ventilation configuration, thereby completely removing the visual impact
of the typical ventilation structures. The facade of the NOV will
be made of profiled concrete with mineral silicate paint over.
South Ventilation Shafts, Plant Rooms and Emergency
Access (SOV)
3.11
The SOV is proposed to be located at the Police
Officers’ Club (POC) site in
3.12
As the SOV is co-located with the POC on the
existing POC site, its design has to be integrated with the re-provisioned POC.
The majority of the building services and tunnel ventilation plant rooms are
located in the basement floors of the SOV, and only the facilities that require
vehicle access and natural ventilation are housed on the ground floor. This
minimizes the visual impact at the POC and occupation of the site at ground
level by the SCL facilities. Owing to the relatively large
setback distance with the nearby residential premises, potential environmental
concerns such as noise during construction and operation phases could be
minimized.
3.13
There are five numbers of
ventilation shafts at the SOV which include:-
·
2 numbers for SCL north and south bound tunnels;
and
·
1 number for the general ventilation (intake
and exhaust) of the plant rooms and facilities at SOV.
3.14
The ventilation shafts at the SOV
are located in the southern part of the site with the exhaust discharge facing
Works Area(s) / Site
Requirements and Locations
3.15 To minimize the potential disturbance and impact to the public and environment, the major works areas/sites are typically located at the site of the permanent works. To support the construction of the Project, additional temporary works areas/sites would be required within SCL scheme/project boundary for the provision of site office, storage of materials, utility, barging points for efficient removal of spoil, temporary traffic management scheme, silos and ground treatment. The locations of works areas/sites have been selected with consideration of their accessibility and suitability for construction works and future permanent facilities. A summary of works areas/sites currently envisioned for supporting the construction of the Project is presented in Appendix 3.3. Locations of the works areas/sites for the Project and extent of SCL scheme/project boundary within which minor activities/works for supporting the construction of the Project may occur are illustrated in Figure Nos. NEX2213/C/331/ENS/M50/021 to 025. Subject to actual site conditions and constraints, minor preparatory works could also be required to be conducted in and around the project boundary. However, these procedures would only be short-term without inducing major environmental implications to nearby sensitive receivers. With the implementation of appropriate standard control measures and good site practices, no adverse environmental impact would be anticipated.
Barging
Points
3.16
Spoil would be generated from the tunnelling
and earth works of the Project. Two barging points have been proposed to
transport the spoil generated from the works areas to the locations for
reuse/disposal. A summary of the proposed barging points is presented in Table 3.1.
Table 3.1 Proposed
Barging Points
|
Location |
Serving Area |
Remarks |
|
Hung
Hom Freight Pier |
Primarily
for works areas in Hung Hom |
It is a facility shared use by Kwun Tong
Line Extension (KTE), SCL (TAW-HUH), SCL (MKK-HUH) and this Project. Major
activities include haul road truck movements and loading/unloading of
materials to barges. Based on the latest design
information, two berths will operate at the beginning. Before commencement of works at the Hung
Hom Landfall, the berth at the tip of the Freight Pier will be demolished
leaving only one berth in operation. |
|
Wanchai
ex-Public Cargo Working Area |
Works
areas on |
There is no need for any dredging, marine
work or modification of sea wall. |
3.17
Hung Hom Freight Pier has been previously employed
for loading and unloading of goods. Owing to the similarity with the existing loading
and unloading operation, the pier can be easily converted to a barging point
for C&D material. It is
expected that simplest form of loading
ramps with an enclosed tipping hall to be constructed.
A wheel washing facility is also planned to be provided at each barging point to minimise the
construction dust impact. Neither marine works nor modification to the
existing sea wall would be undertaken under the Project.
Off-site Works
Area
3.18
Shek O Quarry is located on the south-western side
of the D’Aguilar Peninsular of the
3.19
Under this Project, it is proposed to use Shek O
Quarry basin as a casting yard for IMT and a site for concrete batching from
2013 to 2018. The casting yard will consist of a barging point for loading and
uploading of materials to barge. There are two options proposed for the barging
point as shown in Figure No. NEX2213/C/331/ENS/M50/026.
Based on the current design, no dredging would be required for construction of
the casting basin. The outcrop island
and the gate frames of the existing quarry would be retained. It would basically involve installation of
the gates back in place at the existing gate frames. After completion of all the IMT fabrication
and construction works, the gate will be removed and the site will be reinstated
to the existing conditions.
Tree Reception Areas
3.20
All the trees affected by the construction of SCL
(HUH-ADM) would be compensated within the project boundary as far as
possible. However, due to the restricted availability of on-site areas,
some of the compensatory trees may need to be planted off-site. The locations
of these off-site tree reception areas are yet to be decided and subject to the
tree felling applications. Some possible sites that may be considered include
Access Road at Lo Wu
3.21
The proposed Access Road at Lo Wu is an extension
of the existing Drainage Services Department (DSD)’s maintenance access road
adjacent to the Sheung Shui Treatment Works for connecting to the existing Lo
Wu Marshalling Yard which is currently serving the East Rail Line. The proposed
access road would not involve any modification works to the existing DSD’s
maintenance access road, except about 10-20m road extension from the northern
end of the existing access road. Location of the proposed
access road extension is shown in Figure 1 of Appendix 3.5.
3.22
Works activities for the proposed access road
extension would only involve minor construction works such as site clearance,
road formation and concrete road slab laying, lasting for a short duration of
about one month. The likely environmental impacts associated with the proposed
works would mainly relate to the construction impacts. Considering that the
proposed works would be minor in nature, limited scale (less than 20m) and
short-term (last for about one month), significant environmental impacts
arising from its construction would not be expected. A more detailed discussion
on the potential environmental issues with respect to the proposed works is
provided in Appendix 3.5.
3.23
As described in Section 2, various construction methods
and sequences have been considered and the preferred construction methods for
the Project have been selected with respect to the
site-specific geological conditions and constraints as well as environmental
considerations. The following sections further describe the
construction methods and sequences of works envisaged for the Project
facilities and other supporting facilities required for the construction of the
Project.
Hung Hom Section
3.24
Major activities on
the Hung Hom side predominately comprises of the construction of proposed NOV,
construction of tunnel section at Hung Hom Landfall by cut-and-cover (C&C)
method with marine cofferdam, and barging activities at Hung Hom Freight Pier.
3.25
The Hung Hom Landfall
is the section where the SCL alignment links the northern end of the
cross-harbour IMT tunnel and the southern end wall of the NOV. Due to the
constraint of the existing Hung Hom bypass, a section of C&C construction
is required adjacent to the existing seawall at Hung Hom. This would involve
the removal of several fender piles of the Hung Hom Bypass and the construction
of a temporary cofferdam with an elevated platform supported on piles to
provide sufficient works access and to provide marine protection to the
existing pier of the Hung Hom Bypass.
3.26
Upon the completion
of the cofferdam, the reinforced concrete box tunnel will be cast in-situ and
founded on soil or rock as a floating structure. The general layout of this box
tunnel will be similar to the IMT tunnel section. After the excavation and
tunnel construction works to be carried out within the cofferdam, the temporary
reclamation will be removed and the fender piles of the Hung Hom Bypass will be
reprovisioned in a slightly different form.
3.27
The works areas in the vicinity
of the HUH landfall are not dedicated purely to the Hung Hom Landfall
works; in particular the Hung Hom Freight Pier is also to be used as a barging
point during construction of this Project, SCL (TAW-HUH), SCL (MKK-HUH) and
KTE works. To facilitate
IMT works, the tip of the Hung Hom Freight Pier will be demolished and then
re-instated after the IMT works have been completed.
3.28
The proposed NOV will be erected
right above the south approach tunnel. Since the NOV will be a permanent
structure in the Hung Hom section, its footprints and associated Emergency
Access would also serve as works area during the construction phase of the
Project so that environmental impacts to the surrounding area can be minimised.
Cross Harbour Section
3.29
The IMT construction method will be adopted for the
cross harbour section of the Project. In general, dredging, trimming, laying of tunnel tubes and filling will be conducted in
sequence. The key environmental impacts to be addressed are expected to be
water quality, ecology, fisheries and marine sediment issues. These are addressed in detail in the relevant
technical chapters.
3.30
The main operations that will require the use of marine
plants are dredging, placement of elements, foundation, backfill and protection
works for the IMT. Dredging of the trench will mainly be in superficial marine
deposits, the underlying alluvium and decomposed granite. The maximum depth and
portion of IMT extending above the seabed is generally dictated by marine
clearance requirements. For the Project, the reinstated seabed above IMT would
be at a similar but generally lower level than the adjacent Cross Harbour
Tunnel, to ensure sufficient water depth for marine traffic is achieved whilst
reduction of the amount of dredging for installation of the IMT units has been
considered.
3.31
At the shore ends either side of the tunnel at Hung
Hom and the CBTS, the tunnel could be constructed without the need for permanent
reclamation, except for the reinstatement of the fender piles of Hung Hom
Bypass.
3.32
Based on the preliminary design information,
underwater blasting is considered as a provisional construction technique in
case bedrock or large boulders are encountered that cannot be removed by grab
in the middle of the fairway and south of Hung Hom Landfall. Explosives will be delivered from the TKO
Area 137 Pier to the works pontoon in
Works at CBTS Breakwater
3.33
Temporary
reclamation will be
required to construct
the portion of
the SCL tunnel running through
the existing CBTS
breakwater and inside
the CBTS. The temporary reclamation would be located on
the northern side of the breakwater and would not be removed until the
breakwater is fully reinstated in order to provide protection to the CBTS.
3.34
Options to reduce the area of reclamation, such as
the use of a pipe piled cofferdam without temporary seawalls and reclamation,
were considered for the section of SCL works adjacent to the breakwater. However,
these were rejected
due to the
risks associated with the
depth of the
piles and excavation,
and also the
risk of marine collisions.
3.35
Given
the abovementioned reasons, temporary
reclamation is required
to construct the
cut-and-cover tunnel inside the CBTS to connect with the IMT. The
C&C method for this section would involve constructing a temporary
reclamation area to provide a dry working platform and the installation of temporary
walls propped by steel struts. The soil between the temporary walls would then
be excavated and a reinforced concrete tunnel box would be constructed to form
the permanent structure. Backfilling
would then be undertaken on top of the tunnel and the temporary reclamation
materials would then be removed.
3.36
The extent of temporary reclamation north of the
existing breakwater is dictated by the distance required from the breakwater to
avoid undermining the breakwater during dredging works for the IMT tunnel. The
distance is estimated to be approximately 92m from the centre line of the
breakwater.
3.37
The reclamation would be protected by a vertical
seawall which will also protect CBTS while the seawall is provided.
Works within CBTS
3.38
Based on feedback from consultation with
stakeholders and users of the CBTS and taking into account constraints on the
off-site relocation options, the general view is that no additional moorings
(i.e. over what CWB has proposed) should be relocated outside the CBTS to
facilitate SCL construction. Moreover, a
section of the SCL tunnels at CBTS will cross over the CWB tunnels and CWB
could be operational during the construction of SCL. In order to minimize the
extent and duration of temporary reclamation under the SCL project and hence
disturbance to the CBTS and to protect the feasibility of the construction of
the SCL in the future while safeguarding the operation of the CWB, about 160 m
of the SCL tunnel, at the crossing over CWB tunnels, would be constructed under
the CWB project as shown in Figures Nos.
NEX2213/C/331/ENS/50/027
and NEX2213/C/331/ENS/50/028.
This tunnel protection works to be undertaken under CWB is limited to civil and
structural elements and requires moderate modifications to the limits of
temporary reclamation.
3.39
Same construction method as utilised in the
original CWB tunnel construction works will be adopted for the tunnel protection
works. In other words, the envisaged construction method is by temporary
reclamation, diaphragm walls, seawalls, and C&C construction. Certain
provisions will be built into the end of the tunnel to enable subsequent
extension of the tunnels by the Project. A small part of the temporary
reclamation will be left in place adjacent to the shoreline to allow the
Project to construct the SCL tunnels through the seawall. This temporary
reclamation will be removed by the Project after the tunnel section at CBTS is
completed.
3.40
It should
be noted that the potential environmental impacts associated with the SCL
Protection Works at CBTS has been assessed and presented in a standalone EIA
under the EIA Study Brief No. ESB-213/2010.
Exhibition Station
and Associated Tunnel
3.41
EXH is proposed to be located within a site
currently occupied by the Harbour Road Sports Centre and Wan Chai Swimming Pool
(IGH/TP).
In accordance with the latest design information, the reprovisioning of the
IGH/TP will be undertaken in sequence so that existing operations at IGH/TP
will continue until the new IGH/TP are provided. The preferred arrangement is
to reinstate the IGH/TP to the south east of station footprint. Part of the works area also lies within existing
carriageways.
3.42
The station will require excavation down to
approximately -25mPD. As such, a stiff and impermeable perimeter wall is
required for the station excavation to limit ground movements and groundwater
inflow. C&C construction sequences
are proposed for the station which is expected to involve a repeated procedure
of dewatering, excavation and strut installation until the final excavation
level is reached. Temporary king posts will be cut off once the station
structures are completed. By adopting
this method, the G/F top slab of station where constructed first would act as a
temporary shield/barrier to minimise construction noise and dust impacting on
the surrounding environment during construction of the basement floors.
3.43
The SCL tunnels will run underneath the POC, the
Wan Chai Interchange, the
Admiralty
Station and Overrun
3.44
ADM and Hong Kong Park Ventilation Building (HKB)
are shared use facilities that will be designed by the SIL(E)
project. Civil construction works for ADM and HKB will be undertaken and
substantially completed by SIL(E) project whilst the
internal fitting-out works and track laying works and installation of atrium
void at ADM, and some minor aboveground works including demolition of an
existing ventilation shaft near ADM atrium, spoil mucking out works at ADM and
HKB and reinstatement works will be done by this Project. The shafts at the HKB
will be utilised as the construction shaft for material delivery and building
services or superstructure works required further to completion of the overrun
tunnel which will be undertaken by this Project.
3.45
The overrun tunnel will be constructed by drill and
blast method. Rock crushing activity as part of the tunnelling works would
possibly be involved breaking rocks inside the tunnel being constructed. Owing to the works are
fully confined in the tunnels with large rock head level and large vertical
setback distance to the overlying premises, adverse environmental impact would
not be anticipated with the implementation of standard mitigation measures such
as dust suppression measures stipulated in the
Guidance Note on the Best Practicable Means for Mineral Works (Stone Crushing
Works) BPM 11/1(95).
Shafts and
Ventilation Buildings
3.46
Shafts
to be provided along the alignment will be used for tunnel ventilation during
the construction and operation phases.
These structures will also provide access for tunnelling equipment,
permanent material and spoil removal.
3.47
Shafts will be typically located at permanent ventilation
buildings to minimise the potential disturbance and impact to the public and
environment. Typically
the shaft will be sized for envisaged construction methods that will require
sizable openings and clear access space for the delivery and removal of
equipment (e.g. TBMs), spoil handling, material delivery and plant
maintenance. Based on requirement of the
construction methods and access needs, the sizes of these works sites have been
minimised as far as practicable.
3.48
Shafts and ventilation
buildings/EAPs will be typically constructed by C&C method. Diaphragm wall, sand drains, and struts as
the temporary excavation and lateral support system will be involved during the
construction of shafts. Casting of
diaphragm wall, which is a continuous underground concrete wall, will be
conducted before excavation works. This
wall would largely limit groundwater entering into the excavation area, and
therefore minimise the groundwater drawdown outside works boundary.
3.49
The SCL was gazetted
under the Railways Ordinance on 26 November 2010. Tentatively, SCL works will commence
in 2012 with completion in 2020. A preliminary construction programme for SCL
(HUH-ADM) is provided in Appendix
3.4.
3.50
A summary
of the key construction and operation phase elements is presented in Table 3.2 and Table 3.3
respectively. The summary presented is
based on the available preliminary design information and will be subject to
further study at the detailed engineering design stage.
Table 3.2 Construction Phase Elements
|
Sections |
Key Construction Items |
|
|
|
|
NOV to |
§ Demolition
of § Construction
of NOV § Hung Hom
Landfall Construction § Demolition
and reprovisioning of part of Freight Pier § Barging
activities at Freight Pier § Provisional
underwater blasting at south of Hung Hom Landfall |
|
|
|
|
Cross Harbour
section up to Breakwater of CBTS |
§ IMT
tunnel construction § Provisional
underwater blasting at the middle of the IMT tunnel fairway § Temporary
reclamation and C&C tunnel for a short section outside the breakwater of
CBTS |
|
Breakwater of CBTS
to SOV |
§ Temporary
reclamation and C&C tunnel at CBTS § Construction
of SOV § Construction
of TBM launching shaft § Demolition
and reprovisioning of POC |
|
SOV to EXH |
§ Construction
of underground tunnel by TBM method § Aboveground
construction works § Underpinning
of vehicular bridges § Diversion/reinstate
of footbridges § Diversion/reinstate
of box culverts § Barging
activities at ex-PCWA § Temporary
mooring area at ex-PCWA |
|
EXH |
§ Construction
of underground tunnel by C&C method § Construction
of underground station by C&C method § Aboveground
construction works § Construction
of aboveground ventilation shafts § Demolition
and reprovisioning of IGH/TP |
|
EXH to open space
at the junction of |
§ Construction
of underground tunnel and TBM launching shaft by C&C method § Aboveground
construction works |
|
Open space at the
junction of |
§ Construction
of underground tunnel by TBM Method § Aboveground
construction works § Construction
of Emergency Access Point (EAP) at Fenwick Street Children’s Playground § Demolition
and piles removal of part of Fleet Arcade § Reinstatement
of Fleet § Demolition
of pump house and piles removal of West Sewage Screening Plant § Temporary
diversion and piles removal of box culvert |
|
South of ADM to
Overrun Tunnel |
§ Construction
of overrun tunnel by drill & blast method § Design
and construction of the new ADM and HKB by SIL(E), except the following
construction activities: -
Fitting out works
within ADM; -
Installation of
atrium void at ADM; -
Demolition of existing
ventilation shaft near ADM atrium; -
Construction of
overrun tunnel with spoil mucking out works at ADM and HKB; and -
Construction of
SCL portion of HKB and reinstatement works. |
|
Casting of IMT
segments at |
§ Formation
of § Casting
IMT units § Operation
of Concrete Batching Plant and Barging Point |
Table 3.3 Operation Phase Elements
|
Sections |
Key Above-ground Operational Items |
|
|
|
|
HUH (under podium), Hung Hung Freight Pier to Hung Hom Landfall |
§ NOV |
|
|
|
|
Cross harbour
tunnel section up to Breakwater of CBTS |
§ SOV |
|
Breakwater of CBTS
to POC |
|
|
POC to Wanchai
Sports Ground |
|
|
Wanchai Sports
Ground to EXH |
§ EXH
ventilation shafts and cooling facilities |
|
EXH to |
§ EAP |
|
|
§
ADM ventilation shafts
and cooling facilities near Harcourt Garden/Citic Tower |
|
South of ADM to
Overrun Tunnel |
§
HKB |
3.51
No maintenance dredging of marine sediment is
envisaged for the immersed tube tunnel or other construction method during the
operation phase of the Project.
3.52
It should be noted
that the design and construction of the ADM including the HKB and ventilation
shafts in
3.53
Concurrent projects in the vicinity of the Project,
which would likely interact with this Project include:
·
SCL (TAW-HUH);
·
SCL (MKK–HUH);
·
KTE;
·
SIL(E);
·
WDII; and
·
CWB
3.54
To support the SCL operation, three options for
stabling sidings have been developed, including using only the Diamond Hill CDA
Site (namely DHS), only the former Hung Hom Freight
Yard (namely HHS) or a combination of both sites. Subsequent investigation for the preferred
sites concluded that the option of combination of DHS and HHS was found to be
not preferred and was not pursued further.
In this EIA Report, the stabling sidings in DHS which is presented in
the EIA Report of SCL (TAW-HUH) is assumed and hence cumulative environmental
impacts associated with the SCL (TAW-HUH) with the DHS option have been
assessed. The potential environmental impacts associated with the HHS together
with cumulative impacts from other projects have been assessed and presented in
another standalone EIA under the EIA Study Brief No. ESB-233/2011. In that
standalone EIA for SCL (HHS), the potential cumulative environmental impacts
from the Project and HHS, including landscape and visual, construction dust,
airborne noise, groundborne noise, water quality,
waste management and land contamination, have been assessed/addressed.
Adoption of the stabling sidings in DHS or HHS would be subject to the findings
of detailed engineering and EIA studies.
3.55
In terms of water quality assessment, the
assessment area covers the Victoria Harbour Water Control Zone (WCZ), the
Eastern Buffer WCZ and the Western Buffer WCZ and hence concurrent projects
within these WCZs are identified. They are:
·
Dredging Works for Proposed Cruise Terminal at Kai Tak (CT Dredging);
·
Marine construction works for the Kai Tak Development (KTD) Project;
·
Installation of Submarine Gas Pipelines from Ma Tau Kok to North Point
for
·
Road T2 and
·
Laying of
·
Dredging at
·
Lei Yue Mun Waterfront Enhancement; and
·
Container Terminal No. 10 (CT10)
3.56
The potential cumulative environmental impacts of
the identified concurrent projects during the construction and operation of the
Project are summarised in Table
3.4 below.
Table 3.4 Summary of
Concurrent Projects
|
Project |
Tentative Start |
Tentative Finish |
Construction Phase
Impact |
Operation Phase Impact |
|
SCL (TAW – HUH) |
2012 |
2018 |
· Cumulative dust and air-borne noise impact
at Hung Hom area |
· Cumulative ground-borne noise impact at
Hung Hom area |
|
SCL (MKK – HUH) |
2012 |
2018 |
· Cumulative dust and air-borne noise
impact at Hung Hom area |
· Cumulative fixed plant noise impact at
Hung Hom area |
|
KTE |
2011 |
2015 |
· Cumulative dust and air-borne noise
impact at Hung Hom Freight Pier |
· Not anticipated |
|
SIL(E) |
2011 |
2014 |
· Not anticipated since there is no
overlapping in construction period |
· Cumulative ground-borne and fixed plant noise
impacts at noise sensitive receivers around ADM and HKB |
|
WDII |
2010 |
2016 |
· Cumulative dust and air-borne noise
impact at Wanchai area · Cumulative water quality issue |
· Not anticipated |
|
CWB |
2009 |
2017 |
· Cumulative dust, water quality and air-borne
noise impact at Wanchai area |
· Not anticipated |
|
CT Dredging |
2013 |
2016 |
· Cumulative water quality issue |
· Not anticipated |
|
Runway Opening under the KTD Project |
2014 |
unknown |
· Small-scale dredging at 2km away,
cumulative impact not anticipated |
· Not anticipated |
|
Disused Fuel Dolphin under the KTD Project |
unknown |
unknown |
· No dredging work, cumulative impact not anticipated |
· Not anticipated |
|
Installation of New Submarine Gas Main |
2012 |
2012 |
· Cumulative water quality impact with the
Protection Works at CBTS that has been covered under
separate EIA Study (ESB-213/2010) |
· Not anticipated |
|
Road T2 |
2012 |
2016 |
· Cumulative water quality issue |
· Not anticipated |
|
CKR |
2015 |
2020 |
· Cumulative water quality issue |
· Not anticipated |
|
Laying of |
2010 |
2012 |
· Cumulative water quality impact with the
Protection Works at CBTS that has been covered under
separate EIA Study (ESB-213/2010) |
· Not anticipated |
|
KTCB and its Approach Channel |
unknown |
unknown |
· More than 8km away, cumulative impact
not anticipated |
· Not anticipated |
|
Lei Yue Mun Waterfront Enhancement |
unknown |
unknown |
· At least 4km away, cumulative impact not
anticipated |
· Not anticipated |
|
CT10 |
unknown |
unknown |
· More than 8km away, cumulative impact
not anticipated |
· Not anticipated |
3.58
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 Corporation 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. Table 3.5
summaries the public consultation activities.
Table 3.5 Summary
of Public Consultation Activities
|
Date |
Public
Consultation Activity |
|
16
June 2009 |
First Professional Forum |
|
6
July 2009 |
CBTS
Stakeholder Briefing cum Forum |
|
21
July 2009 |
Presentation
to Wan Chai District Council |
|
23
July 2009 |
Presentation
to Eastern District Council |
|
5
August 2009 |
Seminar
for The Hong Kong Institute of Planners (HKIP) |
|
17
August 2009 |
Presentation
to Harbour-front Enhancement Committee (HEC) |
|
18
August 2009 |
Seminar
for The Chartered |
|
19
August 2009 |
Seminar
for The Hong Kong Institute of Architects (HKIA) |
|
24
August 2009 |
Public
Forum – The New Territories |
|
29
August 2009 |
Public
Forum – |
|
1
September 2009 |
Public
Forum – |
|
10
September 2009 |
Presentation
to Yau Tsim Mong District Council |
|
14
September 2009 |
Presentation
to North District Council |
|
29
September 2009 |
Presentation
to Kwun Tong District Council |
|
9
November 2009 |
CBTS
Stakeholder Briefing cum Forum (PMA users) |
|
20
November 2009 |
Seminar
for |
|
30
November 2009 |
Presentation
to Southern District Council |
|
4
December 2009 |
Second Professional Forum |
|
16
April 2010 |
Presentation to
Central and Western District Council |
|
17
June 2010 |
Presentation to
Eastern District Council |
|
16
July 2010 |
Presentation to
Eastern District Council |
|
26
July 2010 |
Presentation to
Southern District Council |
|
December
2010 to January 2011 |
Information
Paper on SCL to 18 District Councils |
|
18
January 2011 |
Presentation to
Wan Chai District Council |
|
18
and 20 April 2011 |
Briefing to CBTS
Stakeholders on SCL Protection Works |
3.59
Detailed
public’s feedbacks and recommendations on the SCL works in the harbour are
presented in the CCM Report that can be viewed at the website: http://www.mtr-shatincentrallink.hk/en/construction/work-in-victoria-harbour.html. Table 3.6 summaries
the key public views on the Cross Harbour Section of the Project.
Table 3.6 Summary of Key Public Views on the
Cross Harbour Section of the Project
|
Concern Groups |
Major Public Views Sought |
|
Professional
Institutes / Harbour Protection Concern Groups |
·
In the first Professional Forum and
subsequent seminars, most of the participants agreed that there was an overriding
public need for SCL. It was recognised that it could not only relieve
congestion of existing lines, but also increase mobility especially for those
from the ·
Most of them supported the finding that
there was no reasonable “no reclamation” option. ·
It was generally agreed that the Western
Alignment was a better option as it would cause less disruption to the CBTS
than the Eastern Alignment, and was a more direct route. ·
There was a view expressed that the extent
of the proposed temporary reclamation in the CBTS should be minimised. As explained in Chapter 6 of the CCM
Report, the SCL works have been integrated with the CWB project to optimise
the use of temporary reclamation formed under that project for SCL tunnel
construction. Other areas of temporary reclamation required for SCL
construction have been minimised and presented at the second Professional
Forum. ·
In response to suggestions by the public,
including one raised at the HKIA seminar,
alternative alignments which avoided passing through the CBTS were
investigated as discussed in Chapter 5 of the CCM Report. These options were
found to be unacceptable. ·
There was a view expressed that the SCL and
CWB projects teams should work closely together to avoid repeated temporary
reclamation and also if possible to reduce the period of construction to
minimize disruption to the stakeholders and the public. As described in
Chapter 6 of the CCM Report, this close liaison has taken place with the
result that it is now intended approximately 160m of the SCL tunnel be
constructed under the CWB project subject to the timely authorisation of the
SCL project. · The second Professional Forum was held in December 2009 to report the public consultation activities conducted, to update the design development and to explain how the reclamation would be minimized. The invitees were the same as those for the first Professional Forum, plus the non-official members of the Harbour-front Enhancement Committee. Participants recognized the coordination work undertaken between the SCL and CWB projects and supported the findings on the duration and the extent of temporary reclamation. |
|
Harbour-front
Enhancement Committee (HEC) |
·
Most of
the HEC members supported the SCL project. They opined that the option that
would be completed in the shortest period of time should be pursued, and
coordination with the CWB project should be necessary. They were concerned
about the temporary occupation of the harbour-front areas by different
railway projects and asked for mitigation measures to be implemented. ·
Suggestions
were offered that the temporary reclamation at CBTS could be further reduced
by extending the immersed tube tunnel method into the CBTS or by moving the
breakwater outward to provide more sheltered space and allow the SCL
construction to be expedited. However, as described in Paragraphs 6.3.15 and
6.3.16 of the CCM Report, the former impacted a similar extent of mooring
area in the CBTS and the latter option contravened the requirements of the
PHO. These findings were reviewed and
supported at the second Professional Forum. |
|
District
Councils |
·
An
information paper on the SCL (HUH-ADM) was sent to all 18 District Councils. Presentations
were given to Wan Chai, Eastern, Yau Tsim Mong, North, Kwun Tong and Southern
District Councils as requested to introduce the scheme. ·
Most of
the District Councillors considered that there is an overriding public need
for the SCL. Many District Councils urged for its early implementation. There
was no specific view on the findings that there would be no reasonable “no
reclamation” option but there was a preference for the Western Alignment. ·
Eastern
District Councillors expressed objection to any SCL works being carried out
in the CBTS, unless the agreement from all stakeholders of CBTS was obtained.
Follow-up meetings with the key Councillors representing the fishermen were
held to further explain the need for SCL to pass through CBTS, and a written
reply was subsequently sent to the District Council. As noted above it was
concluded in Chapter 5 of the CCM Report that the alignment must pass through
the CBTS. ·
Follow-up
meeting with Eastern District Council was held in July 2010 and the Councillor’s
view to obtain agreement from all stakeholders of CBTS was maintained.
On-going discussion with stakeholders in the CBTS will be carried out. |
|
Stakeholders
at CBTS |
·
A
Stakeholder Briefing cum Forum for CBTS users, except those in the Private
Mooring Area (PMA), who would be affected by the construction of SCL was held in early July 2009. Another briefing
specifically for PMA users in CBTS was organised in early November 2009. ·
Meetings
with individual stakeholders were held from June 2009 onwards in order to
better understand their concerns. Their views are summarised in the
followings: -
RHKYC did not object to the construction of the SCL. They had a number
of principal concerns and requirements including: the moorings that they had
should remain in CBTS; facilities for their operational and sailing
activities should be reprovisioned; the protection level offered by the
existing breakwater should not be compromised; and, sufficient depth should
be provided at reprovisioned locations for their moorings. These issues have
been considered in the development of the proposed construction approach
described in Chapter 6 of the CCM Report. -
The anchorage users preferred that the SCL be realigned to avoid
passing through the CBTS. However, on
the understanding that the SCL would pass through the CBTS, their primary
concerns were: on the duration of the works; the existing breakwater would be
removed exposing their moorings to risk, and, dredging would affect the
marine ecology and in turn their catches. The alternative alignment has been
reviewed and is not considered viable, as explained in Annex A and Chapters 4
and 5 of the CCM Report. Protection to the vessels in the CBTS has been a
major factor considered in developing the SCL scheme. The preferred scheme has
ensured that the level of protection will not be undermined during
construction of SCL. The impact due to dredging will be addressed in the SCL
EIA report and where necessary mitigation measures will be proposed. -
The PMA users expressed no particular strong views on the possible
postponement of their return to the CBTS for a period of up to 18 months
after completion of the CWB but were concerned about whether they would be
able to moor in the same location if they were able to return to the CBTS
within the 18-month period. Further discussions with the PMA users will be
held to address their concerns. - The commercial boat
operators did not object to the SCL and the possible postponement of their
return to the CBTS for a period of up to 18 months after completion of CWB
works in CBTS. Some requested to
reprovision their moorings temporarily within the harbour to accommodate
their operational requirements. They were concerned about the lack of
sufficient protection during typhoon if the moorings were to be reprovisioned
at non-typhoon shelter areas and asked for earlier completion of the works in
the CBTS. The approach adopted for the CWB project will continue to be
followed for the integrated CWB and SCL works. The approach is that those
moorings for commercial boats in PMA would remain in the CBTS during CWB
Stages 1 and 2 and would be reprovisioned at the ex-Wan Chai Public Cargo
Working Area (PCWA) basin during CWB Stages 3 and 4. |
|
Public
Forums |
·
At the three public forums held from late August to early September,
most of the participants showed strong support for the SCL project and many
urged for earlier completion of the SCL. The general view was that
reclamation should be minimized and close coordination with interfacing
projects would be necessary. There was a preference that the duration of
construction be minimised through close integration with the CWB project but
there was recognition that impacts on existing moorings also be mitigated. These
issues have been addressed in this Report, i.e. the extent of reclamation and
duration minimized. ·
Throughout the forums, no disagreement with the findings that there
was no reasonable ‘no-reclamation’ option was raised. |
3.60
To
conclude, 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 Western Alignment 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 minimize 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.