1.1.2 After thorough considerations, AAHK decided to provide the land
connection in the form of a bridge, namely Bonded Vehicular Bridge, to provide
a direct and effective linkage between the ITT and the HKBCF (hereafter referred to
as the “Project”).
The location of the Project and the tentative layout plan is shown in Figure 1.1. AAHK plans that only air transit passengers
by bonded vehicles will be permitted to access the area, and no public vehicle
will be allowed to access the Bonded Vehicular Bridge.
1.1.3 The Bonded Vehicular Bridge is situated between the HKBCF Island and
the ITT adjacent to the SkyPier and consists of a marine section in a marine
area between the HKIA and HKBCF Island and a land section on the HKBCF Island. The Project scale is anticipated to be small,
approximately 360 m long marine section and 210 m long land section of the
bridge. In addition, the Project
incorporates environmental friendly initiatives by using 100% electric
vehicles, hence, there will be no air pollutants emission during operation of
the Project.
1.1.4 The Project comprises the following which are classified as a
Designated Project (DP) under Part I, Schedule 2 of the Environmental Impact
Assessment Ordinance (EIAO).
·
Item A.8 - A road or railway bridge more than
100 m in length between abutments; and
·
Item C.3(a) - Reclamation works resulting in 5%
decrease in cross sectional area calculated on the basis of 0.0 mPD in a sea
channel.
1.1.5 An application for an Environmental Impact Assessment (EIA) Study
Brief under section 5(1)(a) of the EIAO was submitted to the Environmental
Protection Department (EPD) on 30 August 2017 with a Project Profile (No.
PP-556/2017) for the Project. An EIA
Study Brief (No. ESB-302/2017) was issued by EPD on 10 October 2017.
1.2
Purpose of this
Executive Summary
·
Section 2 – Purpose, nature, consideration of
alternative options for the site location, and construction methods of the
Project
·
Section 3 – Key findings of environmental impact
assessments
·
Section 4 – Environmental monitoring and audit
(EM&A) for the Project
·
Section 5 – Conclusions
2.1.1 The Project site is situated between the HKBCF Island and the HKIA, at
the south of the existing SkyPier on the Airport Island. The Bonded Vehicular Bridge serves as a land
connection between the HKBCF Island and the Intermodal Transfer Terminal (ITT)
building next to the SkyPier to be built by AAHK. Part of the bridge is located in the marine
area (marine section) and part on the HKBCF Island (land section). Location of the Project site and layout are
shown in Figure 1.1. The marine section of the
site is situated in a marine area between HKIA and HKBCF Island.
2.1.2 The Bonded Vehicular Bridge serves as a dedicated direct vehicular
access connecting the ITT of HKIA and HKBCF Island. The Bridge’s marine section is approximately
360 m in length, supported by bridge concrete piers. The Bridge’s land section spans over the
HKBCF Island with a total length of approximately 210 m.
2.2.1 It has always been AAHK’s policy to enhance HKIA’s facilities to
maintain and strengthen its position as an intermodal aviation hub in the
region. The Project is the most direct
and cost effective means of connecting the air passengers between the “airside”
of HKIA and HZMB for Bridge-to-Air (BTA) departure flight connections, or
Air-to-Bridge (ATB) onward road journey into PRD upon arrival. With the Project, ATB and BTA passengers can
simply travel on bonded vehicles directly to/from the HKBCF Island, without the
need to go through Hong Kong’s Custom, Immigration and Quarantine (CIQ)
procedures.
2.2.2 This Project is required to be a completely bonded environment for
the air passengers in order to satisfy the very stringent legal and security
requirements of various law enforcement agencies and the Security Bureau.
2.2.3 In view of the impending commissioning of the HZMB, the Project is
designed to provide a seamless and hassle-free connection between the ITT of
HKIA and HKBCF Island to facilitate the intermodal modal travel of air
passengers, in line with and further strengthening HKIA’s strategic positioning
and function as an international aviation hub in the region.
2.2.4 Coupled with HKIA’s expanding upstream check-in and baggage handling
service in the Pearl River Delta (PRD), the Project will further extend HKIA’s
connectivity in the region, in particular the western parts of the PRD. It is forecasted that by 2030, the
synergistic positive impact brought by the HZMB and ITT could help HKIA attract
about 3.7 million air passengers per year to fly into/out of HKIA through the
HZMB and ITT. International passengers,
Hong Kong and PRD residents will all benefit from the further enhanced
multimodal transport hub service at HKIA.
2.2.5 The Project incorporates environmental protection measures such as
100% adoption of electric vehicles and associated charging facilities in the
ITT.
2.3.1 In addition to the “Without Project” scenario, AAHK has explored
three different options to connect the “airside” of HKIA at ITT and HKBCF
Island. ATB/BTA passengers may be
carried by bonded vehicles via the public roads (Option 1 – Bonded Vehicle on
Public Road Approach) or via a bonded road (Option 2 – Bonded Vehicle on Bonded
Road Approach) or via a Bonded Vehicular Bridge directly linking (Option 3 –
Bonded Vehicular Bridge Approach) between the ITT and the HKBCF Island.
Option 1: Bonded Vehicle on Public Road Approach
2.3.2 Under this option, ATB/BTA passengers are transported to/from their
PRD destination/origin by bonded vehicles guarded by security staff inside the
vehicle via the public roads between HKBCF Island and the ITT (provided that the
passengers could be exempted from Hong Kong’s CIQ procedures). Illustration of Option 1 is presented in Figure 2.1. Passengers board the bonded vehicles at their
origin and alight at their destination with no stop in between. About an hour of vehicle travelling time for
ATB/BTA passengers is saved by obviating the need to go through CIQ clearance
at HKBCF and HKIA. Passenger convenience
is significantly improved from this “Without Project” scenario.
2.3.3 Under this option, the ATB/BTA passengers and the driver in the
bonded vehicle have not gone through the CIQ clearance before travelling on the
public road network of Hong Kong. If the
ATB/BTA passengers were to be exempted from the CIQ procedures of HKSAR, under
the requirements set by HKSAR Security Bureau and the law enforcement agencies,
the ATB/BTA passengers must remain in the “airside” after entering / before
departing HKIA, as if they were air-air transit/transfer passengers exempted
from the CIQ clearance requirements of HKSAR.
However, public roads are not “airside” which is legally defined as the
airport’s Restricted Area designated under the Airport Authority Ordinance (Cap
483) to restrict passenger / vehicle access, and impose aviation security
features (e.g. passenger security checks before entry). This option is therefore legally not viable.
Option 2: Bonded Vehicle on Bonded Road Approach
2.3.4 Same as Option 1, ATB/BTA passengers under this option are
transported to/from their PRD destination/origin by bonded vehicles via HKBCF
Island to/from the ITT without going through the CIQ clearance. What distinguishes this option from Option 1
is that the route of the bonded vehicles is restricted to a bonded road that
separates it from the Hong Kong public road traffic, i.e. Bonded Vehicle on
Bonded Road Approach. Illustration of
Option 2 is presented in Figure 2.2. This option requires one of the public roads
planned on HKBCF Island to be converted into a bonded road dedicated to the
bonded vehicular services to/from the ITT, and such bonded road will need to
cover the entire journey from the Public Transport Interchange on HKBCF Island
to the ITT on the Airport Island.
2.3.5 The “airside” of HKIA as a result of the conversion described in
Section 2.3.4 will have to be extended to cover the entire Bonded Road
connecting the ITT to HKBCF Island, and in order to legally satisfy the
security requirements, there must be additional security measures including the
erection of fences, installation of access control posts and closed circuit
TVs, etc., so as to segregate the bonded road from the public areas/roads on
Airport Island and HKBCF Island.
However, the fences will constitute a robust physical barrier, sterilising
valuable land use along the waterfront of the Airport Island. It will also create an eyesore to the
surrounding developments.
Option 3: Bonded Vehicular Bridge Approach
2.3.7 The “airside” of HKIA will be extended to both the marine and land
sections of the Bonded Vehicular Bridge by adding adequate security features in
the design including fences (primarily for the at-grade portion of the Bonded
Vehicular Bridge on the HKBCF Island, subject to agreement with law enforcement
agencies), access control posts and closed circuit TVs etc., so as to segregate
the Bonded Vehicular Bridge from public road traffic.
2.3.8 The approximately 360 m long marine section and 210 m long land
section of the bridge are all precast units that will reduce dust and noise
impacts during construction.
2.4
Selected Option
2.4.1 The “Without Project” scenario falls short of HKIA’s seamless and hassle-free
transfer service standard which constitutes a key competitive advantage of
HKIA. ATB/BTA passengers have to board
and alight the bus at both HKBCF and T1/T2 and go through the CIQ process in
HKSAR twice. Furthermore, the journey
distance and time are the longest, about an hour, in comparing with other
options.
2.4.2 Of the three options as reviewed in Section 2.3, Option 1 is not
selected due to its failure to meet the legal and security requirements.
2.4.3 Option 2 provides seamless and hassle-free transfer services for
ATB/BTA passengers by providing a bonded road connection between HKBCF Island
and the ITT. However, as comparing with
Option 3 in the engineering consideration aspects, this option would pose moderate
impact on traffic impact during construction, longer construction time and more
disturbance on landside air permeability.
Extra land take for land connection on Airport Island is also
required. Under the environmental
aspects, construction impact would affect the surrounding sensitive receivers
in the vicinity of the required extra land.
Land based construction works for the bounded roads and land connection
section on land will give rise to more construction & demolition (C&D)
materials and waste compared to sea-based construction works (Option 3). The erection of fences and/or guard posts for
the bonded land connection would pose visual impact on nearby Visual Sensitive
Receivers (VSRs), and undermine the amenity and landscaping value which could otherwise
be created at the waterfront of Airport Island.
As comparing with Option 3, the travelling distance from ITT to HKBCF
(or vice and verse) of this option is longer, leading to higher energy
consumption by electrical vehicles and carbon emissions by power plants.
2.4.4 Option 3 provides seamless and hassle-free transfer services for
ATB/BTA passengers by creating a bonded bridge connection between HKBCF Island
and the ITT. The travel distance for
passengers under this option is the shortest among all scenarios / options,
hence bringing enhancement of passenger convenience, but also help reduce road
traffic, energy consumption by vehicles and the associated environmental
impacts. The Bonded Vehicular Bridge is
located closer to visual sensitive receivers (e.g. SkyCity Marriott Hotel and
Passenger Clearance Building of HKBCF) and the bridge columns are required
within the sea channel between HKIA and HKBCF, mitigation measures may be
required to minimise the visual, ecological, water quality and hydraulic
impacts. However, Option 3 also has the most
extensive pre-cast construction among all options, which helps minimise local
environmental impact. This option will
not hamper access to light, air and view from the surrounding developments due
to the bridge’s remote location.
Security fence may be required only along its at-grade portion on HKBCF
but not the rest of the Bonded Vehicular Bridge (subject to agreement with law
enforcement agencies). As such, the
visual impact to the surroundings can be minimised.
2.4.5 Taking into account the need to maximise passenger convenience,
engineering considerations and environmental benefits, Option 3 is selected.
2.5.1 For the selected Option 3, the proposed Bonded Vehicular Bridge can
be erected by cast in-place concrete construction method, prefabricated steel
structure construction method or precast concrete construction method. Having considered the scale and site
condition of the proposed bridge, it is a more effective and environmentally
friendly approach to adopt precast concrete construction method.
2.6.1 The construction works of the Project will tentatively commence in
2020 for completion in 2022.
2.7.1
A review of available
information during preparation of the EIA identified a number of other planned
/ committed projects that may be implemented around the same time as this
project, and which may contribute to potential cumulative environmental
impacts. Where applicable, these concurrent
projects have been considered and incorporated into relevant technical
assessments as part of this EIA report.
3.1.1 This EIA Report has provided an assessment of the potential
environmental impacts associated with the construction and operation of the
Project, based on the engineering design information available at this
stage. The assessment has been conducted
in accordance with the EIA Study Brief (No. ESB-302/2017) issued for the
Project, covering the following environmental issues:
·
Air Quality impact;
·
Noise Impact;
·
Water Quality Impact;
·
Waste Management Implications;
·
Marine Ecological Impact;
·
Landscape and Visual Impact; and
·
Impact of Cultural Heritage.
3.2.1 The air quality assessment was conducted in accordance with the
criteria and guidelines as stated in Section 1 of Annex 4 and Annex 12 of the
Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM) and
the requirements in Clause 3.4.3 of the EIA Study Brief.
Construction Phase
3.2.2 Potential dust impact generated from construction activities, such
as site clearance, minor excavation with limited backfilling, wind erosion of
exposed area, and emission from powered mechanical equipment would not be
significant. With the implementation of
suitable practice and mitigation measures, potential impacts on nearby Air
Sensitive Receivers (ASRs) in the vicinity of the Project would not be
significant, and would be controlled to within relevant standards.
Operation Phase
3.2.3 The Project is a Bonded Vehicular Bridge situated between HKBCF
Island and HKIA. Only electric vehicles
will be used to provide the hassle-free bonded cross-boundary bus trips, and
potentially bonded limousine trips subject to regulatory approval from HKSAR
Security Bureau and law enforcement agencies.
As there will be no air pollutant emission during the operation of the
Project, no adverse air quality impact is anticipated.
3.3.1 The noise impact assessment was conducted in accordance with the criteria
and guidelines as stated in Annexes 5 and 13 of the EIAO-TM and the
requirements given in Clause 3.4.4 of the EIA Study Brief.
3.3.2 Based on the latest available information, no existing and planned
NSRs which rely on opened windows for ventilation is identified within the
assessment area. No adverse noise impact
will be generated from the construction and operation of the Project.
3.4.1 The water quality impact assessment was conducted in accordance with
the criteria and guidelines as stated in Annexes 6 and 14 of the EIAO-TM and
the requirements given in Clause 3.4.5 and Appendix C of the EIA Study
Brief.
Construction Phase
3.4.2 Precast concrete construction method will be used to minimise extent
and duration of construction activities on-site. Marine works for the Bonded Vehicular Bridge
will be limited to bridge piles construction with sediment excavation carried
out in a confined dry working environment.
There will be no open sea dredging.
With the implementation of proposed mitigation measures, no adverse
water quality impact due to marine construction of the Bonded Vehicular Bridge
would be expected.
3.4.3 The potential water quality impacts from the land-based construction
works would be associated with general construction activities, site run-off,
accidental spillage, and sewage effluent from construction workforce. The site practices as outlined in the
ProPECCPN 1/94 "Construction Site
Drainage" is recommended to minimise the potential water quality
impacts from the construction activities.
Proper site management and good site practices are also recommended to
ensure that construction wastes and other construction-related materials would
not enter the nearby marine water.
Sewage effluent arising from the construction workforce would be handled
through provision of portable toilets.
3.4.4 With the implementation of the above recommended mitigation
measures, the construction works for the Project would not result in adverse
water quality impacts. A water quality
monitoring and audit programme will be implemented to ensure that the
recommended mitigation measures are properly implemented.
Operation Phase
3.4.5 Potential hydrodynamic impact due to the presence of the marine
bridge piles of the Bonded Vehicular Bridge has been identified and assessed
under this study with the use of computational modelling approach. The model results showed that the change in
current velocity would be small and localised at the sea channel between HKIA
and HKBCF Island. No significant change
in flow regime at the sea channel is anticipated. The predicted change in momentary flow and
accumulated flow would also be minor, and significant change in flushing
capacity is not anticipated. No adverse
hydrodynamic impact would therefore be expected.
3.5.1 The waste management assessment was conducted based on the criteria
and guidelines as stated in Annexes 7 and 15 of the EIAO-TM and the
requirements set out under Clause 3.4.6 and Appendix D of the EIA Study
Brief.
3.5.3 The excavated sediment generated from the Project comprises of
land-based and marine-based sediment and the total volume is estimated to be
1,050 m3 with approximately 650 m3 being marine-based
sediment and 400 m3 being land-based sediment. Land-based sediment is expected to be
generated from the construction of bridge piers and abutment for the land
viaduct. The land-based sediment will be
treated using stabilisation / solidification technique, and will be reused on
site (e.g. as backfilling materials).
Marine-based sediment is anticipated to be excavated during the
construction of the sea portion of the bridge foundation and is recommended to
be disposed of at the designated marine disposal sites allocated by the Marine Fill Committee
(MFC) in accordance with Practice Note for
Authorized Persons, Registered Structural Engineers and Registered Geotechnical
Engineers ADV-21 - Management Framework for Disposal of Dredged / Excavated
Sediment (PNAP No. 252 (ADV-21)).
Based on the chemical and biological screening results, approximately
590 m3 of marine-based sediment is suitable for Type 1 - Open Sea
Disposal and 60 m3 of marine-based sediment is suitable for
Type 1 - Open Sea Disposal (Dedicated Sites). With the implementation of the recommended
mitigation measures and in accordance with the requirements of PNAP No. 252
(ADV-21), no adverse environment impacts would be expected from excavation,
treatment, transportation and disposal of sediment.
3.5.4 The main waste types generated during the operation of this Project
would be chemical waste and MSW from maintenance activities and staff. It is anticipated that no adverse impacts
would arise if the mitigation measures were strictly followed.
3.6.1 The marine ecological impact assessment was conducted following the criteria
and guidelines for evaluating and assessing ecological impact as stated in
Annexes 8 and 16 of the EIAO-TM respectively, and the requirements in Clause
3.4.7 and Appendix E of the EIA Study Brief.
3.6.2 Literature review, coral survey, benthos survey and intertidal
survey within the assessment area were conducted to establish the marine
ecological baseline of the Project site and its vicinity. Marine habitats within the assessment area
include subtidal hard substrate and soft bottom habitats, intertidal habitat
and marine waters. The ecological values
of the identified habitats are rated as low.
The proposed bridge marine section would unavoidably and directly affect
0.009 ha and indirectly impact 0.0087 ha subtidal soft and hard bottom
habitat/marine waters which have low ecological value.
3.6.3 In the vicinity of the Project area, some locally common coral
species were recorded, with small colony size (from 3 to 26 cm) and low
coverage (<5%), and most individuals in poor condition. Translocation of 23 coral colonies located
close to the pier 1 within the Project area is recommended as a precautionary
measure. Further mitigation measures such as the deployment of silt curtain and
other water quality control measures have been recommended to minimise indirect
impacts on the other coral colonies.
3.6.4 Intensive marine traffic within and outside of the assessment area
could potentially increase the chance of vessel collision to Chinese White
Dolphins (Sousa chinensis). Speed limit of 10 knots should be strictly
enforced on all construction-related vessels based upon a precautionary
approach to effectively reduce the possibility of lethal injury to the
dolphins.
3.6.5 Considering the small size and low ecological values of the affected
habitats, and the implementation of the recommended mitigation measures, the
direct and indirect marine ecological impacts are expected to be minor.
3.7.1 The landscape and visual impact assessment was conducted in
accordance with the criteria and guidelines as stated in Annexes 10 and 18 of
the EIAO-TM, and the requirements in Clause 3.4.8 and Appendix F of the EIA
Study Brief.
Construction Phase
3.7.2 The key impact on existing landscape and visual sensitive receivers
during the construction phase would include construction of the Bonded
Vehicular Bridge foundation using marine bored piles, construction of viaduct,
associated staging facilities and underground utilities, temporary works area
setup within the HKBCF and the inshore seawater area with associated construction
equipment, and removal of the planned amenity / compensatory tree as planned by
other projects on the HKBCF. In
accordance with the relevant criteria and guidelines for evaluating and
assessing landscape and visual impacts, it is considered that the residual
landscape and visual impacts initiated during the construction phase would be
slightly / insubstantial, which is acceptable with implementation of the
proposed mitigation measures.
Operation Phase
3.7.3 During the operational phase, the key source of landscape and visual
impacts would be limited to the erection of the Bonded Vehicular Bridge and
removal of the planned amenity/compensatory planting on the HKBCF. The overall residual landscape and visual impacts
during operational phase would be slight / insubstantial, which is acceptable
with implementation of the proposed mitigation measures.
3.8.1 The cultural heritage impact assessment was conducted in accordance
with the criteria and guidelines as stated in Annexes 10 and 19 of the EIAO-TM,
and the requirements in Clause 3.4.9 and Appendix G of the EIA Study Brief.
3.8.2 A baseline review on previous studies and reports relating to the
Project area was conducted. It has been
concluded that the seabed of the Project area has no marine archaeological
potential and further marine archaeological investigation is not required. No terrestrial archaeological potential and
built heritage resource are identified on reclaimed lands of HKIA and HKBCF
within the Project boundary. Thus, no
cultural heritage impact is anticipated.
4
ENVIRONMENTAL MONITORING AND AUDITING
4.1.1 Environmental Monitoring and Audit (EM&A) requirements for air
quality, water quality, waste management, marine ecology and landscape and
visual impacts have been recommended, with regular site inspection and audits
during construction phase to ensure that the recommended mitigation measures
are properly implemented. The EM&A
requirements are specified and detailed in the EM&A Manual.
5.1.1 The EIA Report provides information on the nature and extent of the
potential environmental impacts that may arise during the construction and
operation of the Bonded Vehicular Bridge and Associated Roads, in accordance
with the EIA Study Brief (No. ESB-302/2017), EIAO-TM and relevant
guidelines. Mitigation measures have
been proposed, where necessary and appropriate, to ensure full compliance with
environmental legislation and standards.
5.1.2 The EIA Report has concluded that the Project would be
environmentally acceptable. There would
be no unacceptable residual impacts on the nearby environmentally sensitive
receivers, with the implementation of the mitigation measures during
construction and operation phases. An
EM&A programme has been recommended to check the proper implementation of
these measures and monitor environmental compliance of the Project.