1
INTRODUCTION
1.1.2
The proposed Revised Trunk Road
T4 is part of the strategic road network connecting Sha Tin Road with Tsing Sha
Highway (TSH) and Shing Mun Tunnel Road (SMTR).
Traffic between Ma On Shan area and Tsuen Wan / West Kowloon areas have
to travel through Tai Po Road (Sha Tin Section) (TPR-ST) and other local roads
in Sha Tin area currently. The Project,
as a strategic route, would serve as a bypass route providing a direct
connection for through traffic between Ma On Shan area and Tsuen Wan / West
Kowloon areas without the need of travelling along the existing major roads in
Sha Tin Central, for example, TPR-ST, Tai Chung Kiu Road, etc., which are
already very busy especially in peak hours.
The Project will not only help to relieve traffic congestion on TPR-ST
and other major roads in Sha Tin area but it also improve the capacity of major
local road junctions by directing traffic between Ma On Shan area and Tsuen Wan
/ West Kowloon areas away from the local road network.
1.1.3
An Environmental Impact
Assessment (EIA) Study Brief for the Trunk Road T4 project (Study Brief No.
ESB-094/2001) was issued in January 2002 by the Director of Environmental
Protection in respect of a previous road alignment option. Based on this study
brief, the EIA report for Trunk Road T4 (EIA Report No. AEIAR-084/2005) was approved
by Environmental Protection Department (EPD) under the Environmental Impact
Assessment Ordinance (EIAO) in May 2005.
1.1.4
In October 2006, upon receipt
of support from the Traffic and Transport Committee (T&TC) of the Sha Tin
District Council (STDC), Trunk Road T4 was gazetted under the Roads (Works, Use
and Compensation) Ordinance. However, during
the objection period, considerable number of public objections to the gazetted
scheme were received. In view of the substantial
received objections, the originally proposed alignment was not adopted. STDC T&TC withdrew the support on the Trunk
Road T4 project and passed the motions that the Government should monitor and
review the traffic condition of Sha Tin area after the commissioning of Tsing
Sha Highway to determine whether Trunk Road T4 is still needed. The Trunk Road T4 project was therefore put
on hold.
1.1.5
In March 2016, CEDD appointed a
consultant to carry out a traffic review study under Agreement No. CE 71/2015 (HY)
Traffic Study on Major Roads in Sha Tin – Feasibility Study to review the
traffic situations in Sha Tin, identify the traffic problems and recommend
mitigation measures. The feasibility
study recommended, amongst other things, that Trunk Road T4 should be regarded as
a medium-term measure to relieve traffic congestion in Sha Tin. To address the objections received during previous
gazettal, an alternative alignment of Trunk Road T4 (“Revised Trunk Road T4”) is
proposed, under which the eastbound viaducts will be shifted away from the
Scenery Court avoiding the conflict with existing Old and Valuable Trees (OVTs)
along Chung Ling Road and the originally proposed viaducts in front of Sha Tin
Tau Village (as well as the Riverpark, which did not exist during previous
gazettal) will be converted to depressed roads and underpass. In January 2018, STDC T&TC gave the
support on the Revised Trunk Road T4 scheme. The location plan of the Project is shown in Figure 1.1.
1.1.6
Due to the major changes in
road alignment, revision in form of structures, provision of additional slip
roads, introduction of new sensitive receivers and new assessment requirements
on the Revised Trunk Road T4 scheme, the findings and recommendations in the
EIA Report (Report No. AEIAR-084/2005) are no longer valid. Therefore, it is
considered a fresh EIA study for the Revised Trunk Road T4 will be required.
1.2
Purpose, Objective and
Benefits of the Project
1.2.1
The Project is designed to
provide a direct connection for through traffic between Ma On Shan area and Tsuen Wan / West Kowloon areas bypassing the busy
at-grade road network of Sha Tin Central.
Road users can be benefited from this direct connection route travelling
between different districts such as Tai Wai, Ma On
Shan, Tsuen Wan and West Kowloon etc. It
is also identified as a medium-term mitigation measure to alleviate the traffic
congestion in Sha Tin District, in particular, Tai Po Road (Sha Tin Section) and
some major road junctions.
1.2.2
The scope of the Project mainly
comprises:
·
Construction of dual two-lane
elevated carriageways of approximately 1.4km long connecting Shing Mun Tunnel
Road and Tsing Sha Highway to the proposed at-grade carriageways fronting the Riverpark;
·
Construction of dual two-lane
at-grade carriageways and underpasses of approximately 600m long between the
Riverpark and Tsang Tai Uk;
·
Construction of a slip road of
approximately 80m long near the Riverpark connecting at-grade carriageway
northbound and Lion Rock Tunnel Road northbound across Shing Mun River Channel;
·
Construction of a slip road of
approximately 300m long near Tsang Tai Uk connecting
Lion Rock Tunnel Road southbound and Sha Tin Road eastbound;
·
Widening of a section of Sha
Tin Road of approximately 150m long from a dual two-lane carriageway to a dual
four-lane carriageway;
·
Modification of a section of
the elevated carriageway of Shing Mun Tunnel Road eastbound near Chung Ling
Lane of approximately 200m long to provide extra space for improved merging of traffic;
·
Modification and realignment of
a section of Tung Lo Wan Hill Road, Chung Ling Road, Chung Ling Lane, Tai Po
Road (Tai Wai Section), Shing Chuen Road, Shing Wan Road, Man Lam Road and Man
Lai Road;
·
Construction of an at-grade and
an elevated footpath of approximately 50m long across the proposed underpass
near Sha Tin Tau Village;
·
Construction of an elevated
cycle track and an elevated footpath of approximately 100m long across Shing
Mun River Channel;
·
Demolition of the existing
subways across Lion Rock Tunnel Road fronting the Riverpark and construction of
an elevated cycle track and an elevated footpath with lifts and staircases
across Lion Rock Tunnel Road fronting the Riverpark;
·
Demolition of the existing
pedestrian subway across Che Kung Miu Road and Lion
Rock Tunnel near MTR Che Kung Temple Station and construction of an elevated
footpath with lifts and staircases across Che Kung Miu
Road;
·
Ancillary works including
geotechnical, drainage, sewerage, water, utilities, lighting, landscaping,
electrical and mechanical works, construction/reconstruction of noise barriers,
retaining walls, slope improvement, mitigation works for natural terrain hazard
near Shing Mun Tunnel Road and within Lion Rock Country Park and installation
of street furniture and traffic aids; and
·
Modification of Existing Noise
Barrier/Enclosure at Tsing Sha Highway (Trunk Road T3).
1.3.2
The Project comprises the following which are classified as a
Designated Project (DP) under Part I, Schedule 2 of the EIAO:
1.3.3
Item A.1 - A road which is an expressway, trunk
road, primary distributor road or district distributor road including new
roads, and major extensions or improvements to existing roads
The new road sections under the Revised Trunk Road T4 comprise of
expressway, trunk road and primary distributor road. Besides, the following items under the scope
of works also constitute a DP item under A.1:
·
Construction of a slip road
near the Riverpark connecting at-grade carriageway northbound and the existing northbound
of Lion Rock Tunnel Road (between Tai Po Road – Tai Wai and Che Kung Miu Road) crossing Shing Mun River Channel via Lion Bridge which
is a primary distributor road (PD);
·
Construction of a slip road
near Tsang Tai Uk connecting existing at-grade
carriageway of Lion Rock Tunnel Road southbound which is a primary distributor
road (PD) to Sha Tin Road eastbound;
·
Widening of a section of Sha
Tin Road fronting Pok Hong Estate which is an
expressway; and
·
Modification of a section of
the elevated carriageway of Shing Mun Tunnel Road eastbound near Chung Ling
Lane which is an urban trunk road (UT).
1.3.4
Item A.8 - A road or railway
bridge more than 100 m in length between abutments
The construction
of dual two-lane elevated carriageways which is approximately 1.4km long
connecting Shing Mun Tunnel Road and Tsing Sha Highway across Shing Mun River
Channel to the proposed at-grade carriageways fronting the Riverpark and hence
is a DP under Item A.8 of Schedule 2, Part 1 of the EIAO.
1.3.5
Item Q.1 - All
projects including new access roads, railways, sewers, sewage treatment
facilities, earthworks, dredging works and other building works partly or
wholly in an existing country park
Additional traffic lanes of the depressed road
section of the Revised Trunk Road T4(EB) & (WB) and the proposed slip road
SR6-1 will be merged with existing carriageway of Sha Tin Road. As such,
existing slope along Sha Tin Road is required to set back from the carriageway in order to accommodate the additional traffic lanes
sandwiched between Pok Hong Estate at the north and
Lion Rock Country Park at the south.
Natural terrain hazard mitigation works including the erection of rigid
and flexible barriers etc. are necessary to enhance the stability of the
existing natural slopes in order to protect road users
along Sha Tin Road when the Project is in operation. As some of the natural
terrain hazard mitigation works will be carried out within the catchment of the
affected slope where they are situated within the boundary of Lion Rock Country
Park, such natural terrain hazard mitigation works fall within the meaning of
Item Q.1 of Schedule 2, Part 1 of the EIAO.
1.4.1
The EIA Ordinance comes into
operation on 1 April 1998. Since Shing
Mun River Channel (SMRC) has been completed before the EIA Ordinance was in force,
SMRC is classified as an exempted DP under Item I.1(a), Part I, Schedule 2 of
the EIAO. It is confirmed that the
Project will not have changes to the SMRC that may constitute material changes with
following explanation.
1.4.2
No river training or diversion works is required at SMRC for the
construction of the Revised Trunk Road T4 vehicular bridges and an elevated
cycle track and an elevated footpath across SMRC. The works at SMRC includes construction of a
new bridge piers in bullet shape which will be placed aligning to the existing
piers of the Lion Bridge, in order to minimize the impediment of water flow at
SMRC. With reference to Section 3 to Section 10, with the
implementation of the proposed environmental mitigation measures during
construction and operation phase of the Project, adverse environmental impacts are
not anticipated. Thus, it is confirmed
that such construction activities will not constitute material changes which
are defined in Section 6.1 of the EIAO-TM, to an exempted DP.
1.5.1
In accordance with Section 6.2
of the EIAO-TM, the environmental impact of a designated project, for which an
environmental permit has been issued, is considered to be materially changed if
the environmental performance requirements set out in the EIA report for the
project may be exceeded or violated even with the mitigation measures in
place. The elevated section of Tsing Sha
Highway (Trunk Road T3) between Mei Tin Road and Lion Rock Tunnel Road is an
urban trunk road. Being a designated project under Part I of Schedule 2 of the
EIAO, it is controlled by an existing environmental permit (No. EP-135/2002/J)
for construction and operation.
1.5.2
To facilitate the construction
of the T4, the following changes to the existing noise barriers and/or
semi-noise enclosure at Tsing Sha Highway is required. The potential
environmental impacts during both construction and operation phases due to the
following changes have been reviewed and addressed in this EIA report. Based on
the findings described in Section 3 and Section 4 for air quality
assessment and noise impact assessment respectively, potential air quality and
noise impacts due to the following changes to the existing noise mitigation
measures at Tsing Sha Highway are not expected to be adverse. Besides, no other adverse environmental
impacts would be anticipated. Hence,
according to Section 6.2 of the EIAO-TM, the following changes to the existing
noise mitigation measures would not constitute a material change to the
environmental impact of the Tsing Sha Highway.
·
Temporary removal of a 5m vertical noise barrier of approximately 10m in
length;
·
Temporary removal of a 6m vertical noise barrier of approximately 5m in length;
·
Temporary removal of a 5.8m with 3m cantilever noise barrier of
approximately 20m in length;
·
Temporary removal of a semi-enclosure of approximately 55m in length;
·
Permanent removal of a 3m vertical noise barrier of approximately 60m in
length.
1.6.1
The purpose of the EIA study is
to provide information on the nature and extent of environmental impacts
arising from the construction and operation of the Project and the associated
works that take place concurrently. This
information will contribute to decisions on:
·
the overall acceptability of
any adverse environmental consequences that are likely to arise as a result of
the Project;
·
the conditions and requirements
for the detailed design, construction and operation of
the Project to mitigate against adverse environmental consequences wherever
practicable; and
·
the acceptability of residual
impacts after the proposed mitigation measures are implemented.
1.7.1
The objectives of the EIA study
as defined in Section 2 of the EIA Study Brief are as follows:
(i)
to describe the Project and
associated works together with the requirements and environmental benefits for
carrying out the proposed Project;
(ii)
to identify and describe the
elements of the community and environment likely to be affected by the Project
and/or likely to cause adverse impacts to the Project, including both the
natural and man-made environment and the associated environmental constraints;
(iii) to provide information on the consideration of alternative options
of the alignment, design, layout, location, scale and extent of the Project and
the construction methods with a view to avoiding or minimising potential
environmental impacts to environmentally sensitive areas and sensitive uses; to
compare the environmental benefits and dis-benefits of different options; to
provide reasons for selecting the preferred option(s) and to describe the part
environmental factors played in the selection of preferred option(s);
(iv) to identify and quantify emission sources (including air quality,
noise, water quality and waste, etc. as appropriate) and determine the
significance of impacts on sensitive receivers and potential affected uses;
(v)
to identify and quantify
potential waste management issues and impacts arising as a result of the
construction activities of the Project;
(vi) to identify and quantify contaminated land within any project area
for development works, and to propose measures to avoid disposal in the first instance;
(vii) to identify, assess and quantify any potential ecological impacts
arising from the Project, including potential losses or damage to flora, fauna
and natural habitats; and to propose measures to mitigate these impacts;
(viii) to identify any potential landscape and visual impacts and to
propose measures to mitigate these impacts;
(ix) to identify any negative impacts on cultural heritage and to propose
measures to mitigate these impacts;
(x)
to propose the provision of
infrastructure or mitigation measures so as to minimise pollution,
environmental disturbance and nuisance during construction and operation of the
Project;
(xi) to investigate the feasibility, practicability, effectiveness and
implications of the proposed mitigation measures;
(xii) to identify, predict and evaluate the residual (i.e. after
practicable mitigation) environmental impacts and the cumulative effects
expected to arise during the construction and operation phases of the Project
in relation to the sensitive receivers and potential affected uses;
(xiii) to identify, assess and specify methods, measures and standards, to
be included in the detailed design, construction and operation of the Project
which are necessary to mitigate these environmental impacts and cumulative
effects and reduce them to acceptable levels;
(xiv) to identify within the scope of the EIA study as defined in Section
3.2 of the EIA Study Brief, any individual works that constitute material
change(s) to exempted project(s) or other designated projects(s) under the
EIAO; to ascertain whether the EIA Study has adequately addressed the environmental
impact of these change(s) to exempted project(s); and where necessary, to
identify the outstanding issues that need to be addressed;
(xv) to design and specify the environmental monitoring and audit
requirements; and
(xvi) to identify any additional studies necessary to implement the
mitigation measures of monitoring and proposals recommended in the EIA report.
1.8.1
As described in Section 1.1,
the Project is designed to provide a direct connection for through traffic
between Ma On Shan area and Tsuen Wan / West Kowloon
areas bypassing the busy at-grade road network of Sha Tin Central. Road users can be benefited from this direct
connection route travelling between different districts such as Tai Wai, Ma On Shan, Tsuen Wan and West Kowloon etc. It is also identified as a medium-term
mitigation measure to alleviate the traffic congestion in Sha Tin District, in
particular, Tai Po Road (Sha Tin Section) and some major road junctions.
Existing Traffic
Condition
1.8.2
Tai Po Road (Sha Tin Section)
(TPR-ST) is a major trunk road in Sha Tin area providing direct connection for
traffic from North District via Tolo Highway to West Kowloon and Tsuen Wan areas. Heavy traffic flow and traffic congestion are
observed during morning and evening peak hours in both traffic bounds of this
trunk road. From the traffic flow data
collected in 2019, both traffic bounds of TPR-ST between Fo
Tan Road and Sha Tin Rural Committee Road (STRCR) were observed to be under manageable
degree of traffic condition during morning peak hours(Volume/Capacity
(V/C) ratio between 1.0 and 1.2). Traffic condition in the evening peak hour was even worse for the TPR-ST
northbound which indicates more serious congestion with
traffic speed progressively deteriorating due to further increase in traffic
flow (V/C ratio > 1.2). A manageable degree
of traffic condition was
identified for the section of TPR-ST to the south of STRCR for both traffic
bounds (V/C ratio between 1.0 and 1.2).
1.8.3
Other than TPR-ST, traffic congestions were also found
during morning peak hours in Lion Rock Tunnel southbound, Tate’s Cairn Tunnel
and Tai Wai Tunnel heading to the urban area of Kowloon (V/C ratio between 1.0
and 1.2).
1.8.4
Heavy traffic movements were also
observed along Tai Chung Kiu Road and STRCR and their associated road junctions
(J/Os) resulting traffic congestion during peak hours. From the traffic flow data collected, the
road junction of STRCR/Slip Roads of TPR-ST, the road junction of STRCR/Yuen Wo
Road and the road junction of Sha Tin Wai Road/Tai Chung Kiu Road were
operating with capacity problems during peak periods.
Provision of Revised
Trunk Road T4
1.8.5
The Project introduces the implementation of the Revised Trunk Road T4. Upon completion of the Revised Trunk Road T4,
traffic between Ma On Shan area and Tsuen Wan / Western Kowloon areas will no
longer require to pass through those congested at-grade road sections in Sha
Tin area such as TPR-ST, Tai Chung Kiu Road and STRCR but can travel on a
dedicated road link at design speed of 70 km/hr bypassing the at-grade road
traffic of Sha Tin Central. It can
provide a direct link between the southeast to northwest vehicular movements
within Sha Tin. Thus, the journey time
of traffic between Ma On Shan and Tsuen Wan / West
Kowloon areas can be shortened.
Scenario “without”
Project
1.9.1
Without the implementation of the Project, even with the completion of
Widening and Reconstruction of TPR-ST project scheduled tentatively in 2023, capacity
problem is anticipated to be experienced in 2028 and beyond at the following
major road links and road junctions in Sha Tin area which include:
·
Tolo Highway (between Pak Shek Kok and Ma Liu
Shui)
·
Tai Po Road – Sha Tin (between
Ma Liu Shui and Fo Tan)
·
Tai Po Road – Sha Tin (near Fo Tan Road)
·
Tai Po Road – Sha Tin (between Fo Tan Road and Sha Tin Rural Committee Road)
·
Tai Po Road – Sha Tin (south of
Sha Tin Rural Committee Road)
·
Tate’s Cairn Highway (T6
Bridge)
·
Tate’s Cairn Highway (between
T6 Bridge and Shek Mun Interchange)
·
A Kung Kok Street near Sha Tin
Hospital
·
Tate’s Cairn Tunnel
·
Lion Rock Tunnel
·
Tai Wai Tunnel
·
J/O Chak
Cheung Street / Slip Roads of Tolo Highway &
Tate's Cairn Highway
·
J/O Chak
Cheung Street / Science Park Road
·
J/O Fo
Tan Road / Off Ramp from Tai Po Road - Sha Tin / Lok King Street
·
J/O Fo
Tan Road / Tai Chung Kiu Road / Slip Roads of Sha Tin Road
·
J/O Sha Tin Rural Committee
Road / Slip Roads of Tai Po Road - Tai Wai
·
J/O Sha Tin Rural Committee
Road / Yuen Wo Road
·
J/O Sha Tin Wai Road / Tai
Chung Kiu Road
·
J/O Tai Chung Kiu Road / Siu
Lek Yuen Road
·
J/O Tai Chung Kiu Road / On
King Street/ On Lai Street
·
J/O Lion Rock Tunnel Road / Che
Kung Miu Road/ Tai Chung Kiu Road
1.9.2
The southbound of Lion Rock Tunnel (LRT) and Tate’s Cairn Tunnel (TCT)
heading to Kowloon are anticipated to experience serious congestion with
traffic speed progressively deteriorating with further increase in traffic
during morning peak hours (V/C ratio > 1.2).
1.9.3
Road junction of Sha Tin Rural
Committee Road (STRCR) / Yuen Wo Road (YWR) and road junction of Sha Tin Wai Road (STWR) /
Tai Chung Kiu Road (TCKR) are anticipated to be overloaded and highly
saturated, with vehicles likely to wait for more than one traffic light cycle for
passing through the junction during peak periods (Reserve Capacity (R.C.) < 0%).
1.9.4
In case the Project could be completed and operated in 2028, capacity
problem on traffic flow of the major road links and junctions mentioned in Section
1.8.2 to Section 1.8.4 will be relieved or even resolved.
1.9.5
In addition, both traffic bounds of TPR-ST between
Fo Tan Road and STRCR are anticipated to have
sufficient capacity to cope with the anticipated vehicular traffic volume
during both morning and evening peak hours (V/C ratio < 1.0) in 2028 and even
up to 2033. The section of TPR-ST to the
south of STRCR for both directions are also anticipated to have sufficient
capacity (V/C ratio < 1.0) as well.
Scenario “with” Project
1.9.6
With the Project in place, the critical V/C ratio for the southbound of LRT
will be reduced during morning peak hours.
Meanwhile, the traffic condition of TCT is anticipated to be improved at
its eastbound traffic during morning peak hours.
1.9.7
As the Project will provide a direct link to traffic heading to Tsing
Sha Highway and Shing Mun Tunnel, a decrease in traffic volume on STRCR will be
expected. As a result, the reserve
capacity of the road junction of STRCR/YWR will be improved during evening peak
hours. Similar to the case of STRCR, a
decrease in traffic flow on TCKR will also be expected with the operation of the
Project. Hence, the reserve capacity of the
junction of STWR / TCKR will also be improved during morning peak hours.
1.10.1
In case the Project cannot be
proceeded according to the proposed schedule, traffic travelling between Ma On
Shan area and Tsuen Wan / Western Kowloon areas will require to pass through
those congested at-grade road sections in Sha Tin Central such as TPR-ST, TCKR
and STRCR, which will further worsen the traffic conditions of the heavily
trafficked roads in Sha Tin results in longer queuing length and longer travelling
time.
1.10.2
In addition, the traffic
congestion problem in the major road links and junctions as described in Section 1.8.2 to 1.8.4 will unlikely be
relieved without the implementation of the Project.
1.11.1
Construction of the Project is
scheduled to commence in 2023 Q4 tentatively.
The construction works will take approximately 5 years for completion and
the targeted commissioning date of the Project will be in Q3 2028 tentatively. Details of the construction programme and the
measures recommended to be taken during construction are presented in Section
2.7.
1.12.1
Concurrent projects in the
vicinity of the Project site are identified.
The status of these concurrent projects is based on the available
information obtained during the course of the EIA Study. It should be noted that the implementation of
individual project would be subject to further development and subsequent
actions of the respective project proponent.
Widening and
Reconstruction of Tai Po Road (Sha Tin Section)
1.12.2
The existing Tai Po Road (Sha
Tin Section) (TPR-ST) is an essential primary distributor road linking
Northeast New Territories with Kowloon and Tsuen Wan areas. The widening of TPR-ST from a dual 2-lane to
dual-3 lane carriageway, together with other related traffic improvement and
road reconstruction works are needed to cope with the continuous increase of
traffic demand due to the existing, committed and planned developments.
1.12.3
Widening of TPR-ST is a designated project under the EIAO and is
controlled by an environmental permit (EP-463/2013/B) for construction and
operation. A comprehensive review has been conducted to ascertain the validity
and acceptability of the environmental impacts assessed in the previously
approved EIA report (Register: AEIAR-020/1999) and the EP which covered the
current scope of the Project.
1.12.4
Construction works for the
Widening of TPR-ST will be completed in Q1 2023 tentatively which is before the
commencement of the construction for the Project (i.e. not concurrent project
under construction phase) which will commence in Q4 2023 tentatively, and
potential cumulative impacts involving this project during the construction of the
Project is not anticipated. Furthermore,
as the forecast traffic flow data adopted for the air quality and noise impact
assessments in the Project has already included the effect of the completion of
Widening and Reconstruction of TPR-ST Project, the cumulative impact during the
operation phase of the Project in association with the Widening and
Reconstruction of TRP-ST project has been considered. Though cumulative
indirect ecological impacts due to dust, noise and glare would be anticipated
at the developed area habitats near Tung Lo Wan. Nevertheless, since this potentially affected
habitat is already urbanized and subjected to similar disturbance under current
condition, no unacceptable cumulative indirect ecological impacts during the
operation phase are expected. Apart
from this, no other cumulative environmental impacts would be anticipated
during operation phase of the Widening and Reconstruction of TPR-ST.
Improvement of Lion Rock
Tunnel
1.12.5
According to the EIA Study
Brief “Improvement of Lion Rock Tunnel” (No. ESB-323/2019), this project is to
provide comprehensive rehabilitation to the existing Lion Rock Tunnel (LRT) and
enhance the capacity of the LRT and the connecting roads to improve the traffic
flow.
1.12.6
Based on the latest available
information, the tentative construction work of the entire Improvement of LRT
project will be commenced in 2025 for completion by 2035. As the road
widening works of LRT Road at the section near Sun Tin Wai Estate/Fung Shing
Court undertaking by LRT Project will commence in December 2028 while the
construction of the Project will be completed in September 2028, no potential
cumulative impact due to the construction of the Improvement of LRT
project will be anticipated in this EIA Study. Furthermore, as the
forecast traffic flow data adopted for the air quality and noise impact
assessments in the Project has already included the effect of the Improvement
of LRT Project, the cumulative impact during the operation phase of the Project
in association with the Improvement of LRT project has been considered.
1.12.7
Based on the findings in Section
8, under the proposed footprint of Improvement of LRT project, about 0.16
ha of woodland located within Lion Rock Country Park (LRCP) along the LRT Road
and at LRT portal at Shatin would be unavoidably affected. Given only very
small area of woodland and mixed woodland (about 166m2 in total) within LRCP at
south of Sha Tin Road would be affected under T4 and would only result in minor
direct impact to LRCP, it is anticipated this small affected woodland and mixed
woodland area would not incur any unacceptable cumulative direct impact to
LRCP. Cumulative indirect ecological impacts
such as noise, dust and glare would be likely expected near the developed area
habitat near Sha Tin Tau Village, and woodland and mixed woodland habitat located
south to Sha Tin Road within LRCP. Since
these affected habitats are already subjected to regular disturbance from the
existing Sha Tin Road and LRT Road, the cumulative indirect ecological impacts
are expected to be acceptable. Apart
from this, no other cumulative environmental impacts would be anticipated
during operation phase of the Improvement of Lion Rock Tunnel.
Revitalisation of Tai
Wai Nullah
1.12.8
According to the EIA Study
Brief “Revitalisation of Tai Wai Nullah” (No.
ESB-320/2019), the project is to revitalise the existing Tai Wai Nullah with an
aim to enhance the ecological value of the nullah, provide a greener
environment, promote water friendliness and improve the community environment. The Revitalisation of Tai Wai Nullah also
includes necessary drainage improvement works to the nullah, and provision of
dry weather flow intercepting devices to improve the water quality.
1.12.9
The construction works of
Revitalisation of Tai Wai Nullah are tentatively scheduled to commence in Q3
2024 for completion by Q4 2029, which will overlap with the tentative
construction programme of the Project. Since a section of Tai Wai Nullah near
the existing Shing Mun Tunnel Road falls inside the Study Area of the
Project. There is potential concurrent
works between the Revitalisation of Tai Wai Nullah project and the Project. Although solid information on the construction
programme of the Revitalisation of Tai Wai Nullah project is not available at
this stage, in accordance with the EIA Study Brief of Revitalisation of Tai Wai
Nullah, excavation works within or close to the existing nullah bed would be
carried out during dry seasons whenever possible. Besides, in view that the most dusty and noisy
construction works of the Revised Trunk Road T4 within the site area of overlapping with the Revitalisation of
Tai Wai Nullah project would be the foundation works for the Revised Trunk Road T4 viaducts, the tentative
construction programme and works at the interface area between the two projects
could be arranged efficiently, e.g. scheduling works to be carried out during
dry season, through close liaison between DSD’s and CEDD’s contractors of the
Revitalisation of Tai Wai Nullah project and the Project respectively in order
to avoid construction works of respective works contracts to be carried out
concurrently at the same interfacing areas and CEDD has agreed to include this
requirement in the respective works contract.
With such arrangement in place, cumulative construction environmental
impacts, and water quality impacts upon the downstream water body could be minimised.
1.12.10
Furthermore, due to the nature
of the Revitalisation of Tai Wai Nullah project (i.e. a project with no
vehicular and traffic noise emission), no cumulative
environmental impact is anticipated during operation phase of the Project in
association with the Revitalization of Tai Wai Nullah project.
1.12.11
The key details of these
identified planned/committed projects are summarized in Table 1.1. The locations of
these projects from which potential cumulative impact may arise are shown in Figure
1.2. Cumulative impacts from the
concurrent projects have been assessed in the individual sections of this EIA
Report.
Table 1.1 Summary of the Other Projects in the Vicinity of the
Project Site
|
Project
|
Project Proponent
|
Construction
Programme
|
Potential
Cumulative Impact
|
|
Start
|
Complete
|
Construction
|
Operation
|
|
Widening of
Tai Po Road (Sha Tin Section)
|
Civil
Engineering and Development Department
|
July 2018
|
Q1 2023 [1]
|
Nil
|
✓
|
|
Improvement
of Lion Rock Tunnel
|
Highways
Department
|
2025 [3]
|
2035
|
Note [4]
|
✓
|
|
Revitalisation
of Tai Wai Nullah
|
Drainage
Services Department
|
Q3 2024 [2]
|
Q4 2029 [2]
|
✓
|
Nil
|
Note:
“✓” may have potential cumulative impact;
[1] Source:
CEDD’s website at https://www.cedd.gov.hk/eng/our-projects/major-projects/index-id-71.html
[2] Source:
EPD’s website at https://www.epd.gov.hk/eia/register/profile/latest/esb320/esb320.pdf
[3] Construction
works for the Improvement of Lion Rock Tunnel project at the section near Fung
Shing Court will be commenced in December 2028 tentatively
[4] No
potential cumulative impact for air quality, noise, water quality, waste
management, land contamination, landscape and visual
and cultural heritage; No unacceptable impact for ecology
1.13
Structure of the EIA Report
1.13.1
The background of the Project, description
of the Project, objectives and scope of the EIA study are introduced in this
section. Details of considerations of
alternative options are provided in Section 2. Sections 3 to 10 detail the
results of the environmental impact assessment of each key subject area,
covering relevant legislation, environmental conditions, assessment criteria,
methodology, assessment findings, and proposed mitigation measures.
1.13.2
Section 3 to 10 are outlined as
follows:
·
Section 3: Air Quality Impact
·
Section 4: Noise Impact
·
Section 5: Water Quality Impact
·
Section 6: Waste Management
Implications
·
Section 7: Land Contamination
·
Section 8: Ecology (Terrestrial)
·
Section 9: Landscape and Visual
Impact
·
Section 10: Impact on Cultural
Heritage
1.13.3
An outline of the requirements
for the Environmental Monitoring and Audit (EM&A) is presented in Section
11. The EM&A programme is
presented in detail in a separate EM&A Manual. A summary of environmental outcomes is
provided in Section 12 and a conclusion of the whole assessment is given
in Section 13.