2.1
History and Background of the Project
2.1.1
In 2006, a Trunk Road T4 scheme was gazetted
under the Roads (Works, Use and Compensation) Ordinance. Owing to substantial number of objections
received during the road gazettal objection period, the Traffic and Transport
Committee (T&TC) of Sha Tin District Council (STDC) withdrew their support
on the Trunk Road T4 and passed the motions for the Government to monitor and
review the traffic situations in Sha Tin District after the commissioning of
Route 8 in order to determine the need of the Trunk Road T4 (the T4). In this connection, the implementation of the
T4 was then on hold and the scheme was not adopted.
2.1.2
A traffic review study under CEDD’s
Agreement No. CE 71/2015 (HY) – Traffic Review on Major Roads in Sha Tin –
Feasibility Study (the TR Study) was conducted with the aim to review the
existing traffic situations in Sha Tin, identify the existing traffic problems
and recommend mitigation measures to improve the situation. The result of the TR Study demonstrated that
due to the missing direct road link in the existing local road network between north-eastern
portion and south-western portion of Sha Tin District, traffic travelling between
Ma On Shan area and Tsuen Wan/West Kowloon areas relies mainly on existing at-grade
roads in Sha Tin area, in particular, Tai Po Road (Sha Tin Section) (TPR-ST)
and Tai Chung Kiu Road (TCKR), which add extra
traffic loading to these heavily trafficked roads. It was revealed from the TR Study that the
need of the T4 as one of the medium-term mitigation measures for alleviating
the traffic congestion in Sha Tin District was fully justified since it
provides a direct connection to divert the traffic from using the local road
network.
2.1.3
Sha Tin District has been developed since
1970s and are fully urbanized new town. The road network of Sha Tin District
was well-planned at the beginning of the development. There is not much room
available for introducing additional new corridor for the T4 due to various
constraints such as avoidance of impacts to existing buildings, civil infrastructures,
and community recreation and leisure facilities etc. within the well-developed
community.
2.1.4
Having investigated thoroughly on the possible
routes for the T4 under the TR Study, it was found that the corridor of previously
gazetted road scheme is the only available corridor with sufficient space and
surmountable constraints for the construction of the T4. Provisions for future road connections (the
reserved connections) to Shing Mun Tunnel Road (SMTR), Tsing Sha Highway (TSH)
and Sha Tin Road (STR) have been allowed and reserved in these existing roads within
this corridor.
2.1.5
Road scheme of Revised Trunk Road T4 was
then proposed for alleviating the traffic congestion in Sha Tin District. Based on the conceptual design established in
the TR Study as a framework, the alignment of the T4 is further reviewed and
refined taking into account the site constraints and requirements from
stakeholders under Agreement No. CE 8/2018 (HY) – Revised Trunk Road T4 and
Associated Improvement Works in Sha Tin – Investigation. Meanwhile, the public
concerns and requirements received during the objection period of the last
gazettal of road scheme in 2006 has been addressed.
2.2.1
Although the need of the T4 has been
established under the TR Study, different alignment options should be developed
in compliance with the design requirements for further investigation to
determine which alignment option would be the best solution for the T4. In the course of the traffic review under the TR Study and
as required in the Project, 10 alignment options for the T4 were proposed. These alignment options were then further narrowed down to 4 options for option
evaluation, which are considered satisfying the predetermined functional
requirement of 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 busy major roads in Sha Tin area such as TPR-ST and TCKR. The
design and layout of 4 alignment options are shown in Figure 2.1,
Figure 2.1.1,
Figure 2.1.2,
Figure 2.1.3
and Figure 2.1.4
and described below. In view of the other 6 options could not fulfil the
predetermined functional requirements such as the start or end points
connecting with existing road were deviated from proposed T4, and the road
schemes still need to travel through traffic controlled junctions which did not
fulfil the purpose of proposed T4 to provide a direct connection route
bypassing the road network in Sha Tin Central. Therefore, these options were not
selected for comparison.
2.2.2
Base Scheme
2.2.2.1
Base scheme is the road scheme gazetted in 2006,
which was also studied under the EIA Report No. AEIAR-084/2005. It comprises the construction of 1.6 km dual
2-lane elevated carriageways with connections to TSH, SMTR and STR. The layout of the Base
Scheme is shown in Figure
2.1.1.
2.2.2.2
For the T4 eastbound traffic, the elevated carriageway
diverges from SMTR eastbound (EB) and runs along and to the north of SMTR above
Chung Ling Road. It merges with another elevated carriageway which starts at
the reserved connection of TSH northbound (NB) near Tung Lo Wan Village forming
the T4(EB). The T4(EB) will be in form of viaduct and runs in parallel and
above Lion Rock Tunnel Road (LRTR), across Shing Mun River Channel (SMRC) and TCKR,
in front of Sha Tin Tau Village (STTV) and then connects to and merge with the
at-grade section of STR (EB) near Tsang Tai Uk
Village / Pok Hong Estate.
2.2.2.3
For the T4 westbound traffic, it starts ascending
from Sha Tin Road westbound (WB) near Pok Hong Estate.
After diverging from STR (WB), the T4(WB) will also be in form of viaduct travelling
along the alignment similar to that of the T4(EB), which runs over and in front
of STTV, across TCKR and SMRC, and then splits into two elevated slip roads with
one connecting to SMTR (WB) while the other connecting to TSH southbound (SB).
The followings are the key characteristics of Base Scheme:
·
Design speed of 80 km/h which
is a desirable standard for trunk road is adopted for the design of both
vertical and horizontal alignments of the trunk road;
·
Mainly in form of viaduct along
its alignment with the road level of the bridge across SMRC at about +31mPD;
·
Viaduct structure along
eastbound alignment in conflict with 5 existing old and valuable trees (OVTs)
along Chung Ling Road;
·
3 layers of viaduct structures
in front of Scenery Court, Hilton Plaza and Sha Tin New Town Plaza Phase 3 -
with the minimum horizontal distance between the viaduct and building tower of
Scenery Court of 74m approximately; and
·
No connection to existing local
road network of Sha Tin Central – road users heading to Sha Tin Central cannot
enjoy the benefits of the T4.
2.2.3
T4 Option 1
2.2.3.1
T4 Option 1 also satisfies the predetermined
functional requirements, which can provide a direct connection for through
traffic between Ma On Shan area and Tsuen Wan/West Kowloon and
deal with the future traffic demand and traffic growth. The horizontal alignment of Option 1 runs
along the same corridor as of Base Scheme, which connects to both SMTR and TSH and
STR at its western end and eastern end respectively. The two slip roads connecting SMTR(EB) and
TSH(NB) are merged to form the T4(EB) and then travels along the southern side
of TSH in front of the industrial buildings of Tai Wai area and adjacent to the
Hong Kong Heritage Museum (HKHM).
2.2.3.2
The T4(EB) then turns south running almost in
parallel with and at the immediate west of LRTR such that the T4 alignment will
be away from Scenery Court albeit close to the HKHM and fronting the Riverpark. The T4(WB) runs alongside with the T4(EB) in
front of the HKHM and descends together at maximum
allowable gradient across SMRC before reaching the southern riverbank.
2.2.3.3
T4 Option 1 changes from elevated carriageway to
depressed carriageway/underpass for the section at the south of SMRC. After crossing SMRC, the T4 Option 1 alignment
will start to descend below ground in front of the Riverpark and then goes in
form of underpass beneath the existing carriageway of TCKR and between piers of
Tuen Ma Line rail tracks. The T4 underpass continues to travel in front
of and below the farmland of STTV and across LRTR. The T4 then ascends after crossing LRTR and
merges with the existing STR.
2.2.3.4
In order to avoid the need of ventilation
buildings/shafts for the underpass section of the T4 which would induce
additional environmental impacts such as air quality, noise and visual impacts,
the rooftop of a section of the T4 underpass fronting STTV will be provided
with large scale openings in order to allow natural ventilation for the
underpass through these rooftop openings.
2.2.3.5
A slip road is proposed as part of the Project connecting
from LRTR (SB) to STR (EB) near Tsang Tai Uk Village (TTUV)
so that road users originated from Sha Tin Central can enjoy the convenience brought
from the Project as a short cut route for traveling to Shek
Mun and Ma On Shan (MOS) areas.
2.2.3.6
Another slip road is proposed connecting the
T4(WB) with LRTR (NB) at Lion Bridge such that traffic from MOS area heading to
Sha Tin Central can use the T4 as an alternative route by exiting at LRTR. The
layout of the T4 Option 1 is shown in Figure 2.1.2 and the followings are the key characteristics of T4 Option 1:
·
Owing to various site
constraints and spatial limitation, design speed of 70 km/h which is a less
desirable standard for trunk road can only be adopted for the design of
vertical and horizontal alignments;
·
The T4(EB) alignment is shifted
and situated near Tai Wai industrial area which can avoid conflicting with the
existing OVTs along Chung Ling Road;
·
3 layers of viaduct structures
sandwiched between the HKHM and Scenery Court, with the minimum horizontal
distance between the T4(WB) viaduct and building tower of Scenery Court of 105m
approximately while the horizontal separation between the T4(EB) viaduct and
the HKHM building structure is around 7.4m;
·
No elevated carriageway after reaching
the southern riverbank of SMRC - depressed road / underpass section starts in
front of the Riverpark with the minimum horizontal separation between the
Riverpark boundary and depressed road structure of 4m approximately; and
·
With additional road connections between the T4 and local road network
in Sha Tin Central – help to relieve traffic congestion in Sha Tin Central and provide
convenience to road users.
2.2.4
T4 Option 2
2.2.4.1
The T4 Option 2 also satisfies the predetermined
functional requirements and its horizontal alignment runs along the same
corridor as of Base Scheme and T4 Option 1.
The two slip roads connecting SMTR(EB) and TSH(NB) are merged to form
the T4(EB) and then travels along the southern side of TSH in front of the
industrial buildings of Tai Wai area. After
passing the HKHM, both of the eastbound and westbound
carriageways run across LRTR, turn southward and continue to run along and at
the east to LRTR.
2.2.4.2
The T4 Option 2 alignment descends at maximum
allowable gradient across SMRC before reaching the southern riverbank. After crossing SMRC, the T4 starts to descend
below ground in front of the Hong Kong Bible Research and Education Centre (HKBREC) and then goes in
form of underpass beneath the existing carriageway of TCKR and between piers of
Tuen Ma Line rail tracks. The T4 underpass continues to travel in front
of and below the farmland of STTV and across LRTR. The T4 then ascends after crossing LRTR and
merges with the existing STR.
2.2.4.3
Under the T4 Option 2, the viaducts will
encroach into the boundaries of Sha Tin Park, Tsang Tai Uk
Recreation Ground (TTURG) and HKBREC. Occupation
of government land allocation of Sha Tin Park and TTURG and resumption of land
of HKBREC are necessary. The layout of
the T4 Option 2 is shown in Figure 2.1.3.
2.2.4.4
The followings are the key characteristics of T4
Option 2:
·
Owing to various site
constraints and spatial limitation, design speed of 70 km/h which is a less
desirable standard for trunk road can only be adopted for the design of
vertical and horizontal alignments;
·
3 layers of viaduct structures
sandwiched between LRTR and Scenery Court, with the minimum horizontal distance
between the T4(WB) viaduct and building tower of Scenery Court of 65m approximately;
·
No elevated carriageway after
reaching the southern riverbank of SMRC - depressed road / underpass section
starts at the HKBREC with the minimum horizontal separation between the
Riverpark boundary and depressed road structure of 74m approximately;
·
With additional road connection
between the T4(EB) and STR – provide convenience to road users heading to Ma On Sha area;
·
With encroachment into the
boundary of HKBREC – additional land resumption and relocation of the existing premises
are required; and
·
With encroachment into Sha Tin
Park and TTURG – temporary closure of leisure facilitates and significant
impacts to the existing trees and ecology of Sha Tin Park.
2.2.5
T4 Option 3
2.2.5.1
T4 Option 3 also satisfies the predetermined
functional requirements which can provide a direct connection for through
traffic between Ma On Shan area and Tsuen Wan/West Kowloon and deal with the
future traffic demand and traffic growth but its horizontal alignment does not
run within the same corridor of Base Scheme, T4 Option 1 and T4 Option 2.
2.2.5.2
The majority of the T4
Option 3 alignment will be in form of tunnels except for the approaching road
sections connecting to the existing elevated carriageways of SMTR and TSH,
which are in form of viaducts. The slip
road of T4(EB) after branching out from the at-grade SMTR(EB) will be in form
of tunnel running underneath Tung Lo Wan Village, Villa Maria and Pineridge before
crossing the East Rail tracks. Another T4(EB) slip road will branch out from
TSH(NB) and runs in a form of tunnel around and underneath Lai Chi Yuen before
crossing East Rail tracks. Then, these
two underground slip roads will join together forming
the T4(EB) tunnel and go beneath and across East Rail track. The T4(EB) tunnel will continue to run below
ground towards the south passing through Sha Tin Park, SMRC, HKBREC, STTV and
LRTR. The T4(EB) then ascends after
crossing LRTR and daylights near TTUV before merging with the STR(EB) at grade
near Pok Hong Estate.
2.2.5.3
The T4(WB) starts from the at-grade section of STR(WB)
and travels westward and then northward after crossing LRTR in form of underground
road tunnel. The T4(WB) tunnel then branches off into two slip roads, which are
still in tunnel form at STTV. One of the
slip road tunnels serves for the traffic from T4(WB) heading to SMTR and continues
to travel in a form of underground tunnel in north-western direction passing through
TCKR, HKBREC, SMRC, Tai Po Road – Tai Wai Section, MTR East Rail, Pineridge,
Tin Liu, Tung Lo Wan Villa, On Ting Terrance, Tung Lo Wan Village, The Church of Jesus Christ of Latter-Day
Saints, Villa Le Parc and Villa Viva. Then the slip road tunnel
daylights near Mei Lam Estate, changes to bridge structure and runs almost in
parallel with SMTR until it reaches sufficient level for merging with SMTR(WB)
near Mei Chung Court.
2.2.5.4
Another slip road tunnel serves for the traffic of
T4(WB) heading to TSH, it climbs up quickly to achieve sufficient level for
daylighting at the Riverpark and changes into bridge structure before crossing SMRC.
The bridge runs in front of the HKHM and connects with the existing bridge deck
of TSH(SB) at the reserved connection point. The layout of the T4 Option 3 is shown in Figure 2.1.4 and the
followings are the key characteristics of T4 Option 3:
·
Mainly in form of underground
tunnel along its alignment (eastbound and westbound tunnels are around 1800m
and 1600m long respectively) with only limited bridge structures for
connections between T4 tunnel portals and the reserved connections at existing
bridges / at-grade roads;
·
Owing to various site
constraints and spatial limitation, design speed of 70 km/h which is a less
desirable standard for trunk road, can only be adopted for the design of
vertical and horizontal alignments of this tunnel option;
·
Several tunnel buildings
including administration building, ventilation buildings /shafts and evacuation
staircases/adits are required for the operation of
the T4 tunnels;
·
Proposed tunnels go beneath a
lot of private developments and villages – encroach upon underground stratum of
private lands;
·
With additional road connection
between the T4(EB) and STR – provide convenience to road users heading to Ma On Shan area; and
·
More resources required for
operation and maintenance of the T4 owning to the maintenance for necessary
tunnel signaling and lighting system, tunnel ventilation system, and tunnel
evacuation adits etc.
2.2.6
Environmental Considerations for Each Alignment
Options
2.2.6.1
The environmental considerations for the
alignment options have been compared and presented in Table 2.1 below:
Table
2.1 Summary of Environmental Considerations of Alignment Options
|
Alignment Options
|
Environmental Considerations
|
|
Environmental Benefits
|
Environmental Disbenefits
|
|
Base Scheme
|
Noise and Air
Quality
·
Mainly viaduct construction using precast bridge
segment and erection by launching gantry method. Less construction noise
impacts and dust emission as large portion of works to be carried out off
site in precasting yards and the construction
duration is the shortest among other options
·
Adoption of quiet piling method to minimise the
construction noise impact
Landscape and
Visual
·
Sha Tin Park has been avoided.
·
The bridge structures situated away from the
HKHM, hence the visual impact to the recreational users in the museum which
is a visual sensitive receiver (VSR) is reduced.
Cultural Heritage
·
Less underground excavation works near historic
buildings, e.g. Tsang Tai Uk Village and less
vibration / settlement effect is envisaged
Waste
·
Less excavated C&D materials will be
generated comparing other options with certain amount of tunnel construction
|
Noise and Air
Quality
·
Higher air quality and noise impacts to the
residents at Tung Lo Wan Village, residential buildings in Sha Tin Central
and STTV close to the elevated carriageways during operation stage;
substantial noise barriers/enclosures may be required to reduce road traffic
noise levels
Landscape and
Visual
·
Viaducts conflicting with the existing OVTs along
Chung Ling Road
·
3 layers of bridge structure with noise barriers in
different levels create wall effect and cause intrusive/adverse visual impacts
to the VSRs in Sha Tin Central
·
Viaduct across Shing Mun River Channel and Sha
Tin Tau Village is massive and induces significant and intrusive visual
impacts on environment during operation
Ecological
·
Potential impact to the ardeid night roosting site
at SMRC during construction and operation stages
|
|
T4 Option 1
|
Noise and Air
Quality
·
Eastbound
alignment shifted away from Tung Lo Wan Village and residential buildings of
Sha Tin Central and placed in front of Tai Wai industrial buildings, less noise and
quality impacts to the residents of the buildings close to the bridges during
operation stage
·
Depressed
road / underpass sections at the south of SMRC reduces the air quality and
noise impacts to the residents of STTV and TTUV during operation stage
·
Adoption of quiet piling method to minimise the
construction noise impact
Landscape and
Visual
·
Avoid
conflicting with existing OVTs along Chung Ling Road
·
Eastbound
alignment shifted away from Tung Lo Wan Village and residential buildings in
Sha Tin Central with less visual impact
·
Depressed
road/underpass section at the south of SMRC would have insignificant visual
impact during operation stage, particularly for the residents of the Riverpark,
STTV, TTUV and Fung Shing Court
|
Noise and Air
Quality
·
Some air quality and noise impacts to the
residents of the Riverpark, STTV and TTUV during construction of the
depressed road/underpass section by open excavation
·
Some noise and quality impacts to the residents
of the buildings close to elevated carriageway; noise barrier is required to
reduce noise levels during operation stage
Waste
·
More excavated materials generated from construction
of depressed road / underpass sections at south of SMRC
Landscape and
Visual
·
The bridge structures situated close to the HKHM,
hence the visual impact to the recreational users of HKHM which are visual
sensitive receivers, is higher than other options during operation stage
Cultural Heritage
·
Underpass close to historic building namely TTUV
which is sensitive to construction vibration, settlement
and titling
Ecological
·
Potential
impact to the ardeid night roosting site at SMRC during construction and
operation stages
|
|
T4 Option 2
|
Noise and Air
Quality
·
Eastbound alignment shifted away from Tung Lo Wan
Village and residential buildings of Sha Tin Central and placed in front of
Tai Wai industrial buildings, less noise and quality impacts to the residents
of the buildings close to the bridges during operation stage
·
Depressed road / underpass sections at the south
of SMRC reduces the air quality and noise impacts to the residents of STTV
and TTUV during operation stage
·
Adoption of quiet piling method to minimise the
construction noise impact
Landscape and
Visual
·
Avoid conflicting with existing OVTs along Chung
Ling Road
·
Eastbound alignment shifted away from Tung Lo Wan
Village and residential buildings in Sha Tin Central with less visual impact
·
Depressed road/underpass section at the south of
SMRC would have insignificant visual impact during operation stage,
particularly for the residents of the Riverpark, STTV, TTUV and Fung Shing
Court
|
Noise and Air
Quality
·
Some air quality and noise impacts to the
residents at residential buildings of Scenery Court, Hilton Plaza and New
Town Plaza Phase 3 in Sha Tin Central during construction
·
Higher noise and quality impacts to the residents
of the buildings close to elevated carriageway; noise barrier is required to
reduce noise levels
Landscape and
Visual
·
Adverse impacts to trees of Sha Tin Park and Hong
Kong Bible Research and Education Centre (HKBREC) during construction and
operation stages
·
3 layers of bridge structure with noise barriers
in different levels create wall effect and cause intrusive/adverse visual
impacts to the VSRs in Sha Tin Central during operation stage
Cultural Heritage
·
Depressed road closer to historic building namely
Ng Yuen and TTUV which are sensitive to construction vibration, settlement and titling
Waste
·
More excavated materials generated from
construction of depressed road / underpass sections at south of SMRC
Ecological
·
Potential
impact to the ardeid night roosting site at Shing Mun River Channel during
construction and operation
|
|
T4 Option 3
|
Noise and Air
Quality
·
Tunnel option would reduce air quality and noise
impact during operational stage, especially for the residential buildings along
the routing of the T4 (except those from ventilation buildings/shafts)
·
Adoption of quiet piling method to minimise the
construction noise impact
Landscape and
Visual
·
Existing landscape and streetscape could be
retained as most of the carriageways are below ground such that the landscape
and visual impacts are negligible during operation stage
Ecological
·
Impact to
the ardeid night roosting site at SMRC during construction and operation is
negligible as no elevated structure will be erected across SMRC
|
Noise and Air
Quality
·
Nuisance of noise and exhaust emission from
tunnel ventilation buildings / shaft during operation stage may affect the
nearby residents close to these tunnel buildings
·
Due to lack of access for the construction of
ventilation buildings and mucking out of tunnel excavation at the north of
MTR East Rail, haul road construction would induce significant dust emission
and noise impact to the environment and the residents close to the haul road
Landscape and
Visual
·
Haul road construction, tunnel portal excavation
and access roads for ventilation buildings at the north of MTR East Rail
would impose significant landscape impact to existing trees on natural terrain
during construction and operation stages.
·
Some transient visual impact to nearby VSRs
during the construction of tunnel portals, haul roads, potential temporary
conveyor belt system, etc.
·
Some visual impacts to the residents of Lai Chi
Yuen, Villa Maria and Pineridge due to the provision of ventilation buildings
during operation stage
Waste
·
Substantial
excavation materials and waste to be generated due to extensive tunnel
excavation and haul road construction
Ecological
·
Haul road
construction, tunnel portal excavation and access roads for ventilation
buildings at the north of MTR East Rail would impose significant impact to
existing trees on natural terrain causing consequential ecological impact
during construction and operation stages.
|
2.3.1
Throughout the evaluation process of the 4 alignment
options for the Project, all environmental considerations including air
quality, noise, landscape and visual, cultural heritage, waste and ecological during
construction and operation stages have been thoroughly reviewed and
evaluated. Apart from the environmental
considerations, other engineering aspects such as traffic, land requirement,
engineering feasibility as well as public perception, construction time and
cost, and maintenance requirements have also been taken into consideration. The
following are the main reasons for selecting the preferred option:
2.3.1.1
The Base Scheme is the most straight forward
solution for the T4 comparing with the other three options. Since the road
geometry is designed using the most desirable standard and parameters, it
should be the most preferable option from highway and traffic point of view. Furthermore,
the construction and recurrent costs of the Base Scheme would be the lowest
among all proposed options in view of its simplicity of design and construction. However, the proposed viaduct for the eastbound
traffic will be in direct conflict with the OVTs along Chung Ling Road. Moreover, the proposed viaducts run across
the town centre of Sha Tin
area and SMRC which is considered too high and too close to the existing
residential buildings. It is considered
this road scheme for the T4 would not appeal to the public,
in particular, the local stakeholders of Sha Tin Central since it does
not harmonize with surrounding environment and induces significant
visual impacts to the environment.
2.3.1.2
The road scheme of T4 Option 1 is developed
based on the public concerns and requirements received during the objection
period of the last gazettal of road scheme in 2006 and the public consultations
conducted under this Project. The T4
eastbound carriageway is shifted away from Tung Lo Wan Village and placed at
the southern side of TSH in front of the industrial buildings in Tai Wai such
that no direct impact to the existing OVTs along Chung Ling Road is resulted
and the OVTs can be preserved. Also, as
the future carriageway is further away from Tung Lo Wan Village and other
residential buildings in the vicinity, the environmental impacts to the
relevant NSRs and ASRs generated from the Project would be reduced.
2.3.1.3
Furthermore, the proposed 3-layers viaducts of
T4(EB) and T4(WB) sandwiched between the HKHM and Scenery Court will be located
further away from Scenery Court due to the realignment of the T4(EB) under T4
Option 1 albeit they are close to the building façade of the HKHM. Although there are impacts to the HKHM and
the recreational users of the museum during the construction and operation
stages of the Project, the impacts are not insurmountable. However, the environmental impacts to the
nearby residents of the residential buildings under T4 Option 1 would be
alleviated. The vertical alignment of
the T4 descends at maximum allowable gradient when crossing SMRC such that the
height of the bridge structures would be reduced as much as possible. The substantial reduction in height of the T4
bridge structures across SMRC would significantly reduce the visual impact to
the environment and the nearby VSRs.
2.3.1.4
Although the alignment of the T4 after crossing
SMRC will be close to and fronting the Riverpark, the T4 will descend quickly
and change from elevated carriageway/bridge structure into depressed road and
then to underpass before crossing the junction of TCKR/LRTR. Appropriate noise
mitigation measures, e.g. noise semi-enclosure will be provided for the
depressed road section fronting the Riverpark.
The maximum height of the depressed road together with the proposed
noise mitigation measures in front of the Riverpark would be lower than podium
of the Riverpark. It is worth to mention
that this section of the T4 under Option 1 between the southern riverbank of
SMRC and Che Kung Miu Road (CKMR) will be constructed
on existing government lands, neither encroachment nor resumption of private
lands is required.
2.3.1.5
The section of the T4 between CKMR and STR will
be in form of underpass with openings to the rooftop at STTV under T4 option 1. No viaduct structure will be built in front
of STTV and TTUV and hence the visual impact is negligible while the noise and
air quality impacts to the residents of the nearby villages due to the Project
are reduced. Nevertheless, encroachment and
permanent resumption of some private lands are required under T4 Option 1 but
the amount of private land (mainly existing farmland) affected is small.
2.3.1.6
The proposed road alignment of T4 Option 2 is
the same as that of T4 Option 1 except the section between Tai Po Road – Tai
Wai and STR. Under T4 Option 2, the proposed 3-layers viaducts of T4(EB) and
T4(WB) sandwiched between the HKHM and Scenery Court is the closest to the
residential buildings of Scenery Court comparing with the Base Scheme and T4
Option 1 and will encroach into the boundary of Sha Tin Park. Similar to T4 Option 1, the T4 Option 2 descends quickly
after crossing LRTR and changes from elevated carriageway/bridge structure to depressed
road/underpass after reaching the southern riverbank of SMRC. However, the depressed road section under
this Option is situated and falls within the boundaries of Hong Kong Bible
Research and Education Centre (HKBREC) and Tsang Tai Uk
Recreation Ground (TTURG). Some of the
existing building structures of HKBREC and existing recreation facilities of
TTURG will be affected and need to be demolished to make way for the
construction of the Project. The T4 Option
2 not only affects the existing landscape feature, vegetation
and recreation facilities of Sha Tin Park and TTURG, but also causes nuisance and
environmental impacts to residents and local stakeholders. In addition, permanent
land resumption and demolition of existing buildings of HKBREC are required.
2.3.1.7
T4 Option 3 comprises mainly underground tunnel
running beneath many villages and private developments including Tung Lo Wan
Village, Pineridge, Tin Liu, Tung Lo Wan
Villa, On Ting Terrance, The Church of Jesus Christ of
Latter-Day Saints, Villa Le Parc, Villa Viva, HKBREC, STTV and TTUV. Substantial amount of private lands
will be permanently resumed and/or easement of ground stratum of these private
lands will be required. Tunnel
construction underneath these affected lands and developments may affect the
stability of the existing building structures and facilities, e.g. movement,
settlement, tilting of structures during construction stage. In addition, the construction of ventilation
buildings/shafts and delivery of excavation materials from tunnel mucking out would
require construction haul road to be built in the vicinity of residential area,
which will induce environmental impacts including noise, air quality (dust
emission), ecology and landscape (tree felling). It is envisaged the construction time for the
tunnel construction would be much longer than other options in view of the
complexity of the tunnel excavation works. The operation of tunnel
ventilation buildings/shafts would also create noise and air pollution nuisance
to the nearby residents of residential areas during operation stage.
2.3.1.8
Having thoroughly considered the abovementioned
factors and striking the balance between the merits and demerits of each
alignment option, T4 Option 1 is concluded to be the most preferred option for
the Project to achieve the function of the T4 for alleviating traffic
congestion in Sha Tin District without compromising the environmental impacts
to nearby residents and relevant stakeholders.
2.3.1.9
The scope of works under the preferred option for
the T4, i.e. T4 Option 1 mainly comprises:
(i) 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;
(ii) Construction of dual two-lane at-grade carriageways and underpasses
of approximately 600m long between the Riverpark and Tsang Tai Uk;
(iii) 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;
(iv) Construction of a slip road of approximately 300m long near Tsang
Tai Uk connecting Lion Rock Tunnel Road southbound
and Sha Tin Road eastbound;
(v) Widening of a section of Sha Tin Road of approximately 150m long
from a dual two-lane carriageway to a dual four-lane carriageway;
(vi) 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;
(vii) 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;
(viii) Construction of an at-grade and an elevated footpath of
approximately 50m long across the proposed underpass near Sha Tin Tau Village;
(ix) Construction of an elevated cycle track and an elevated footpath of
approximately 100m long across Shing Mun River Channel;
(x) 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;
(xi) 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;
(xii) Ancillary works including geotechnical, drainage, sewerage, water,
utilities, lighting, landscaping, electrical and mechanical works,
construction/reconstruction of noise barriers/enclosures, retaining walls,
slope improvement; and installation of street furniture and traffic aids; and
(xiii) Modification of Existing Noise Barrier/Enclosure at Tsing Sha
Highway (Trunk Road T3).
2.3.1.10
The general layout of the preferred option i.e. T4
Option 1 is shown in Figure 2.3.1, Figure 2.3.2, Figure 2.3.3 and Figure 2.3.4. Detailed environmental
impact assessments of the preferred alignment Option 1 are presented in Sections
3 to 10.
2.4
Key Design Elements
2.4.1
Road Section at North of Shing Mun River
Channel
2.4.1.1
The road section of the T4 at north of SMRC will
be mainly in form of bridge structure.
This is because the T4 connects to the existing TSH and SMTR which are
all elevated carriageways in nature.
Such connection will utilize the reserved connections at the bridge
decks of TSH and SMTR.
2.4.1.2
The eastbound carriageway of the T4 will be situated
at the south of TSH fronting the industrial buildings of Tai Wai area. This arrangement can avoid the proposed
bridge structure in direct conflict with existing OVTs along Chung Ling Road
and minimize the environmental impacts including noise, air quality and visual
impacts during construction and operation stages.
2.4.1.3
By shifting the eastbound carriageway to the
south of TSH, the bridge structures will be further away from the residential
buildings of Sha Tin Central, i.e. Scenery Court, Hilton Plaza and New Town
Plaza Phase 3 although they will be close to the building structure of the HKHM
and partially block the view of its building façade.
2.4.1.4
In order to avoid having high viaducts across
SMRC and acquire sufficient cover depth to the underpass structures underneath
the junction of TCKR/LRTR, the T4 descends at a maximum allowable gradient of
8% to lower the height of bridge structure above SMRC and make sure the T4 can pass through the
junction of TCKR/LRTR satisfactorily.
2.4.1.5
For the compliance of noise level requirements to
the nearby NSRs of residential buildings in Sha Tin Central including Scenery
Court, Hilton Plaza, New Town Plaza Phase 3 and the Riverpark, extensive noise
barrier/enclosure on the bridge structures of the T4 fronting the HKHM would be
anticipated. Nevertheless, the assessment findings revealed that operation
traffic noise from existing at-grade roads, e.g. LRTR is the main source of
nuisance, and in order to effectively reduce the overall traffic noise, it is
recommended to apply low noise road surfacing (LNRS) to the carriageways of the
existing at-grade roads so that extensive noise barrier/enclosures on the
bridge structure would not be required. As
a result, with the application of the LNRS on existing roads and new roads of
T4, the overall noise levels contributing from the new roads of the T4 and
existing roads at the nearby NSRs of Sha Tin Central will comply with the noise
criteria. No noise barrier/ enclosure
will be required to be installed on the bridge structures of the T4 fronting
the HKHM as noise mitigation measures.
This will help to reduce the visual impact to the visual sensitive
receivers of the HKHM and nearby residents.
2.4.2
Road Section across Shing Mun River Channel
2.4.2.1
This section of the T4 across SMRC will still be
in form of bridge structure with the carriageway levels changing approximately from
+15mPD to +6mPD at northern riverbank and southern riverbank respectively. No
noise barrier/enclosure is proposed to be erected on the northern portion of
the T4 bridge deck across SMRC within the flight path of ardeids to avoid bird
collision.
2.4.2.2
The bridge deck structures across SMRC will be
supported by intermediate piers located at SMRC, the pile caps should be
constructed below the riverbed in order to minimize
obstruction to the water flow along the river.
Furthermore, streamline shape, e.g. circular or oval shape, bridge piers
aligned with the existing piers of Lion Bridge will be adopted in the design to
further reduce blocking of water flow of SMRC.
2.4.2.3
For construction of bridge structures across
SMRC, concrete block cofferdam will be temporarily installed at the riverbed of
SMRC for facilitating the erection of temporary steel platform which provides a
working platform for establishing the construction plants/machines to be used
for the installation of bridge foundation and piers during dry season. Concrete block cofferdam will be removed
before the coming wet season to allow river flow underneath the temporary steel
platform avoiding potential overflow onto the riverbanks of SMRC during wet
season. Watertight steel casing will be
used in the design of piling works so that piling excavation can be confined
within the steel casing to prevent dispersion of river sediment and its
associated odour problem. The watertight steel casing will be lifted up gradually from the riverbed during the concreting
process of pile foundations, which will be completely removed once the concrete
piles have been hardened for casting the pile cap on top in subsequent
construction stage. The temporary steel platform will be demolished, and
riverbed will be reinstated during dry season upon completion of pier
construction and bridge deck. The
envisaged set up of temporary steel platform is illustrated in Figure 2.4.1 and Figure 2.4.2.
2.4.3
Road Section at South of Shing Mun River
Channel
2.4.3.1
Depressed road / underpass design is proposed for
this section of the T4. After reaching
the southern riverbank of SMRC, the T4 starts to descend and become a depressed
road. It then changes to two underpasses
each for the eastbound and westbound traffic with the northern portal located in
front of the Riverpark before going underneath and across the junction of
TCKR/LRTR. The underpasses continue to
travel southward beneath the existing farmland of STTV. The underpasses cross over each other at and
beneath LRTR near TTUV, then ascend and connecting the at-grade road at Sha Tin
Road.
2.4.3.2
In order to avoid having ventilation
buildings/shafts for the underpasses, large size openings will be provided on
the rooftop of the two underpasses at STTV such that natural ventilation can be
adopted for the underpasses as far as possible to reduce air quality, noise,
and visual impact and the amount of electricity consumed for mechanical
ventilation.
2.4.4
Road Section along Sha Tin Road
2.4.4.1
Given the existing man-made Feature 7SE-C/C220
and 7SE-CCR228 along Sha Tin Road are tall and steep slopes, potential
landslide hazard, including disperse and rebounce of
debris of natural terrain, may occur and cause significant risk to the
operation and road users of the T4 and STR.
Such natural terrain hazards that requires mitigation falls within Lion
Rock Country Park (LRCP) boundary as well as the boundary of an existing burial
ground. Soil nailing together with
debris resisting barriers (e.g. flexible barrier) are primarily proposed as the
mitigation measures for mitigating the natural terrain hazard.
2.4.4.2
As the works of the proposed soil nailing for
the natural terrain will fall within the boundary of LRCP completely and would
have significant environmental and ecological impacts to the habitats of the
LRCP, it is recommended to replace the soil nailing works within LRCP by a
rigid barrier to be erected at the edge of the widened STR (outside the
boundary of LRCP) together with the
flexible barriers as the preventative measures of the potential landslide
hazards. The approximate locations of the rigid barrier and flexible are shown
in Figure 2.3.4.
2.4.4.3
The location of the flexible barriers has been
carefully studied in order to avoid encroaching within
LRCP as far as practicable. In view of the downhill man-made slopes (Feature
7SE-C/C220 and 7SE-C/CR228) are tall and steep in gradient and heavily
soil-nailed, as a result it is not feasible to propose the flexible barrier on
these slope features outside LRCP otherwise addition loading would
significantly affect the stability of these slopes and trigger large scale
slope stabilization works within LRCP.
Besides, if the flexible barrier is installed at the toe of these
man-made slopes outside LRCP, due to the height and steepness of these slopes,
disperse and rebounce of debris of natural terrain
from uphill will be a significant safety issue to road users of Sha Tin Road.
2.4.4.4
Despite the erection of the flexible barriers is
unavoidably to be placed at the fringe of LRCP considering public safety
concern induced by the effect of disperse and rebounce
of debris of natural terrain, the extent of the works of natural terrain
mitigation measures would be substantially reduced. The construction of flexible barrier mainly
involves drilling works for anchors installation, footing construction for the
supporting steel posts and erection of the flexible barrier which requires less
permanent and temporary works area than soil nailing within LRCP. The location and orientation of anchors and
footings would be designed carefully to avoid unnecessary tree felling as far
as practicable, and trimming of vegetation would be
limited at the location of anchors and footings. To further minimize the disturbance to the
environment and ecology of LRCP, existing maintenance access of the slope
features shall be used as the temporary access for the construction of flexible
barrier, and the temporary storage area shall be located beyond the LRCP
boundary.
2.5.1
The viaduct at north of SMRC can be erected
by cast in-place concrete construction method, prefabricated steel structure
construction method and precast concrete construction method. Having considered the scale and site
condition of the proposed viaduct, it is recommended to adopt precast concrete
construction method which is a more effective and environmentally friendly
approach.
2.5.2
Comparison of the merits and demerits
between these three construction methods is shown in Table 2.2 below.
Table
2.2 Comparison of Different Construction Methods for Viaduct
|
Construction Methods
|
Cast In-place Concrete
|
Prefabricated Steel Structure
|
Precast Concrete
|
|
Merits
|
·
Conventional
construction method and require relatively less special skilled labour force
and specialists when comparing with other construction methods.
·
Durable and less maintenance cost.
|
·
Carry out
prefabrication works in fabrication yard away from the site.
·
Better
control of quality and workmanship for works in fabrication yard.
·
Fabricate
the whole bridge deck structure by steel plates / members which does not
require formwork, thus less C&D waste/ materials will be generated.
·
Minimise
concrete mixing truck travelling in site area, thus minimise potential air
and noise impact to the surrounding environment.
·
More
efficient construction works as the deck structure can be fabricated off-site
concurrently with the substructure works (i.e. allow time overlap of
construction activities).
·
Shorten
construction time relatively, bridge deck construction can be non-linear
(multiple work fronts), with minimising on-site potential environmental
impacts and cumulative environmental impacts with concurrent projects.
·
Requires
less temporary steel platforms, relatively, for construction of light weight
steel structure, thus resulting in smaller area of temporary habitat loss.
|
·
Carry out
precasting works in fabrication yard away from the
site.
·
Better
control of quality and workmanship for works in fabrication yard.
·
Use steel
mould as formworks to maximise the reuse of formworks, thus less C&D
waste/ materials will be generated.
·
Minimise
concrete mixing truck travelling in site area, thus minimise potential air
and noise impact to the surrounding environment.
·
More
efficient construction works as the deck segments can be casted off-site
concurrently with substructure works (i.e. allow time overlap of construction
activities).
·
Shorten
construction time, bridge deck construction can be non-linear (multiple work
fronts), with minimising on-site potential environmental impacts and
cumulative environmental impacts with concurrent projects.
·
Durable
and less maintenance cost.
·
Relatively
requires less temporary steel platform for construction of precast structure,
thus resulting in smaller area of temporary habitat loss.
|
|
Demerits
|
·
Prepare
concrete mix at a central concrete batching plant, where control of the
materials should be monitored much carefully.
·
For transporting
concrete to the site, proper mixing in truck, discharging from the truck and
depositing in the forms, and handling for placement, finishing and curing are
all subject to the level of responsibility and craft exercised by the workers
involved.
·
Site
conditions in terms of accessibility and weather can be highly critical to
the work, requirement of extreme measures in some situations to control all
stages in the production process. Possibility of site run-off might be higher
under bad weather conditions.
·
Use of timber
formwork, thus
more C&D waste/ materials will be generated.
·
Longer
construction time – carry out bridge deck construction only (1) after
substructure works is completed and (2) after completion of previous span for
cast in-place span by span.
·
Require
substantial temporary steel platform / falsework for construction of the
bridge deck section over river channel i.e. SMRC.
|
·
Subject
to high risk of steel corrosion.
·
High
maintenance cost.
·
Less
durable.
·
Require
another trade of skilled workers and additional construction equipment for
erecting steelwork structures.
|
·
Require
another trade of skilled workers and additional construction equipment for
erecting precast segments.
|
2.5.3
Based on the considerations above, precast concrete
construction method is the preferred construction method and the bridge form
would be prestressed segmental bridge structure as mentioned in Section 2.4.1.
2.5.4
The bridge deck section will be designed to
allow for the use of precast concrete construction method. The deck will be formed from precast concrete
sections which will be manufactured at a casting yard offsite and stitched together
at their final positions on-site. This
approach will minimise the quantities of C&D waste/materials to be
generated on-site, and also minimise the extent and
duration of construction activities required on-site and hence the potential
environmental impacts on nearby sensitive receivers during construction.
2.6.1
The underpass at south of SMRC can be constructed
using various tunnelling method such as cut-and-cover construction method, drill-and-break/drill-and-blast
method and tunnel boring machine (TBM) method. In view of the complexity in the geometry of the
T4 alignment, in particular, at LRTR where T4(EB) and T4(WB) crossover each
other before connecting to STR as well as the uncertain ground condition and
difficulties for construction to be carried out near an existing cultural
heritage namely Tsang Tai Uk. Cut-and-cover construction method is
considered a more reliable and controllable approach and is recommended to be adopted
as mentioned in Section 2.4.3.
2.6.2
Comparison of the merits and demerits
between these three construction methods is shown in Table 2.3 below.
Table
2.3 Comparison of Different Construction Methods for Underpass
|
Construction Methods
|
Cut-and-Cover
|
Drill-and-Break/
Drill-and-Blast
|
Tunnel Boring Machine (TBM)
|
|
Merits
|
·
Conventional
construction method and require relatively less special skilled labour force
and specialists when comparing with other construction methods considered.
·
Facilitate construction of complex tunnel/underpass
geometry.
·
Better control complex geotechnical condition.
·
More flexible for dividing works areas within
the site, thus allow flexibility for the contractor to co-ordinate with other
concurrent projects in the vicinity for arrangement of respective
construction programme to avoid cumulative environmental impacts.
|
·
Can be
used for different tunnel shape.
·
Fast
tunnel/underpass construction method.
·
Construction
work mainly carried out at underground which can avoid working above ground
in some busy urban area
·
Existing
trees and vegetations could be retained as construction work will be mainly
carried out at underground.
|
·
Less
labour required for construction of tunnel.
·
TBM is usually
non-stop working which can speed up construction programme.
·
TBM could
deal with mixed ground conditions.
·
Construction
work mainly carried out at underground which can avoid working above ground in
some busy urban area
·
Less
disturbance due to vibration to adjacent building structures.
|
|
Demerits
|
·
Vibration
and settlement to adjacent building structures, ground treatment is required
to control adverse effect due to excavation
·
Land
required for temporary storage of excavated material to be reused on site.
·
Construction
work would be affected by adverse weather conditions.
·
Removal
of existing trees and vegetations for construction is required, though the
affected areas will be reinstated and replanted.
|
·
Substantial
vibration and settlement to adjacent building structures which is not
suitable to work near building structures with shallow foundations and sites
of cultural heritage.
·
High risk
for storage and deliver explosives to work site in urban area.
·
Not
suitable for construction work in soft ground.
·
Substantial
noise impact during construction.
|
·
Complex analysis
to estimate potential settlement at different geotechnical condition, ground
treatment is required to control adverse effect due to excavation.
·
Require
another trade of skilled workers and additional construction equipment for launching
the TBM.
·
Land
required for set up of launching shaft which would impose significant impact
to existing trees on natural terrain causing consequential ecological impact.
·
Not
suitable for tunnel with shallow ground cover.
·
Not cost
effective for short tunnel.
|
2.7
Construction Programme
2.7.1
The construction works of the Project will
tentatively commence in 2023 Q4 for completion by 2028 Q3. A tentative construction programme for the
Project is provided in Appendix 2.1.
2.7.2
In order to
minimize the adverse impacts to the sensitive receivers during construction of
the T4, the construction programme and sequence of works will be carefully
planned such that the environmental impacts would be kept to minimum and within
acceptable limits. The followings are
the measures recommended to be taken during construction:
·
No works to be carried out from 16:30 to 07:30 during dry season (Oct –
Mar) and 17:00 to 07:00 during wet season (Apr – Sep) within 100m from the
ardeid night roost site, and to avoid construction works between 18:00 to 08:00
and on Sunday and Public Holidays within country park area;
·
Construction works within the water body of SMRC should be conducted in
dry season as far as possible;
·
Avoid noisy construction activities during school examination period and
schedule the construction works in the vicinity of schools and kindergartens
during summer recess as much as possible if programme
allows; and
·
Close liaison with the contractors of other concurrent projects in order to avoid overlapping of construction activities and
allow sufficient buffer for works at project interface due to potential delays in
the programme so that the cumulative effects of
environmental impacts could be minimized.
2.8.1
The project profile was submitted to the
Environmental Protection Department (EPD) on 21 March 2019 and was exhibited
for public inspection between 22 March 2019 to 4 April 2019. The received comments mainly focused on the
ecological impacts and expressed the concerns on the impact of the construction
works to the ardeids night roost and the chance of bird collision by the
proposed noise barriers and enclosures. This EIA study has addressed the
potential impacts to the ardeids night roost and the chance of bird collisions
in Section 8.
2.8.2
Several briefing sessions on the latest
development of the Project were carried out for members of the STDC in 2019 and
2020. The Project was also presented in
the T&TC Meetings of STDC held on 21 February 2019 and 18 February 2021. In
addition, public consultations were also carried out for the residents of nearby estates and villages in Sha Tin
Central who will be affected by the Project, green and concern groups, and
cyclist groups between March and June 2021 to obtain the views and concerns
from the public and stakeholders. During
the briefing sessions and public consultations, district council members and
the public raised the following concerns / issues about the implementation of
the Project and the follow-up actions to be taken are summarized in Table
2.4.
Table
2.4 Summary of Concerns Raised by STDC T&TC Members and the
Public and Follow Up Actions
|
Concerns
/ Issues
|
Follow up Actions to be Taken
|
|
·
Concerns on the existing
ardeids on the banks of Shing Mun River and Hong Kong Heritage Museum (HKHM).
|
·
Ecological impact assessment
has been conducted in the EIA study under which flight paths and heights of
the egrets and herons on the banks of Shing Mun River Channel and on the roof
top of the HKHM have been taken into consideration in determining how the
impacts can be minimized, i.e. the extent of the proposed noise mitigation
measures.
(Please refer to Section 8 for details)
|
|
·
Tree removal, bird collision,
disturbance and impact on ardeids during
construction stage.
|
·
The glare from construction
and operation of the Project should be cut down taking into
account the presence of night roosting ardeids near HKHM.
·
Construction works is not
allowed to be carried out from 16:30 to 07:30 during dry season (Oct – Mar) and 17:00 to 07:00 during
wet season (Apr – Sep) within 100 m from the ardeid
night roost site.
·
Dark patterns or strips will
be embedded in the noise panels with the use of tinted materials to minimize
chance of bird collision.
(Please refer to Section 8 for details)
|
|
·
Concerns on blockage of view/vista of the HKHM
by the proposed viaducts and noise barriers/enclosure.
·
Noise mitigation measures on
viaducts cause visual impact near Scenery Court.
|
·
Low noise road surfacing (LNRS)
will be applied on appropriate section of existing at-grade road to reduce
existing road traffic noise (under other/separate project) before the
commissioning of the T4. Also, LNRS will be laid on appropriate sections of
the new T4 carriageways for reducing the future operating traffic noise. The
cumulative noise impact contributed from existing road and the T4 on the
nearby NSRs is hence reduced to acceptable level.
·
With the application of the
LNRS, the extent of proposed noise mitigation measures for the T4, in
particular, the viaducts in front of HKHM which is an identified visual
sensitive receiver (VSR) could be reduced and hence alleviate the visual
impact caused by the noise mitigation measures.
·
(Please refer to Section 4
for details)
|
|
·
Provide full noise enclosure
with suitable greening measures in front of the Riverpark.
|
·
According to the result of noise
impact assessment, the predicted noise levels at the nearby NSRs will comply
with the road traffic noise criteria with suitable mitigation measures (i.e.
semi-enclosure) in place. Details of greening provision for the noise
mitigation measures will be designed and agreed with relevant maintenance
authorities at the design stage.
|
|
·
Provide full noise enclosure
or extend the existing noise barriers along Sha Tin Road (Eastbound) near Pok Hong Estate.
|
·
According to the result of
noise impact assessment, the predicted noise levels at the nearby NSRs will
comply with the road traffic noise criteria with suitable noise mitigation
measures (i.e. full enclosure) along Sha Tin Road in front of Pok Hong Estate in place.
(Please refer to Section 4 for details)
|
|
·
Provide noise
barriers/enclosure along Lion Rock Tunnel Road near Fung Shing Court.
|
·
According to the result of
noise impact assessment, the predicted noise levels at the nearby NSRs along
Lion Rock Tunnel Road, e.g. Fung Shing Court after mitigation, will comply
with the traffic noise criteria.
(Please refer to Section 4 for details)
|
|
·
Provide information to
compare the height of viaducts and clearance from nearby residential
buildings for gazettal of road scheme and Revised Trunk Road T4.
|
·
The required project
information has been provided to the relevant residents’ representatives. Updated information of the Project will
also be provided in future subject to further changes at design stage.
|
|
·
Concerns on new pedestrian
footbridge adjacent to the Riverpark would cause privacy problem.
|
·
The Project Proponent will liaise with the maintenance authorities to
investigate the feasibility of providing measures on the footbridge to
reconcile the privacy issue in design stage.
|
|
·
Concerns on noise and air pollution from construction and road traffic
affecting the pupils of nearby Zenith Kindergarten during the construction
and operation stages.
|
·
The noise and air quality impact assessments during both construction
and operation stages conducted for the Zenith Kindergarten in Sections 3 and
4 have complied with the requirements set out in the EIAO-TM. Suitable
mitigation measures will be implemented during construction and operation
stages as recommended in the EIA.
(Please refer to Section 3 and Section 4 for details)
|