1
InTRODUCTIOn
1.1.1
The Tuen
Mun South Extension (TME) (hereinafter referred to as “the Project”) is one of
the seven recommended railway schemes in the Railway Development Strategy 2014
(“RDS-2014”). The Project will extend
the Tuen Ma Line (TML), from Tuen
Mun (TUM) Station southwards by about 2.4 km, terminating at a new station near
Tuen Mun Ferry Pier (i.e. Tuen Mun South (TMS) Station) with an intermediate station
at Tuen Mun Area 16 (i.e. A16 Station).
1.1.2
The Project will improve
railway access for the community south of the current Tuen
Mun town centre and connectivity to Tuen Mun Ferry Pier.
1.1.3
A Project Profile (No.
PP-604/2020) for the Project was submitted to Environmental Protection
Department (EPD) for application of an EIA Study Brief, which was subsequently
issued on 23 July 2020 (No. ESB-332/2020).
1.1.4
The alignment of the Project is
shown in Figure No. C1502/C/TME/ACM/M50/101,
while the proposed works areas/works sites are shown in Figure Nos. C1502/C/TME/ACM/M50/102 and
103.
1.2.1
The
Project as presented in Figure No. C1502/C/TME/ACM/M50/101 comprises the following key elements:
i.
Construction and operation of 2.4-km extension of the viaduct structure
from TUM Station to the new TMS Station;
ii.
Construction and operation of two new stations, namely TMS Station and
A16 Station;
iii.
Construction and operation of Stations
associated facilities; and
iv.
Construction and operation of a railway siding
adjacent to A16 Station.
1.1.5
The Project will comprise the
following Designated Projects (DPs) under Part I, Schedule 2 of the EIA
Ordinance (EIAO):
· Item A.2 – A railway and its associated station;
· Item A.4 – A railway siding, depot, maintenance workshop,
marshalling yard or goods yard; and
·
Item A.8 – A railway bridge
more than 100m in length between abutments.
1.1.6
An environmental impact
assessment (EIA) study was conducted for the Project in accordance with the
requirements of the EIA Study Brief (No. ESB-332/2020) and the Technical
Memorandum on Environmental Impact Assessment Process (EIAO-TM). The purpose of this EIA study is to provide
information on the nature and extent of environmental impacts arising from the
construction and operation of the Project. The information obtained in the EIA Study
will contribute to decisions by Director of Environmental Protection on:
i.
the overall acceptability of any adverse environmental consequences that
are likely to arise as a result of the Project;
ii.
the conditions and requirements for the detailed design, construction and operation of the Project to mitigate
against adverse environmental consequences wherever practicable; and
iii.
the acceptability of residual impacts after the proposed mitigation
measures are implemented.
1.4.1
This
Executive Summary (ES) highlights the key information and findings of the EIA
study.
2.1.1
The
Project earned significant support from the local residents
during the public engagement exercise of the “Review and Update of the Second
Railway Development Strategy 2000” (RDS-2U) as the Project could facilitate
them to use the TML as the main mode of transport. In the same public engagement exercise, there
was strong public demand for an intermediate station near Tuen Mun Swimming
Pool (TMSP) and the same requests from local
stakeholders persisted after the announcement of “Railway Development Strategy
2014” (RDS-2014).
2.1.2
The
RDS-2014 had recommended an extension from TUM to a new terminal station,
namely TMS Station, near Tuen Mun Ferry Pier, which
is a densely populated area with both public and private housing. In consideration of the clusters of
residential estates between TUM and TMS Stations, which are outside the walk-in
catchment of both stations, an intermediate station was proposed midway between
the two stations to serve the existing communities and future population. The inclusion of this additional intermediate
station would encourage the use of railway over a wider catchment area.
2.1.3
The
Project alignment commences from the end of the existing TML overrun tracks
south of TUM Station. The two
single-track viaducts merge together shortly after
leaving the station to form a twin-track viaduct that runs parallel to Tuen Mun Park in the Tuen Mun
River Channel towards Area 16. The
alignment then continues southward to A16 Station which is located at the site
of the existing TMSP. The alignment from A16 Station runs across Tuen
Mun River Channel and connects TMS Station which is located on Wu King Road to
the north of Tuen Mun Ferry Pier.
2.1.4
The
Project is envisaged to improve railway accessibility for the community south
of the Tuen Mun Town Centre. Upon the completion of the Project, it will
offer an alternative commuting choice to the residents living or working in the
area and divert more commuters to rail-based transport, which may help relieve
the congestion of the existing roads in Tuen Mun
area, which in turns reducing the vehicular emissions and road traffic noise
due to reduced road traffic. Instead of
using Light Rail Transit (LRT) or buses for access to TUM
Station, residents can enjoy a direct railway service within walking distance.
2.2.1
The
Project aspires to extend railway service to the existing and future
communities in Tuen Mun South, which aims to enhance
the railway accessibility and unleash the development potential of the
region. The following local and
strategic benefits could be derived by implementing the Project:
·
Enhance the local transport
connectivity and mobility across the territory by extending the railway network
to Tuen Mun South;
·
Help relieve road traffic
congestion, reduce air pollution, noise nuisance and carbon emissions in the
region; and
·
Enhance the sustainability in
the local community by providing a sustainable and convenient railway service
with energy efficiency.
2.3.1
The Project alignment has a
number of pre-determined items which include the preferred station locations (i.e. A16 and TMS Stations) and the starting point (i.e. TUM
Station) for the rail extension, and these requirements fix both the vertical
and horizontal alignments at these locations.
These, along with the fundamental system and railway design criteria,
such as minimum horizontal curves, design speed requirements to be adopted for
the whole route and vertical change limits, resulted in the formulation of several alternatives/options during
the preliminary design stage.
2.3.2
Station
locations were strategically planned to alleviate road congestion by providing
more direct and convenient access to railway services, thereby reducing the
number of road trips that are required to bring existing and planned residents
from where they live to the nearest railway station. The alignment was selected based on
engineering factors such as interface with existing or planned facilities,
constructability, construction and operational safety, flexibility
and maintenance requirement; environmental factors such as minimisation of construction
dust, noise impact, and water quality impact to Tuen
Mun River, as well as avoidance of impact and minimisation of disturbance to general
public and sensitive ecological area. The
bridge design considered the most appropriate option that achieves the
requirements of design, construction, cost effectiveness and operation
perspectives, which could also provide the biggest return to the public in
terms of the aesthetic enhancement afforded to the community. The preferred scheme for the Project to be
taken forward for design and construction was selected according to various
engineering and environmental factors.
2.3.3
For minimisation
of potential environmental impacts arising from the construction of the Project,
temporary steel platforms proposed for the phased construction of piers and
viaduct structures along the embankment edge of Tuen
Mun River Channel will be built during dry seasons. In addition, quieter construction method, i.e. bored pile foundation system rather than percussive
piling, will be adopted for supporting the construction of viaduct and
stations. Design for Manufacture and
Assembly (DfMA) approaches will also be adopted for
the construction of the piers, viaduct and station
structures as far as practicable.
Precast pile cap shell and segments for the viaduct, as well as the
building elements such as beams and slabs of the stations, will be prefabricated
off-site to minimise the potential environmental
impacts compared with the traditional construction method. Adoption of DfMA
approaches could enable a clean, dry and tidy working environment such that the
potential environmental impacts (e.g. dust, noise,
water quality and waste generation) could be minimised.
2.4
Construction
Programme
2.4.1
Construction
of TME is anticipated to commence in 2023 with a target to complete in 2030.
2.5.1
MTRCL values the views of
stakeholders and considers that the support of the community is important in
the development of railway extension project.
MTRCL engages the community through various activities and channels to
introduce the Project and exchange views with the community. Consultation activities with Tuen Mun District Council (TMDC) and local communities commenced
since July 2020, while proactive consultation with Green Groups also commenced since
January 2021 to obtain views and understand their interests.
2.5.2
Feedback received during public
consultation related to environmental were mainly issues on construction noise
and air quality, ecology, operational noise and visual
impact to the nearby community. Public
views were taken into consideration during the design of the Project with an
aim to avoid and minimise potential environmental
impacts with adoption of appropriate mitigation measures.
3.1.1
The
EIA process provides a means of identifying, assessing
and reporting the environmental impacts associated with the construction and operation
of the Project based on the engineering design information available at this
stage. It is an iterative process that
has been followed in parallel with the design process to identify the potential
environmental issues of various design options, and
develop alternatives as well as appropriate mitigation measures to be
incorporated into the design, construction and operation of the Project. Public views have also been considered and
incorporated into the design and EIA process where appropriate. Mitigation measures have been recommended to avoid some potential
environmental impacts, while others are minimized or mitigated to acceptable
levels.
3.1.2
The
findings of this EIA study have determined the likely nature and extent of the
following environmental impacts predicted to arise from the construction and
operation of the Project:
·
Air Quality;
·
Noise;
·
Water Quality;
·
Waste Management;
·
Land Contamination;
·
Ecological Impact (Terrestrial);
·
Landscape and Visual;
·
Cultural Heritage; and
·
Hazard to life.
Assessment Scope and Key
Criteria
3.2.1
Assessment
of potential air quality impacts on air sensitive receivers (ASRs) arising from
the construction of the Project were conducted in accordance with the criteria
and guidelines as stated in Annexes 4 and 12 of the EIAO-TM as well as the
requirements given in Clause 3.4.4 of the EIA Study Brief. The assessment for
construction dust impact is within 500m study area from the
Project boundary including works sites and works areas.
3.2.2
The rail system to be employed
in the Project will be electric-powered, and air-emission free during normal
operation. Exhaust for general ventilation and smoke extraction facilities will
be carefully positioned to avoid causing any nuisance to the ambient. The
potential air quality impact during operation phase is thus considered
insignificant and assessment is deemed unnecessary.
Construction Phase
3.2.3
Potential
air quality impacts from the construction works for the Project would mainly be
related to construction dust from excavation, construction of bored pile
foundation and pile caps, demolition of existing TMSP, Community Green Station
(CGS) and nearby structures, site formation, vehicles on haul road, and wind
erosion. Background concentrations from pollutants and the pollutant-emitting
activities in immediate neighbourhood of the Project Site including open road
traffic, industrial activities, and marine emissions from Tuen
Mun Ferry Pier and Tuen Mun Typhoon Shelter have been
included to evaluate the cumulative dust impact. With the implementation of
mitigation measures in the Air Pollution Control (Construction Dust) Regulation
such as proposed dust suppression measures, regular watering once every two
hours on heavy construction work areas and good site practices, the predicted
dust impact at ASRs would comply with the hourly, daily
and annual particulate criteria stipulated in the Air Quality Objectives (AQOs)
and EIAO-TM. No adverse dust impact on the ASRs is anticipated. A summary of the
predictions for representative air pollutants related to construction dust
impact after implementation of mitigation measures is given Table 3.1.
Table 3.1 Summary of
Construction Dust Impact after Implementation of Mitigation Measures
|
Assessment Scenario
|
TSP Conc. (µg/m3)
|
RSP Conc. (µg/m3)
|
FSP Conc. (µg/m3)
|
AQO /
EIAO-TM Compliance
|
|
Max. 1-hour (500)
|
10th highest 24-hour (100)
|
Annual (50)
|
36th highest 24-hour (50)
|
Annual (25)
|
|
2023 - 2025
|
143 – 497
|
71 – 91
|
29 – 47
|
27 – 31
|
17 – 20
|
Yes
|
|
2026 - 2030
|
143 – 497
|
71 – 84
|
29 – 36
|
27 – 30
|
17 – 19
|
Yes
|
Note: Respective
criterion is given in bracket.
Assessment Scope and Key Criteria
3.3.1
Assessment
of potential noise impacts on noise sensitive receivers (NSRs) arising from the
construction and operation of the Project were conducted in accordance with the
criteria and guidelines as stated in Annexes 5 and 13 of the EIAO-TM and the
Noise Control Ordinance (NCO), as
well as the requirements given in Clause 3.4.5 of the EIA Study Brief. The assessment covers the NSRs within 300m
study area from the Project boundary including works sites and works areas.
Construction Phase
3.3.2
Construction
noise associated with the use of powered mechanical equipment (PME) during
construction phase were assessed. With
the implementation of practical mitigation measures including good site
management practices, use of noise barrier, noise insulating fabric, noise
enclosure, soundproof hammer bracket for the hydraulic breakers, use of quiet
plant, quiet construction method and proper scheduling and arrangement of
construct activities and avoidance of using particular noisy PMEs during
examination period, the maximum predicted construction noise impact would comply with the noise criteria set out in EIAO-TM. Hence, no
unacceptable impact arising from the construction of the Project is
anticipated.
Operational Phase
3.3.3
The
noise impact associated with cumulative airborne rail noise from TME and Light
Rail Transit (LRT), and operation of the fixed plant noise sources were
assessed. The predicted fixed plant
noise levels at the representative NSRs would comply with the stipulated noise
criteria based on the calculated maximum allowable SWLs for the planned
equipment. There would be no residual
fixed plant noise impact with the adoption of the proposed maximum permissible
sound power levels for the planned fixed plant.
3.3.4
With
the implementation of the recommended noise mitigation measures, the predicted
railway noise levels at the representative NSRs would comply with the noise
criteria, and no residual impact is anticipated. A summary of the predicted cumulative rail
noise levels and summary of cumulative operational noise impact are presented
in Tables 3.2 and 3.3 respectively.
Table 3.2 Summary of
Cumulative Rail Noise Levels at Representative NSRs
|
Mitigated Overall
Noise Levels, Leq 30min dB(A)
Daytime /Evening
(Night-time)
|
Criteria, Leq 30min dB(A)
Daytime /Evening
(Night-time)
|
|
≤57 (≤55)
|
65 - 70 (55 - 60)
|
Table 3.3 Summary of Cumulative Operational Noise
Levels at Representative NSRs
|
Predicted
Cumulative Operational Overall Noise Levels, Leq
30min dB(A)
Daytime /Evening
(Night-time)
|
Criteria, Leq 30min dB(A)
Daytime /Evening
(Night-time)
|
|
≤60 (≤55)
|
65 - 70 (55 - 60)
|
3.3.5
Based
on the findings of cumulative operational noise impact assessment, the
mitigated noise levels at all representative NSRs would comply with the noise
criteria as
stipulated in Technical Memorandum on Noise From
Places Other than Domestic Premises, Public Places or Construction Sites (IND-TM).
Assessment Scope and Key
Criteria
3.4.1
The
potential water quality impacts have been identified and analysed for
compliance with the prevailing Water Quality Objectives (WQOs) stipulated under
the Water Pollution Control Ordinance (WPCO), the criteria and guidelines
stated in Annexes 6 and 14 of the EIAO-TM.
3.4.2
The assessment area
basically covers 500m from the Project boundary including works sites and works areas, including Tuen Mun River Channel and Tuen Mun Typhoon Shelter, inland watercourses and relevant
Water Sensitive Receivers (WSRs) within the North Western
Water Control Zone (WCZ).
Construction Phase
3.4.3
Construction of the viaduct
structure of the Project would involve installation of new piers in Tuen Mun River, which would be constructed within a dry
working environment through the use of cofferdams and
precast pile cap shell. It is anticipated that any local water quality impact would expect to
be transient. Other source of potential water quality impact is from the land-based construction activities. With the implementation
of mitigation measures and good site practices, no adverse residual water
quality impact is anticipated.
Operational Phase
3.4.4
The
key potential source of water quality impact during operational phase would be
related to non-point source stormwater runoff, sewage and wastewater effluents
from stations, and potential hydrodynamic and water quality impact on Tuen Mun River due to the installation of pier
structure. Adequate drainage system
would be provided to collect the stormwater runoff. All sewage and wastewater generated from the
Project would be properly collected and diverted to public sewers for proper
treatment and disposal. With proper design
of drainage and sewerage systems and implementation of the recommended
mitigation measures, the associated water quality impacts are expected to be
minimal and acceptable. The change in
flow regime and water quality associated with the proposed piers is expected to
be insignificant.
Assessment Scope and Key
Criteria
3.5.1
The potential wastes
management implications have been assessed in accordance with the criteria and
guidelines stated in Annexes 7 and 15 of the EIAO-TM, and the requirements
given in Clause 3.4.7 of the EIA Study Brief.
Construction Phase
3.5.2
Different
types of waste generated from the Project during construction phase would
include Construction and Demolition (C&D) materials (from demolition works,
excavation and piling works, site formation and construction of facilities and
station), land-based and river-based sediments, general refuse from workforce,
and chemical wastes from the maintenance of construction plant and equipment.
3.5.3
The
C&D materials comprise both inert (e.g. rocks, soil, broken concrete,
building debris) and non-inert components (e.g. vegetation and wood). Based on
preliminary design information, it was estimated that the total volume of
C&D materials to be approximately 97,202 m3 of inert materials
and approximately 27,930 m3 of non-inert materials. It is also expected that there would be
approximately 228 kg of general refuse generated daily and small to a few hundred litres of chemical wastes generated
monthly during the construction period.
With the implementation of the mitigation measures recommended, no
unacceptable environmental impacts arising from storage, handling, collection, transport and disposal of wastes are expected.
3.5.4
The
total volume of land-based and river-based sediment to be excavated from the Project
is estimated to be approximately 2,840 m3, including approximately 2,088
m3 for Type 1 – Open Sea Disposal, 433 m3 for Type 1 –
Open Sea (Dedicated Sites) Disposal and 319 m3 for Type 2 – Confined
Marine Disposal in accordance with PNAP No. 252 (ADV-21). With the implementation of the recommended
mitigation measures and the requirements of PNAP No. 252 (ADV-21), no unacceptable
environment impacts would be expected from excavation, transportation
and disposal of land-based and river-based sediment.
Operational Phase
3.5.5
The
main waste types generated during the operation of the Project would be general
refuse and chemical waste from the staff, commercial operators
and maintenance activities. The
handling, collection, transportation and disposal
practices of the identified waste generated would follow the current practices
at other operating railway lines. It is
anticipated that no unacceptable impacts would arise if the mitigation measures
are strictly followed.
Assessment
Scope and Key Criteria
3.6.1
Potential
of land contamination at the Project boundary including works sites and works
areas have been examined. A land
contamination assessment was completed in accordance with the guidelines stated
in the Annex 19 of the EIAO-TM, other relevant guidance note
and practice guide, and the requirements given in Clause 3.4.8 of the EIA Study
Brief.
Potential
Land Contamination Issues
3.6.2
Potentially
contaminated land within the Project boundary has been identified in the
Contamination Assessment Plan (CAP) through the site appraisal exercise. Based on the site appraisal results, four
facilities / areas (i.e. TME-S1, TME-S2, TME-S3 and
TME-S4) were identified as potentially contaminated and require further site
investigation. Since the concerned areas
are still in operation and undertaking the SI works at this stage is not
feasible; therefore, the SI works are recommended to be carried out after
decommissioning of concerned facilities but prior to construction works at the
concerned areas to confirm any contaminated area. The remediation works, if required, should be
completed and RR(s) demonstrating the completion of remediation works at the
area(s) (if any) confirmed with contamination will be prepared and submitted to
EPD for approval prior to the commencement of construction works at the
contaminated areas. After completion of
remediation for any identified contaminated areas, no residual impact in
respect of land contamination on the future users is anticipated.
Assessment Scope and Key
Criteria
3.7.1
The
potential ecological impact was evaluated based on available information from
relevant literature and field surveys conducted for the purposes of the EIA, and assessed in accordance with the criteria and
guidelines stated in Annexes 8 and 16 of the EIAO-TM and the requirements given in Clause 3.4.9 of the EIA Study Brief. The assessment area covers 500m from the Project boundary including works
sites and works areas.
Construction Phase
3.7.2
Direct
impacts arising from the Project mainly include the loss of man-made habitats
(modified watercourse and developed area), which is anticipated to be of minor
impacts considering the ecological values of these habitats. Aside from habitat loss, potentially minor to
moderate ecological impact on the ardeid night roost in Tuen
Mun Park may arise from the indirect disturbance from construction activities,
and potential flight line obstruction. With
the implementation of mitigation measures (e.g.
avoidance of direct impact on species of conservation importance, minimisation
of disturbance impact through establishment of buffer zone and control of works
hour, etc), no unacceptable residual ecological impact is anticipated from the
construction of the Project.
Operational Phase
3.7.3
Given the urbanised nature of the area along the proposed
rail alignment, the existing wildlife are subject to regular human activities
and have showed tolerance to such disturbance. Considering the generally high
mobility and adaptability of wildlife recorded within the Assessment Area,
wildlife in the area is anticipated to acclimatise to the new urban structures
during operational phase. With the implementation of
mitigation measures such as adoption of bird-friendly design (e.g. non-transparent / non-reflective panels) and provision
of panel at the viaduct adjoining ardeid night roost, no unacceptable residual
ecological impact is anticipated from the operation of the Project.
Assessment
Scope and Key Criteria
3.8.1
The
assessment evaluated the impacts to landscape resources and visual sensitive
receivers (VSRs) according to EIAO GN 8/2010 and the criteria and guidelines
stated in the Annexes 10 and 18 of EIAO-TM respectively, and the requirements
given in Clause 3.4.10 of the EIA Study Brief.
Construction
Phase
3.8.2
There
is no old and valuable trees (OVT) identified within
the Project boundary including works sites and works areas. Based on a broad brush
tree survey, approximately 1,234 nos. of existing trees, would be affected by
the Project. Two trees of particular
interest (TPI) would be affected and transplanted. Compensatory tree planting would be provided
in accordance with relevant Technical Circulars where applicable to compensate
for felled trees.
3.8.3
During
construction phase, mitigation measures including tree transplantation,
protection of retained trees, and erection of decorative screen hoarding will
be implemented. With the implementation
of mitigation measures, there would be substantial residual impact on VSRs of recreational
users along the riverside promenade, including the users in Tuen
Mun River (Eastern Bank) Garden, Tuen Mun Road Safety
Town and along the riverside promenade, adjacent to Wu Shan Cycle Park, Wu King
Road Garden, and along the Tuen Mun Promenade close to the Tuen
Mun Pier; and VSRs of travellers along Wu King Road as they would oversee TMS
Station / Tuen Mun River Bridge / the viaduct at
pedestrian level in a relatively close distance, and the proposed engineering structures
have significantly altered the visual context of the area. It is
predicted that the residual impact during construction phase for remaining
identified VSRs is considered as insubstantial to moderate due to the longer
distance from the works sites / works areas.
3.8.4
Landscape
area in TMSP, CGS, and a small portion of HKIC – Tuen
Mun Training Ground would be permanently alienated due to the construction and
operation of the Project. Upon the
completion of construction works, the works site at Area A16 will be handed
over to others for the construction of the planned Sports Ground and future
topside property development. The alienation of the landscape area is proposed
to compensate under the Project.
Operational
Phase
3.8.5
With the implementation of mitigation measures such as
tree planting, provision of greening at the
proposed structures and amenity area surrounding the aboveground structure, there would be slight to insubstantial residual
impact on Landscape Resources (LRs) and Landscape Character Areas (LCAs) in day
1 of operation and Year 10 upon reinstatement of the affected area.
3.8.6
In
both Day 1 and Year 10 of operation, the residual impact at VSRs during
operational phase would be reduced to insubstantial to moderate with the
implementation of mitigation measures mentioned in Section 3.8.5.
3.8.7
As a whole, the residual landscape and visual impacts of the Project is considered
acceptable with the implementation of the recommended mitigation measures as
discussed above during construction and operation phases.
Assessment Scope and Key
Criteria
3.9.1
The
potential impact on cultural heritage was assessed in accordance with relevant
guidelines and the criteria stated in Annexes 10 and 19 of the EIAO-TM. The assessment area covers 300m from the Project boundary including works sites and works areas.
Cultural Heritage Resources
3.9.2
No
cultural heritage resources were identified within the proposed works sites /
works areas. One nil-grade built
heritage, Hau Kok Tin Hau Temple at Tin Hau Road, is
situated within the assessment area.
With its considerable distance from the works sites / works area,
neither direct nor indirect impact is anticipated during the construction of
the Project.
Assessment Scope and Key
Criteria
3.10.1
The
hazard to life assessment is conducted in accordance with the criteria and
guidelines as stated in the requirements given in the Clause 3.4.12 of the EIA
Study Brief, as well as Annex 4 of the EIAO-TM.
Potential Hazard to Life
Issues
3.10.2
An
existing Liquefied Petroleum Gas store (LPG Store) in Tuen
Mun Area 44 is adjacent to the works sites of the Project. Part of the proposed railway alignment will
also be within the Consultation Zone of this Potentially Hazardous
Installation.
3.10.3
Results
of the quantitative risk assessment show that criterion of Annex 4 of the EIAO-TM
for Individual Risk is met with regards to the hazards to life posed by the LPG
Store. The assessment results show that
the cumulative societal risk for the impact from the LPG Store partially falls into
the “As Low As Reasonably Practicable (ALARP)” region.
Specific mitigation measure was found economically unviable based on
cost-benefit analysis. Nevertheless, good safety practice during construction phase should be
implemented to minimise the risk level.
4.1.1
The
EIA Study of the Project has demonstrated its compliance with the EIAO-TM
requirements. Actual impacts during the
construction works will be monitored through a detailed EM&A
programme. Full details of the programme
are presented in a separate EM&A Manual associated with the EIA
Report. The EM&A programme will
provide management actions and detail the recommended mitigation measures to
check the effectiveness of the recommended mitigation measures and compliance
with relevant statutory criteria, thereby ensuring the environmental
acceptability of the construction and operation of the Project.
5.1.1
This
EIA Study assessed the overall acceptability of the environmental impacts
likely to arise as a result of the construction and
operation of the Project, in accordance with the EIA
Study Brief (No. ESB-332/2020), EIAO-TM and other relevant guidelines and criteria. It has demonstrated the protection of the
population and environmentally sensitive resources and the acceptability of any
possible environmental impacts from the Project. The findings of EIA Study indicated that,
with the implementation of the recommended mitigation measures, the Project
would be environmentally acceptable and in compliance with the relevant
assessment standards / criteria of the EIAO-TM.
Where appropriate, EM&A mechanisms have been recommended to verify
the environmental acceptability of the Project and to check the effectiveness
of the recommended mitigation measures.
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