Cycle Track between Tsuen Wan and Tuen Mun (Tuen Mun to So Kwun Wat)

Environmental Impact Assessment

Civil Engineering and Development Department

April 2022

 

Volume 1 – Main Text

 

 

 

 

 

 

 

 

 

Contents

Chapter                                                                                                    

1.         Introduction  1-1

1.1.      Project Background  1-1

1.2.      Background of this EIA  1-1

1.3.      Objectives of the EIA Study  1-1

1.4.      Structure of this EIA  1-2

2.         Project Description  2-1

2.1.      Project Objectives  2-1

2.2.      Need for the Project 2-1

2.3.      Project Location and Surrounding Environment 2-1

2.4.      Project Scope  2-1

2.5.      Scenarios With and Without the Project 2-1

2.6.      Consideration of Alternative Layouts, Alignment and Design  2-2

2.7.      Environmental Benefits and Achievements of the Project 2-4

2.8.      Project Implementation Programme  2-6

2.9.      Concurrent Projects  2-6

2.10.    Community Consultation  2-7

3.         Air Quality  3-1

3.1.      Introduction  3-1

3.2.      Relevant Legislations, Standards & Guidelines  3-1

3.3.      Baseline Conditions  3-3

3.4.      Air Sensitive Receivers  3-4

3.5.      Impact Identification and Evaluation  3-6

3.6.      Recommended Mitigation Measures  3-7

3.7.      Residual Impact 3-8

3.8.      Environmental Monitoring and Audit Requirements  3-8

3.9.      Conclusion  3-8

4.         Noise  4-1

4.1.      Introduction  4-1

4.2.      Relevant Legislations, Standards & Guidelines  4-1

4.3.      Existing Noise Environment 4-2

4.4.      Assessment Area and Noise Sensitive Receivers  4-2

4.5.      Identification of Sources of Construction Noise Impact 4-7

4.6.      Assessment Methodology  4-8

4.7.      Predicted Unmitigated Construction Noise Impact 4-9

4.8.      Mitigation Measures  4-11

4.9.      Predicted Mitigated Construction Noise Impact 4-13

4.10.    Cumulative Impacts  4-18

4.11.    Evaluation of Residual Construction Noise Impacts  4-18

4.12.    Environmental Monitoring and Audit Requirements  4-18

4.13.    Conclusion  4-18

5.         Water Quality  5-1

5.1.      Introduction  5-1

5.2.      Relevant Legislations, Standards and Guidelines  5-1

5.3.      Study Area & Water Sensitive Receivers (WSRs) 5-4

5.4.      Baseline Conditions  5-5

5.5.      Identification of Water Quality Impact 5-14

5.6.      Evaluation of Water Quality Impact 5-16

5.7.      Mitigation Measures  5-24

5.8.      Evaluation of Residual Impacts  5-26

5.9.      Environmental Monitoring and Audit Requirement 5-26

5.10.    Conclusion  5-27

6.         Waste Management Implications  6-1

6.1.      Introduction  6-1

6.2.      Relevant Legislations, Standards & Guidelines  6-1

6.3.      Waste Generation and Potential Impacts  6-2

6.4.      Mitigation Measures  6-5

6.5.      Residual Impacts  6-7

6.6.      Environmental Monitoring and Audit Requirements  6-7

6.7.      Conclusion  6-7

7.         Land Contamination  7-1

7.1.      Introduction  7-1

7.2.      Relevant Standards & Guidelines  7-1

7.3.      Description of Existing Environment 7-1

7.4.      Review of Aerial Photographs and Historical Land Use  7-1

7.5.      Review of Environmental Information from Government Departments  7-3

7.6.      Site Reconnaissance  7-4

7.7.      Requirements for Site Investigation prior to Construction  7-4

8.         Ecology  8-1

8.1.      Introduction  8-1

8.2.      Relevant Legislations, Standards & Guidelines  8-1

8.3.      Assessment Area  8-3

8.4.      Methodology for Baseline Establishment 8-3

8.5.      Ecological Baseline Condition  8-6

8.6.      Evaluation of Habitats and Species of Conservation Importance  8-11

8.7.      Impact Identification and Prediction  8-18

8.8.      Impact Evaluation  8-19

8.9.      Mitigation Measures  8-22

8.10.    Cumulative Impacts  8-28

8.11.    Residual Impacts  8-29

8.12.    Conclusion  8-29

9.         Fisheries  9-1

9.1.      Introduction  9-1

9.2.      Relevant Legislations, Standards & Guidelines  9-1

9.3.      Assessment Area and Approach  9-1

9.4.      Methodology for Baseline Establishment 9-2

9.5.      Baseline Conditions  9-3

9.6.      Assessment Methodology  9-5

9.7.      Fisheries Impact Evaluation  9-6

9.8.      Mitigation Measures  9-7

9.9.      Cumulative Impacts  9-10

9.10.    EM&A for Fisheries  9-10

9.11.    Residual Impacts  9-10

9.12.    Conclusions  9-10

10.       Landscape and Visual 10-1

10.1.    Introduction  10-1

10.2.    Relevant Legislations, Standards & Guidelines  10-1

10.3.    Assessment Area  10-3

10.4.    Landscape and Visual Impact Assessment Methodology  10-3

10.5.    Project Summary  10-9

10.6.    Review of Planning and Development Control Framework  10-10

10.7.    Existing Landscape Baseline  10-14

10.8.    Landscape Impact Assessment 10-21

10.9.    Existing Visual Context and Visual Impacts  10-33

10.10.  Recommended Mitigation Measures  10-66

10.11.  Programme for Landscape Works  10-70

10.12.  Residual Landscape and Visual Impacts  10-70

10.13.  Environmental Monitoring and Audit Requirements  10-79

10.14.  Cumulative Landscape and Visual Impacts  10-80

10.15.  Conclusion  10-80

11.       Cultural Heritage  11-1

11.1.    Introduction  11-1

11.2.    Relevant Legislations, Standards & Guidelines  11-1

11.3.    Baseline Conditions  11-3

11.4.    Identified Built Heritage Resources  11-5

11.5.    Impact Evaluation  11-7

11.6.    Mitigation Measures  11-13

12.       Environmental Monitoring and Audit Requirements  12-1

12.1.    Introduction  12-1

12.2.    Air Quality  12-1

12.3.    Noise  12-1

12.4.    Water Quality  12-2

12.5.    Waste Management Implications  12-2

12.6.    Land Contamination  12-3

12.7.    Ecology  12-3

12.8.    Fisheries  12-3

12.9.    Landscape and Visual 12-4

12.10.  Cultural Heritage  12-4

12.11.  Summary of Environmental Monitoring and Audit Requirements  12-4

13.       Implementation Schedule of Mitigation Measures  13-1

13.1.    Introduction  13-1

14.       Summary of Environmental Outcomes  14-1

14.1.    Overview  14-1

14.2.    Key Environmental Outcomes  14-1

 

 

Tables

Table 2.1       Summary of Environmental Benefits for the Adopted Layout Design

Table 2.2       Tentative Project Construction Schedule

Table 2.3       Potential Concurrent Projects

Table 2.4       Key Comments Received during Public Inspection Period of Project Profile

Table 2.5       List of Community Consultations

Table 2.6       List of Public Opinions

Table 3.1       Hong Kong Air Quality Objectives

Table 3.2       Air Quality Monitoring Data at Tuen Mun AQMS (2016 – 2020)

Table 3.3       Background Concentrations from PATH v2.1 (Maximum from Year 2022-25)

Table 3.4       Representative Air Sensitive Receivers

Table 4.1       Noise Standards for Construction Activities during Daytime Period

Table 4.2       Identified NSRs within 300m from the Project Boundary

Table 4.3       Selected Noise Assessment Points

Table 4.4       Maximum Predicted Construction Noise Level (Unmitigated)

Table 4.5       Quieter Equipment

Table 4.6       Summary of Movable Noise Barriers and Enclosures Adopted for PMEs

Table 4.7       Sound Pressure Level of Quieter Equipment/Methods

Table 4.8       Maximum Predicted Construction Noise Level under Mitigated Scenario

Table 4.9       Recommendation for Works near Castle Peak Sam Chau Ma Temple

Table 5.1       Water Quality Objectives for North Western Water Control Zone

Table 5.2       WQOs for SS and DO for North Western WCZ under Dredging Activities

Table 5.3       Representative Water Sensitive Receivers (WSRs)

Table 5.4       Annual Geometric Mean of E.coli Levels of Beaches in Tuen Mun District

Table 5.5       Water Quality Monitoring Results at Tuen Mun Typhoon Shelter (2016 – 2020)

Table 5.6       Water Quality Monitoring Data of NM2 from 2016 to 2020

Table 5.7       Water Quality Monitoring Data for Tuen Mun River (TN6) from 2016 to 2020

Table 5.8       Baseline Water Quality Monitoring Locations

Table 5.9       Summary of In-situ Water Quality Monitoring Results for Wet Season

Table 5.10      Summary of In-situ Water Quality Monitoring Results for Dry Season

Table 5.11      Summary of Laboratory Analysis Results for Wet Season

Table 5.12      Summary of Laboratory Analysis Results for Dry Season

Table 5.13      Predicted Elevation in Suspended Solids Concentration and Dissolved Oxygen Depletion at Distances from Piling Source (Wet Season)

Table 5.14      Predicted Elevation in Suspended Solids Concentration and Dissolved Oxygen Depletion at Distances from Piling Source (Dry Season)

Table 5.15      Summary of Elutriate Test Results at Sampling Locations

Table 6.1       Quantity of inert and non-inert C&D materials

Table 6.2       Summary of Waste Generation during Construction Phase

Table 6.3       Tentative Transportation Routings for Waste Disposal During Construction Phase

Table 7.1       Review of Historical Aerial Photographs

Table 7.2       Review of Chemical Waste Producers for Project Site

Table 8.1       Ecological Survey Programme

Table 8.2       Habitats recorded within the Assessment Area

Table 8.3       Intertidal Organisms Recorded in the Survey Locations

Table 8.4       Benthic fauna composition within the Assessment Area

Table 8.5       Summary Information from Subtidal Benthic Survey in Dry and Wet Seasons (replicates of sub-stations are pooled together)

Table 8.6       Evaluation of Mixed Woodland within the Assessment Area

Table 8.7       Evaluation of Plantation Woodland within the Assessment Area

Table 8.8       Evaluation of Shrubland/Grassland within the Assessment Area

Table 8.9       Evaluation of Cultivated Land within the Assessment Area

Table 8.10     Evaluation of Developed Area within the Assessment Area

Table 8.11     Evaluation of Watercourse within the Assessment Area

Table 8.12     Evaluation of Rocky Shore (intertidal and subtidal parts) and Sandy Shore within the Assessment Area

Table 8.13     Evaluation of Seawall within the Assessment Area

Table 8.14     Evaluation of Marine Waters (including subtidal seabed) inside the 500m Assessment Area

Table 8.15     Evaluation of the Project Site

Table 8.16     Evaluation of Flora Species of Conservation Importance

Table 8.17     Evaluation of fauna species of conservation importance

Table 8.18     Estimated Habitat Loss

Table 8.19     Summary of Construction Phase and Operational Phase Impacts

Table 8.20     Evaluation of Cumulative Impacts from Concurrent Projects

Table 9.1       Evaluation of Potential Fisheries Impact during Construction Phase

Table 9.2       Evaluation of Potential Fisheries Impact during Operational Phases

Table 10.1     Degree of Impact for Landscape and Visual Aspects

Table 10.2     Residual Impact Significance Threshold Matrix

Table 10.3      Summary of Supporting Facilities

Table 10.4      Review of Existing Planning and Development Control Framework

Table 10.5      Sensitivity of Landscape Resources (LRs)

Table 10.6      Sensitivity of Landscape Character Areas (LCAs)

Table 10.7     Existing Landscape Resources and Predicted Impacts

Table 10.8     Summary of Tree Survey

Table 10.9     Existing Landscape Character Area and Predicted Impacts

Table 10.10    Sensitivity of Visually Sensitive Receivers

Table 10.11    Visually Sensitive Receivers and Predicted Impacts

Table 10.12    Proposed Construction Phase Mitigation Measures

Table 10.13    Proposed Operational Phase Mitigation Measures

Table 10.14    Agencies Responsible for Funding, Implementation, Management and Maintenance of the Mitigation Measures

Table 10.15    Selected Vantage Points for Photomontage

Table 11.1     Identified Heritage Resources and Potential Impact Assessment

Table 11.2     Proposed Mitigation during construction phase for other built heritage items identified as having potential impacts

Table 12.1     Summary of EM&A Requirements

Table 13.1     Implementation Schedule of Recommended Mitigation Measures – Air Quality

Table 13.2     Implementation Schedule of Recommended Mitigation Measures – Noise

Table 13.3     Implementation Schedule of Recommended Mitigation Measures – Water Quality

Table 13.4     Implementation Schedule of Recommended Mitigation Measures - Waste Management Implications

Table 13.5     Implementation Schedule of Recommended Mitigation Measures – Ecology and Fisheries

Table 13.6     Implementation Schedule of Recommended Mitigation Measures – Landscape and Visual

Table 13.7     Implementation Schedule of Recommended Mitigation Measures – Cultural Heritage

Table 14.1     Summary of Environmental Impacts and the Recommended Mitigation Measures

Table 14.2     Key Assessment Assumptions and Limitation of Assessment Methodologies

 

Figures

Figure 1.1	Project Location
Figure 2.1	Comparisons of Project Alignment
Figures 2.2.1 – 2.2.5	Project Alignment (sheet 1-5)
Figure 3.1	Location Plan of the Air Sensitive Receivers
Figure 4.1	Location Plan of the Representative Noise Sensitive Receivers
Figures 4.2.1 – 4.2.10	Location Plan for the Noise Assessment Points
Figure 4.3	Indicative Plan of the Workfront
Figure 4.4.1	Proposed Noise Barrier at Blessing Villa Block F
Figure 4.4.2	Proposed Noise Barrier at Seacoast Royale Tower 3
Figure 4.4.3	Proposed Noise Barrier at Villa La Plage House 8
Figure 4.4.4	Proposed Noise Barrier at Villa La Plage House 15
Figure 4.4.5	Proposed Noise Barrier at Villa La Plage House 25
Figure 5.1	Location of Water Sensitive Receivers
Figure 6.1	Location Plan of Ground Investigation Record
Figure 8.1	Ecological Survey Transects and Sampling Locations
Figure 8.2	Habitat Map and Locations of Species of Conservation Importance
Figure 8.2a	Habitat Map and Locations of Species of Conservation Importance (zoom in)
Figure 8.2b	Habitat Map and Locations of Species of Conservation Importance (zoom in)
Figure 8.3	Photos of Habitats and Plant Species of Conservation Importance
Figure 8.4	Hard Coral and Gorgonian recorded in the Dive Survey
Figure 9.1	Distribution of Fishing Vessel Operation (sampan)
Figure 9.2	Distribution of Fisheries Production (sampan)
Figure 9.3	Distribution of Spawning Grounds for Fisheries Species
Figure 9.4a	Fisheries Sampling Locations of 3RS EIA Study (Trawl survey)
Figure 9.4b	Fisheries Sampling Locations of 3RS EIA Study (Purse seine & hand line)
Figure 9.4c	Fisheries Sampling Locations of 3RS EIA Study (Ichthyoplankton & fish post-larvae survey)
Figure 9.5	Locations of Project Site and Fish Culture Zones
Figure 10.1	General Site Location Plan
Figure 10.2	Aerial Photograph of Study Area
Figure 10.3	Future Planning Context
Figure 10.4	Landscape Resources Plan
Figures 10.5.1 – 10.5.2	Landscape Resources Photographs
Figure 10.6	Landscape Character Areas Plan
Figures 10.7.1 - 10.7.2	Landscape Character Areas Photographs
Figures 10.8.1 - 10.8.4	Visual Envelope and Visual Sensitive Receivers
Figures 10.9.1 – 10.9.4	Existing VSR Views
Figures 10.10.1 – 10.10.3	Recommended Landscape and Visual Mitigation Measures – Plan
Figures 10.11.1 – 10.11.3, 10.11.5, 10.11.6	Recommended Landscape and Visual Mitigation Measures – Sections
Figure 10.11.4	Recommended Landscape and Visual Mitigation Measures – Cycle Bridge Design
Figures 10.12.1 – 10.12.6	Preliminary Landscape Master Plan
Figures 10.13.1 – 10.13.3	Residual Impact on Landscape Resources during Construction and Operation
Figures 10.14.1 – 10.14.3	Residual Impact on Landscape Character Areas during Construction and Operation
Figures 10.15.1 – 10.15.3	Residual Visual Impact during Construction and Operation
Figure 10.16	Vantage Points of Photomontage
Figures 10.17.1 – 10.17.32	Photomontage of Vantage Points

 

Appendices

Appendix 4-1	Photo Record of Existing Noise Sensitive Receivers
Appendix 4-2	Proposed Construction Plant Inventory - Unmitigated
Appendix 4-3	Predicted Construction Noise Levels (Unmitigated Scenario)
Appendix 4-4A	Proposed Construction Plant Inventory - with Mitigation Measures
Appendix 4-4B	Proposed Construction Plant Inventory - with Mitigation Measures (For NAP N027 and N050)
Appendix 4-4C	Proposed Construction Plant Inventory - with Mitigation Measures (For NAP N002, N005, N006, N010, N013, N014A and N016B)
Appendix 4-4D	Proposed Construction Plant Inventory - with Mitigation Measures (For NAP N012B (G/F))
Appendix 4-4E	Proposed Construction Plant Inventory – with Mitigation Measures (For NAP N007 (1/F to 19/F) and N012B (1/F and 2/F))
Appendix 4-4F	Proposed Construction Plant Inventory - with Mitigation Measures (For NAP N016A and N017A)
Appendix 4-4G	Proposed Construction Plant Inventory - with Mitigation Measures (For NAP N007 (G/F and UG/F) and N015A)
Appendix 4-4H	Proposed Construction Plant Inventory - with Mitigation Measures (For NAP N030)
Appendix 4-5A	Predicted Construction Noise Levels (Mitigated Scenario)
Appendix 4-5B	Predicted Construction Noise Levels (Further Mitigated Scenario)
Appendix 4-6	Schematic Diagram for Typical Construction Noise Barrier and Noise Enclosure
Appendix 5-1	Water Quality Impact Assessment Methodology
Appendix 5-2	Water Quality Sampling and Testing Report
Appendix 5-3	Elutriate Test Results
Appendix 6-1	Borehole Record of Ground Investigation Locations
Appendix 7-1	Historical Aerial Photographs of the Project Areas
Appendix 7-2	Correspondences from EPD on Past Incidents
Appendix 7-3	Correspondences from FSD on Past Incidents
Appendix 7-4	Site Reconnaissance Photos
Appendix 7-5	Site Walkover Checklist
Appendix 8-1	Plant Species Recorded Within The Assessment Area
Appendix 8-2	Terrestrial Mammal Species Recorded Within The Study Area
Appendix 8-3	Bird Species And Relative Abundance Recorded Within The Study Area
Appendix 8-4	Reptile Species Recorded Within The Study Area
Appendix 8-5	Amphibian Species Recorded Within The Study Area
Appendix 8-6	Dragonfly Species Recorded Within The Study Area
Appendix 8-7	Butterfly Species Recorded Within The Study Area
Appendix 8-8	Aquatic Fauna Recorded Within The Study Area
Appendix 8-9	Intertidal Organisms Recorded In The Qualitative Survey Within The Study Area
Appendix 8-10	Intertidal Organisms Recorded In The Quantitative Survey Within The Study Area
Appendix 8-11	Abundance Of Subtidal Benthos Species Recorded At Each Sampling Location Within The Study Area During Wet Season
Appendix 8-12	Biomass Of Subtidal Benthos Species Recorded At Each Sampling Location Within The Study Area During Wet Season
Appendix 8-13	Abundance Of Subtidal Benthos Species Recorded At Each Sampling Location Within The Study Area During Dry Season
Appendix 8-14	Biomass Of Subtidal Benthos Species Recorded At Each Sampling Location Within The Study Area During Dry Season
Appendix 10-1	Preliminary Tree Survey Plans and Schedule
Appendix 11-1	Building Heritage Figures
Appendix 11-2	Building Heritage Catalogue
Appendix 11-3	Marine Archaeological Investigation

 

1.              Introduction

1.1.            Project Background

1.1.1.            The Government has been incorporating provision of cycle tracks in the planning and development of New Towns.  These cycle tracks have become attractions to the public for leisure or recreational purpose.  To further enhance the recreational value of the cycle tracks and for better enjoyment of the public, the Government has pledged in the 2007-08 Policy Agenda to develop a comprehensive cycle track network in the New Territories for improving the quality of living.  One of the backbone sections of the New Territories cycle track network is from Tsuen Wan to Tuen Mun.

1.1.2.            In September 2008, Civil Engineering and Development Department (CEDD) engaged consultants to undertake the investigation and preliminary design of the proposed cycle track between Tsuen Wan and Tuen Mun under Agreement No. CE 9/2008 (HY).  The preliminary design of the proposed works was substantially completed in December 2011.

1.1.3.            The proposed cycle track was planned to be implemented in phases.  In July 2012, under Agreement No. CE 3/2012 (HY), CEDD engaged consultants to carry out detailed design for the Advance Works section (from Tsing Tsuen Bridge to Bayview Garden at Tsuen Wan) and Stage 1 Works section (from Bayview Garden to Ting Kau), and review and investigate all the feasible alternative alignments for the Stage 2 Works section, which comprised Stage 2B Works (from So Kwun Wat to Ting Kau) and Stage 2A Works (from Tuen Mun to So Kwun Wat).

1.1.4.            On 19 January 2017, Atkins China Limited (Atkins) was commissioned by CEDD to conduct the design and construction for the Stage 2A Works from Tuen Mun to So Kwun Wat under the Agreement No. CE36/2016(HY) entitled “Cycle Track Between Tsuen Wan and Tuen Mun (Tuen Mun to So
Kwun Wat) – Design and Construction”.

1.1.5.            The Advance Works section in Tsuen Wan waterfront was completed and opened for public use in July 2021, whilst the design and implementation strategy for Stages 1 and 2B Works are currently under review with public consultation set to take place in early 2022. This EIA shall be focusing on the environmental impact assessment for Stage 2A works from Tuen Mun to So Kwun Wat.

1.2.            Background of this EIA

1.2.1.            In accordance with the requirements of Section 5(1)(a) of the Environmental Impact Assessment Ordinance (EIAO), CEDD submitted a Project Profile (No. PP-543/2016) to the Director of /Environmental Protection (DEP) to apply for an Environmental Impact Assessment (EIA) Study Brief on 15 August 2016.  Pursuant to Section 5(7)(a) of the EIAO, the DEP issued to the Project Proponent (CEDD) an EIA Study Brief (No: ESB-295/2016 dated 27 September 2016) to carry out an EIA Study for the project titled “Cycle Track Between Tsuen Wan and Tuen Mun (Tuen Mun to So Kwun Wat)” (the Project). 

1.2.2.            The location of the Project is shown in Figure 1.1.  The Project comprises construction and operation of a new cycle track at-grade or on bridge.  Construction of the viaduct foundation (via bored piling works) will not involve open sea dredging, with materials excavated via double pile casing.  Given that the piling and excavation works will take place less than 500m from the nearest boundary of an existing bathing beaches, the Project is a Designated Project by virtue of Item C.12, Part 1, Schedule 2 of the EIAO which specifies “dredging operation less than 500m from the nearest boundary of an existing bathing beaches”.

1.3.            Objectives of the EIA Study

1.3.1.            This EIA Study has been conducted to achieve specific objectives in the EIA Study Brief No. ESB-295/2016.  These specific objectives are to:

(i)          Describe the Project and associated works together with the requirements and environmental benefits for carrying out the Project;

(ii)         Identity and describe the elements of community and environment likely to be affected by the Project and associated works and/or likely to cause adverse impacts to the Project, including both the natural and man-made environment and the associated environmental constraints;

(iii)        Identity and quantity emission sources and determine the significance of impacts on sensitive receivers and potential affected uses;

(iv)       Identity and quantify any potential losses or damage to flora, fauna and natural habitats;

(v)        Identify any adverse impacts on cultural heritage and to propose measures to mitigate these impacts;

(vi)       Propose the provision of infrastructure or mitigation measures to minimize pollution, environmental disturbance and nuisance during construction and operation of the Project;

(vii)       Investigate the feasibility, effectiveness and implications of the proposed mitigation measures;

(viii)      Identity, predict and evaluate the residual (i.e. after practicable mitigation) environmental impacts and the cumulative effects expected to arise during the construction and operational phases of the Project in relation to the sensitive receivers and potential affected uses;

(ix)       Identity, 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 residual environmental impacts and cumulative effects and reduce them to acceptable levels;

(x)        Design and specify environmental monitoring and audit requirements; and

(xi)       Identity any additional studies necessary to implement the mitigation measures or monitoring and proposals recommended in the EIA report.

1.4.            Structure of this EIA

1.4.1.            The EIA Report is presented in the following sections:

Section 1 – Introduction

Section 2 – Project Description

Section 3 – Air Quality

Section 4 – Noise

Section 5 – Water Quality

Section 6 – Waste Management Implications

Section 7 – Land Contamination

Section 8 – Ecology

Section 9 – Fisheries

Section 10 – Landscape and Visual

Section 11 – Cultural Heritage

Section 12 – Environmental Monitoring and Audit Requirements

Section 13 – Implementation Schedule of Recommended Mitigation Measures

Section 14 – Summary and Conclusion

 

 

2.              Project Description

2.1.            Project Objectives

2.1.1.            The objectives of the Project are to construct and operate a new two-way cycle track with a width of 4 metres as far as technically practicable, accompanied with footpath between Tuen Mun and So Kwun Wat as well as the provision of supporting facilities.  The cycle track is intended primarily for recreational use and is thus considered a recreational development.

2.2.            Need for the Project

2.2.1.            This Project involves construction of a cycle track from Tuen Mun to So Kwun Wat, which is part of the cycle track backbone section from Tsuen Wan to Tuen Mun of the existing New Territories cycle track network.  With the Project in place, more recreational opportunities would be created for the public to enjoy.

2.3.            Project Location and Surrounding Environment

2.3.1.            Starting from Kwun Tsing Road to Golden Beach Path, the cycle track would be constructed at-grade along the roadside footpath of Castle Peak Road – Castle Peak Bay.  At Golden Beach Path junction, the cycle track would turn southwest and run along a footpath near Blessing Villa, then pass through an existing trail at the rear periphery of Cafeteria New Beach and Cafeteria Old Beach and several open spaces, where the viaduct section of the cycle track would be constructed on existing government waterfront between Cafeteria Old Beach and Kadoorie Beach.  From Kadoorie Beach, where the viaduct section ends, the cycle track would run along Tsing Yan Street to join Castle Peak Road – Castle Peak Bay.  From this point on to Hoi Wing Road, the cycle track would be constructed at-grade along the existing roadside footpath and planting areas of Castle Peak Road – Castle Peak Bay, resuming part of the Leisure and Cultural Services Department (LCSD)’s Ki Lun Kong Public Park and a land lot that is currently used as an open carpark under Short Term Tenancy (STT).  From Ki Lun Kong Public Park to Hin Fat Lane, the cycle track would branch off and run on the STT land lot, existing roadside footpath, planting areas of Castle Peak Road – Castle Peak Bay and along and partly within LCSD’s Tsing Sin Garden.

2.4.            Project Scope

2.4.1.            The scope of the Project comprises the following elements:

i.      Construction of new cycle tracks of about 3.6 km long from Hin Fat Lane and Hoi Wing Road at Tuen Mun to Kwun Tsing Road at So Kwun Wat with associated footpaths

ii.     Construction of a marine cycle bridge with footpath of about 200 m long between Cafeteria Old Beach and Kadoorie Beach.

iii.    Provision of cycle parking areas near Hin Fat Lane, Cafeteria Old Beach and Kwun Tsing Road.

2.4.2.            The proposed cycle track design is in line with the requirements stipulated in the Transportation Planning and Design Manual (TPDM) published by Transportation Department (TD).  The width of the proposed cycle track would be 4m in general, with some local sections less than 4m wide subject to terrain and other site constraints.  The longitudinal gradient of the track would range from level to 4%, whilst 2m wide associated pedestrian footpaths would be introduced along most sections of the cycle track.

2.5.            Scenarios With and Without the Project

Without Project

2.5.1.            Without the Project, it is not possible to connect the cycle tracks between the western and eastern parts of the New Territories.  Thus, a comprehensive cycle track network in the New Territories as pledged in the 2007-08 Policy Agenda cannot be achieved.

2.5.2.            In the absence of the Project, the conditions of the existing beaches and coastal areas would remain unchanged.  Without the cycle track section in the coastal area, cycling would not be allowed on the existing footpath along the beaches, making it difficult to cycle along the panoramic coastal areas safely.  

With Project

2.5.3.            With the Project, the existing cycle track in Tuen Mun of the cycle track network in the western part of the New Territories will connect to So Kwun Wat.  Cyclists will be able to travel and cycle safely on the new cycle track.  The Project can further enhance the recreational value of the cycle tracks for public enjoyment, promote safe riding, and develop a comprehensive cycle track network in the New Territories to foster a bicycle-friendly environment.

2.5.4.            By implementing the Project, the safety level and cycle traffic of the section would be enhanced. Cyclists no longer need to ride on carriageway and the illegal act of riding bicycles on pedestrian footpath is expected to be eliminated.  Moreover, an additional mode of commute would be provided to nearby residents, who can cycle to access Tuen Mun or even the rest of the sights along the New Territories cycle track network.

2.6.            Consideration of Alternative Layouts, Alignment and Design

2.6.1.            Detailed review on the proposed cycle track alignment options developed since the previous stage of the Project (i.e. project layout given in the EIA Study Brief as shown in Figure 2.1) has been carried out.  As a result of the review, the entry/exit hub and resting stations originally proposed in the Project Proposal have been omitted from this Project and will be further considered in the later stage of the cycle track project. 

2.6.2.            The proposed alignment options have been assessed based on technical factors, visibility, constructability as well as practicality on maintenance and operation.  The technical assessment criteria generally include civil works, highways structures, transport and traffic, geotechnical, environmental, maintenance and operations.  Other aspects, including land use planning, cost and time, aesthetics and visual impacts and opinions from the concerned public stakeholders, had also been considered in determining the overall alignment.

2.6.3.            Details of the original design and alternative options considered for the adopted cycle track alignment are described in the following sections (Sections 2.6.4 to 2.6.18).

Cycle track section between Kwun Tsing Road and Golden Beach Path

2.6.4.            A resting station was originally proposed at an open area next to So Kwun Wat Road, as indicated in Figure 2.1.  After detailed review, it has been omitted from this Project and will be reviewed in the later stage of the cycle track project.  A proposed cycle parking area will be provided near Kwun Tsing Road, which is a revised entry/exit point to the eastern end of the cycle track.  Refer to Figure 2.2.1 and Table 2.6 for public consultation details.

2.6.5.            Part of the proposed cycle track between Crossroads Foundation and Golden Beach Path has been reviewed and re-designed.  As indicated in Figure 2.1, the original alignment runs along the westbound lane of Castle Peak Road – Castle Peak Bay, passing by Hong Kong Gold Coast Phase1, Monte Carlo Villas and Spring Seaview Terrace.  The alternative alignment, which has been adopted in the latest design of the Project as indicated in Figure 2.2.1, runs along the eastbound lane of Castle Peak Road – Castle Peak Bay and passes by Crossroad Foundations, Starfront Royale, TMTL518 development and Palm Beach.  This design was adopted due to construction simplicity, better connectivity and avoidance of excessive civil construction works.

Cycle track section between Golden Beach Path and Cafeteria Old Beach

2.6.6.            The original alignment would turn south towards the coastline via the existing open area between Monte Carlo Villas and Spring Seaview Terrace, with an optional resting station proposed near the Golden Beach Path outdoor car park along the route.  The alignment then continues at-grade along the rear periphery of Cafeteria New Beach and Cafeteria Old Beach.

2.6.7.            The revised alignment would turn southwest alongside Blessing Villa and then along the rear periphery of Cafeteria New Beach and Cafeteria Old Beach at-grade. This design was adopted due to construction simplicity, better connectivity and avoidance of excessive civil construction works. In addition, the alternative alignment would require less land resumption whilst preserving the Golden Beach Path outdoor car park, which was the subject of public concern regarding its potential removal to accommodate the optional resting station (see Table 2.4 for public consultation details).

2.6.8.            In order to enhance convenience for cyclists to enjoy the nearby beach facilities, a cycle parking area has been proposed near Cafeteria Old Beach to provide parking spaces and replace the originally proposed optional resting station near the outdoor car park.  The location of the cycle parking area is near the existing public toilet at Cafeteria Old Beach as indicated in Figure 2.2.2, allowing cyclists to access the public toilet, barbecue site and store easily.

Cycle track section between Cafeteria Old Beach and Castle Peak Beach

2.6.9.            The original design is to construct the route via at-grade roads along the rear periphery of Cafeteria Old Beach, Kadoorie Beach and Castle Peak Beach, with the coastal section of the track connecting Cafeteria Old Beach, Kadoorie Beach and Castle Peak Beach to be built on three viaduct sections. The first viaduct section would cross from Cafeteria Old Beach to Kadoorie Beach, with the second section going from Kadoorie Beach to Kadoorie Pier, and the final section continuing from Kadoorie Pier to the rear periphery of Caste Peak Beach. See Figure 2.1.

2.6.10.         An alternative option was considered during the design stage to construct the cycle track along Castle Peak Road – Castle Peak Bay.  However, such a proposal was found infeasible due to lack of space for the footpath along Castle Peak Road – Castle Peak Bay, especially after the completion of Castle Peak Road Widening Works.  Therefore, it was decided to construct the cycle track section via at-grade roads along the rear periphery of the beaches and via viaducts along the shoreline.

2.6.11.         For the revised design, in order to minimize impacts to marine ecology, visual impacts brought to the existing beaches and smoothen the alignment to avoid splitting the beaches, the two viaduct sections from Kadoorie Beach to Castle Peak Beach via Kadoorie Pier have been avoided.  Only the viaduct section between Cafeteria Old Beach and Kadoorie Beach will be built, which cannot be avoided due to lack of sufficient land space for the alignment to continue at-grade.  After the viaduct section ends at the rear periphery of Kadoorie Beach, the alignment would continue at-grade along Tsing Yan Street and then turn west to join Castle Peak Road – Castle Peak Bay.  The existing promenade at Castle Peak Beach will be modified to cater for the change in alignment.  Refer to Figure 2.2.3.  

2.6.12.         Furthermore, the remaining viaduct section between Cafeteria Old Beach and Kadoorie Beach has been moved further away from the beach shorelines, compared with the original design.  For the sections where beach crossing is unavoidable (e.g. sections that connect the viaducts and the rear side of the beach), the viaduct would be aligned as close to the side edges of Cafeteria Old Beach and Kadoorie Beach as possible.

2.6.13.         Pre-bored H-piles have been proposed as the foundation type for the bridge viaduct section.  Removal of excavated material from the piling works will be made via double pile casing, thus avoiding the need for open sea dredging and minimizing sediment generation.  Precast pile caps will then be installed onto the pile heads after the erection of the piles. The pier will be constructed on the pile caps.  The deck structure will be constructed with box girder by cast-in-situ method with the aid of temporary steel working platforms.  Finally, the railings will be installed, and surfacing will be constructed.

Cycle track section between Castle Peak Beach and Hoi Wing Road

2.6.14.         In considering the interfacing issue with the future Tuen Mun Bypass Project, Highways Department (HyD) and Transport Department (TD) were consulted.  As the open area near Hanford Garden would be occupied by the Tuen Mun Bypass Project, the proposed entry/exit hub at Hoi Wah Road as indicated in Figure 2.1 has been removed from this Project.

2.6.15.         The original at-grade cycle track alignment design along Sam Shing Street, as indicated in Figure 2.1, had been reviewed.  The existing priority junction at Sam Shing Street and Castle Peak Road – Castle Peak Bay outside Hanford Garden will need to be signalized to enable cyclists to safely cross the road.  The alignment along Sam Shing Street outside Hanford Garden will also require the existing carriageway width to be narrowed from 10m to 7.3m, in order to free up space for the proposed cycle track along the southern kerb outside Sam Shing Estate.  For the alternative subway option on Sam Shing Street outside Hanford Garden, it will involve diversions of major stormwater drains, sewers, watermains, which will increase both construction time and cost.

2.6.16.         In considering the cycle track alignment, the key is to ensure continuity and connectivity to the entire cycle track network from Tuen Mun to Tsuen Wan. In order to minimize impacts to marine ecology and visual impacts brought to Castle Peak Beach, the third viaduct section connecting Castle Peak Beach to Sam Shing Street has been removed in the revised design. The revised cycle track alignment would continue along Castle Peak Road– Castle Peak Bay up to Hoi Wing Road, where it would connect with the existing cycle track network at the junction of Hoi Wing Road and Hoi Wah Road.  See Figure 2.2.4 for details.

Cycle track section between Ki Lun Kong Public Park and Hin Fat Lane

2.6.17.         A branch cycle track has been introduced from Ki Lun Kong Public Park to Hin Fat Lane, as indicated in Figures 2.2.4 and 2.2.5, to provide better connectivity to the housing estates along the branch alignment, after receiving comments and recommendations from the public and the District Council members.

2.6.18.         As part of the CEDD Contract No. CV/2021/01 “Site Formation and Infrastructure Works at Tuen Mun Central Phase 1 – Remaining Infrastructure Works”, as well as the construction of the public housing development at Hin Fat Lane by Hong Kong Housing Authority (HKHA), the section of Castle Peak Road – Castle Peak Bay between Tuen Hing Road and Hin Fat Lane would need to be widened, which would reduce the sideway width of the cycle track section.  After reviewing the available space between the widened carriageway and the existing Tuen Mun Substation nearby, it was concluded that constructing cycle track along that section would be implausible.  Therefore, the original cycle track section between Tuen Hing Road and Hin Fat Lane as indicated in Figure 2.1 has been cancelled, and the end point of the current cycle track alignment would now be at Hin Fat Lane.

2.6.19.         The originally proposed resting station near the Tuen Mun Substation on the south of Tuen Hing Road has therefore also been removed.  It will be replaced by a cycle parking area at the revised end point of the cycle track at Hin Fat Lane, as indicated in Figure 2.2.5.

2.7.            Environmental Benefits and Achievements of the Project

2.7.1.            The major environmental benefits of the adopted cycle track alignment, after consideration of various design options discussed in Section 2.6 above, are summarized below and presented in Table 2.1 according to the hierarchy of “Avoid, Minimize and Mitigate” for environmental protection.

·            Avoidance of three marine viaduct sections and impact to marine quality during construction phase;

·            Avoidance of tree felling of plant species of conservation importance during construction phase;

·            Avoidance of open sea dredging during construction phase;

·            Minimization of impact to water quality during construction phase;

·            Minimization of impact to marine ecology and visual impacts during construction and operational phases;

·            Minimization of wastewater effluent discharge during construction and operational phases;

·            Minimize impact to air quality and noise by avoiding excessive civil construction works during construction phase;

·            Minimization of the footprint of the project; and

·            Mitigation measures implementation.

 

Table 2.1     Summary of Environmental Benefits for the Adopted Layout Design

Cycle Track Section	Environmental Benefits
Whole section	Avoidance of tree felling of species of conservation importance during construction phase: The cycle track alignment has been designed to retain all tree species of conservation importance along the route. Minimization of wastewater effluent discharge during construction and operational phases: Sewage effluent from onsite workforce during construction and visitors to the cycle track during operational phase will be properly conveyed into designated sewage holding tanks and the existing sewerage system respectively. Minimize impact to air quality and noise by avoiding excessive civil construction works during construction phase: The cycle track alignment has been designed to avoid excessive civil construction works along the route in order to reduce impact to nearby air and noise sensitive receivers. Minimize the footprint of the Project: The cycle track alignment has been designed to minimize the overall Project footprint.
Between Cafeteria Old Beach and Hoi Wing Road (Section 2.6.9 – 2.6.16)	Avoidance of three marine viaduct sections and impact to marine water quality during construction phase: Three marine viaduct sections have been avoided, including: (i) two viaduct sections from Kadoorie Beach to Castle Peak Beach via Kadoorie Pier and (ii) one viaduct section connecting Castle Peak Beach and Sam Shing area. This will avoid impact to marine water quality during construction. Avoidance of open sea dredging during construction phase: Open sea dredging is not needed due to the use of pre-bored H-pile foundation type piles, thereby minimizing sediment release. Minimization of impact to water quality during construction phase: The use of precast pile caps, pre-bored H-pile foundation, controlled rate of pile construction and cage type silt curtains would minimize sediment generation and impact to water quality during construction of the marine viaduct. Minimization of impact to marine ecology and visual impacts during construction and operational phases: The avoidance of the three viaduct sections could minimize the impacts to marine ecology and visual impacts brought to the nearby visually sensitive receivers (VSRs).

 

 

 

 

2.8.            Project Implementation Programme

2.8.1.            The construction is scheduled to commence in the 1^st quarter of 2023 and will be completed by the 3^rd quarter of 2026 tentatively. The construction schedule for different sections of the cycle track is shown in Table 2.2 below.

Table 2.2     Tentative Project Construction Schedule

Cycle track sections	Scheduled construction period
	Start	Completion
At-grade section from Kwun Tsing Road to Cafeteria Old Beach, from Kadoorie Beach to Hoi Wing Road / Hin Fat Lane	1st quarter of 2023	3rd quarter of 2026
Viaduct section from Cafeteria Old Beach to Kadoorie Beach	1st quarter of 2023	3rd quarter of 2026

2.8.2.            It is anticipated that the construction would be carried out in different stages. As the sections containing viaducts would require a longer construction time, it is expected that the at-grade and viaduct sections would be constructed simultaneously in order to optimize the construction time.

2.8.3.            The proposed cycle track would be maintained by HyD and managed by TD after commencement. The proposed cycle track could be opened in sections once the construction and inspection works on the specific section are completed.

2.9.            Concurrent Projects

2.9.1.            In order to assess the cumulative impacts, a review of best available information at the time of preparing this EIA report was conducted to identify concurrent projects in the vicinity that are undergoing planning, design, construction and/or operation within the same construction and/or operation period of the Project.

2.9.2.            There are a number of concurrent projects identified in the vicinity of the Project which may bear potential direct / indirect / cumulative environmental impacts during the construction phase of the Project.  They are:

·         Agreement No. CE17/2013 (HY) – Widening of Castle Peak Road – Castle Peak Bay – Design and Construction, by Highways Department (HyD);

·         Project No. 426RO - District Open Space in Area 27 (Sam Shing), Tuen Mun, by Architectural Services Department (ASD);

·         Contract No. 20200312 - Construction of Public Housing Development at Hin Fat Lane, Tuen Mun, by Hong Kong Housing Authority (HKHA);

·         Contract No. CV/2021/01 - Site Formation and Infrastructure Works at Tuen Mun Central Phase 1 – Remaining Infrastructure Works, by CEDD;

·         Agreement No. C1501 - Tuen Mun South Extension, by MTR Corporation Limited (MTRC);

·         Agreement No. CE 11/2021 (HY) - Traffic Improvement Scheme in Tuen Mun – Widening and Addition of Slip Roads at Lung Fu Road / Tuen Mun Road / Wong Chu Road / Hoi Wing Road, by Highways Department (HyD); and

·         Tuen Mun Bypass, by HyD.

 

2.9.3.            Under Public Works Programme (PWP) Item No. B811CL and Agreement No. CE57/2017(CE) “Site Formation and Infrastructure Works for Public Housing Developments at Tuen Mun Central – Investigation, Design and Construction”, CEDD will implement site formation and infrastructure works for the five proposed public housing developments in Tuen Mun Central. Of these five sites, the development at Hin Fat Lane is the only project in the vicinity of the Project area. 

2.9.4.            As mentioned in Section 2.9.2, the ongoing construction of the public housing development at Hin Fat Lane by the Hong Kong Housing Authority is expected to complete by 2024, whilst road improvement works at the junction of Castle Peak Road and Hin Fat Lane has commenced in August 2021, under CEDD Contract No. CV/2021/01 “Site Formation and Infrastructure Works at Tuen Mun Central Phase 1 – Remaining Infrastructure Works”. The improvement works are expected to last for 36 months.  The tentative implementation programme of these concurrent projects is provided in Table 2.3.

Table 2.3     Potential Concurrent Projects

Potential Concurrent Projects	Scheduled construction period		Overlapping period with Cycle Track Project	Potential Cumulative Impacts
	Start	Completion
Agreement No. CE17/2013(HY) – Widening of Castle Peak Road – Castle Peak Bay – Design and Construction, by HyD	4th quarter of 2020	2nd quarter of 2024	1st quarter of 2023 to 2nd quarter of 2024	Air Quality, Noise, Terrestrial Ecology
Project No. 426RO - District Open Space in Area 27 (Sam Shing), Tuen Mun, by ASD	End of 2020	2023	1st quarter to 4th quarter of 2023	Air Quality, Noise
Contract No. 20200312 - Construction of Public Housing Development at Hin Fat Lane, Tuen Mun, by HKHA	2020	2024	1st quarter of 2023 to 4th quarter of 2024	Air Quality, Noise
Contract No. CV/2021/01 - Site Formation and Infrastructure Works at Tuen Mun Central Phase 1 – Remaining Infrastructure Works, by CEDD	3rd quarter of 2021	3rd quarter of 2024	1st quarter of 2023 to 3rd quarter of 2024	Air Quality, Noise
Agreement No. C1501 - Tuen Mun South Extension, by MTRC	2023	2030	2023 to 3rd quarter of 2026	Air Quality, Noise, Terrestrial Ecology
Agreement No. CE 11/2021 (HY) - Traffic Improvement Scheme in Tuen Mun – Widening and Addition of Slip Roads at Lung Fu Road / Tuen Mun Road / Wong Chu Road / Hoi Wing Road, by HyD	n/a	2031	Not known (no defined start date)	Air Quality, Noise
Tuen Mun Bypass, by HyD	n/a	2036	Not known (no defined start date)	Air Quality, Noise

2.9.5.            Various cumulative impacts from different concurrent projects have been identified and detailed justifications on consideration of various cumulative environmental impacts from individual concurrent project are included in the corresponding technical sections of the EIA Report. The construction works shall be well coordinated with the concurrent projects to minimize the adverse effects brought to the vicinity.

2.10.        Community Consultation

2.10.1.         Project Profile No. PP-543/2016 was released to the public for comments in August 2016. The public offered their views during the 14-day public inspection period of the Project Profile.  The key comments received are summarised in Table 2.4.

 

Table 2.4     Key Comments Received during Public Inspection Period of Project Profile

Key Issue	Public Comment	Action / Response
Air Quality and Noise Impact	There were concerns about noise and air pollutions during the construction phase to a number of residential areas. Also, it was concerned that the proposed hub / resting stations / parking areas near residential areas might induce noise complaints from residents.	The air quality and noise impact during the construction phase have been assessed in the EIA, Chapter 3 and Chapter 4, respectively. Potential air quality impacts from the Project would mainly be related to emissions from construction activities.  However, the construction works at each active work site are generally temporary, and the scale of the works will be in limited scale.  With proper implementation of dust suppression measures as stipulated under Air Pollution Control (Construction Dust) Regulation and Air Pollution Control (Non-road Mobile Machinery) (Emission) Regulation, adverse air quality impacts are not expected to occur. The construction noise associated with the use of Quality Powered Mechanical Equipment (QPME) for different stages of construction has been assessed.  With the implementation of practical mitigation measures including good site management practices, use of QPME, use of quieter equipment and construction method (e.g. non-explosive chemical expansion agent and hydraulic crusher), provision of temporary noise barriers and noise enclosures for PME, construction noise impacts at all NSRs would be controlled to an acceptable level.  It should also be noted that the proposed entry/exit hub and resting stations have been removed from this Project.
Landscape and Visual Impact	There were comments that the footprint / width of the proposed cycle track shall be minimized to reduce impacts to adjacent landscape characters. It was suggested that cycle track with 3m width was sufficient for recreational use. There were also concerns about the potential visual impacts caused by the proposed viaducts since the Project Profile has not provided sufficient details. Instead of concrete tracks, the use of forest trails commonly found in many other countries should be considered.	The proposed cycle track design is in line with the requirements stipulated in the Transportation Planning and Design Manual (TPDM) published by TD. The proposed cycle track would be 4m wide in general, with some local sections being 3.5m wide subject to terrain and other site constraints. The longitudinal gradient of the proposed cycle track would range from level to 4%, and a 2m wide associate pedestrian footpaths would also be introduced along most sections of the cycle track. The footprint of the proposed cycle track has been minimized to reduce potential landscape and visual impacts while fulfilling the requirements stipulated in the TPDM at the same time.
Concurrent Projects	There were concerns about the cumulative impacts caused by the concurrent projects, particularly the Widening of Castle Peak Road – Castle Peak Bay.	In order to assess the cumulative impacts, a review of best available information at the time of preparing this EIA Report has been conducted to identify concurrent projects in the vicinity that are undergoing planning, design, construction and/or operation within the same construction and/or operation period of the Project. Various cumulative impacts from different concurrent projects (see Table 2.3 for the details of potential concurrent projects), including the Widening of Castle Peak Road – Castle Peak Bay, have been identified and detailed justifications on consideration of various cumulative environmental impacts from individual concurrent project are included in the corresponding technical sections.
Traffic and Transport Impact	It was suggested that the cycle track should be connecting the existing cycle track and roads shared by cyclists. There were concerns about the potential traffic impacts caused by the proposed cycle track along Castle Peak Road – So Kwun Wat (near Aegean Coast). There were also concerns that the outdoor car parking space near Golden Beach Path would be removed due to the proposed construction of the cycle track resting station nearby.	As the proposed cycle track connects Hoi Wing Road to Castle Peak Road – So Kwun Wat, cyclists could travel from the existing New Territories cycle track network at Hoi Wing Road to Castle Peak Road – So Kwun Wat via the proposed cycle track. Regarding the concern on potential traffic impacts caused by the proposed cycle track near Aegean Coast, a comprehensive traffic impact assessment (TIA) has been carried out and concluded that the traffic impact brought by the cycle track would not be significant. Regarding the concern on the removal of the outdoor car parking spaces near Golden Beach Path, the current proposed alignment has been revised. The proposed resting station has been removed and therefore the concerned outdoor car parking spaces will no longer be affected.

2.10.2.         After the issue of EIA Study Brief ESB-295/2016 in September 2016, a number of consultations with stakeholders have been conducted to obtain their views for consideration in the design of the cycle track during the course of Agreement No.: CE36/2016(HY) – Cycle Track between Tsuen Wan and Tuen Mun (Tuen Mun to So Kwun Wat Section) – Design and Construction.  Details of these consultations are presented in Table 2.5.

Table 2.5     List of Community Consultations

Consultation Event
1.                    Meeting with Aegean Coast Residents
Date:	20 March 2017
Attendee:	Aegean Coast Resident, District Council Member – Chu Shun Nga, CEDD and Atkins
2.                    Tuen Mun District Council 2016-2017 Environment, Health and Regional Development Committee
Date:	24 November 2017
Attendee:	District Council Members, CEDD and Atkins
3.                    Tuen Mun District Council 2018-2019 Environment, Health and Regional Development Committee
Date:	23 November 2018
Attendee:	District Council Members, CEDD and Atkins
4.                    Site Meeting with Tuen Mun DC Members
Date:	7 May 2021
Attendee:	District Council Members, CEDD and Atkins
5.                    Tuen Mun District Council 2021-2022 Commerce, Industry and Housing Committee
Date:	14 May 2021
Attendee:	District Council Members, CEDD and Atkins
6.                    Site Meeting with Tuen Mun DC Members and Aquamarine residents
Date:	27 May 2021
Attendee:	District Council Members, resident representatives, CEDD and Atkins
7.                    Site Meeting with Tuen Mun DC Members, Hanford Garden and Castle Peak Garden residents
Date:	28 June 2021
Attendee:	District Council Members, resident representatives, CEDD and Atkins
8.                    Consultation Meeting with Hong Kong Gold Coast Phase 1 residents
Date:	21 July 2021
Attendee:	Resident representatives, CEDD and Atkins
9.                    Tuen Mun District Council 2021-2022 Commerce, Industry and Housing Committee
Date:	23 July 2021
Attendee:	District Council Members, CEDD and Atkins
10.                  Consultation Meeting with Aegean Coast Residents
Date:	23 July 2021
Attendee:	Resident representatives, CEDD and Atkins
11.                  Consultation Meeting with Palm Beach Owners’ Corporation (OC)
Date:	2 September 2021
Attendee:	Representatives of the OC, CEDD and Atkins
12.                  Consultation Meeting with Palm Beach Residents
Date:	1 November 2021
Attendee:	Resident representatives, CEDD and Atkins

2.10.3.         The feedback received from the consultations has been considered during the design of the cycle track. The alignment, locations and arrangement of the pedestrian crossings and cycle parking areas of the proposed cycle track have been reviewed and refined after considering the utilisation of land resources and opinions from the concerned public stakeholders. In general, the public are supportive of this Project. Table 2.6 summarises the major opinions from the public.

Table 2.6     List of Public Opinions

Item	Public Opinion	Action or Response
1.	The resting station near Aegean Coast at Castle Peak Road – So Kwun Wat shall be omitted until there is a clearer programme for the next stage of works.	All entry/exit hubs and resting stations have been removed from this Project and will be further considered in subsequent stage(s) of the cycle track project.
2.	It was suggested to share the slow lane of Castle Peak Road – Castle Peak Bay with cyclists.	After consulting TD, due to the heavy traffic of this section of carriageway, bicycle riding is not encouraged. Moreover, to minimize the conflicts between bicycles and vehicles to act concert with the goal of the Widening of Castle Peak Road – Castle Peak Bay, which is to alleviate the traffic along the road, a separate cycle track proposed in this Project is suggested.
3.	There was concern that seawater might flood the viaduct and shoreline sections of the cycle track during high tides or storm surges. There may be potential conflicts between the cycle track and canoeing activities at Cafeteria Old Beach.	This concern has been taken into account to ensure the cycle track will not be flooded. There will be further liaison with the relevant departments on the arrangements to minimize the impact brought to the canoeing activities.
4.	Residents expressed concern on the visual impact, lighting and nuisance of the viaduct track section.	The level of the viaduct section is designed to minimize impacts on the residents. The lighting will be designed to point downward to minimize the nuisance brought to the residents.
5.	The residents suggested that the existing barbecue area near Kadoorie Beach shall be retained.	Barbecue pits will be provided at Kadoorie Beach after liaison with LCSD.
6.	The section near Alpine Garden was suggested to run along the roadside of Castle Peak Road in order to retain the existing footpath for daily access.	There will be footpath provided along the concerned alignment section.

3.              Air Quality

3.1.            Introduction

3.1.1.            This section presents the assessment of air quality impacts based on the criteria and guidelines stated in Annex 4 and 12 of the Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM) and has covered the scope outlined in Section 3.4.4 of the EIA Study Brief No. ESB-295/2016.

3.1.2.            The cycle tracks are not sources of air pollution and will not result in air quality impacts during the operation.  No air quality impacts are expected to occur during operation of the cycle track and thus are not considered further. 

3.2.            Relevant Legislations, Standards & Guidelines

3.2.1.            The criteria for evaluating air quality impacts and the guidelines for air quality assessment are laid out in Annex 4 and Annex 12 of the EIAO-TM.  The principal legislation for the management of air quality in Hong Kong is the Air Pollution Control Ordinance (APCO) (Cap. 311).

Air Quality Objectives

3.2.2.            The APCO provides a statutory framework for establishing the Air Quality Objectives (AQOs) and stipulating the anti-pollution requirements for air pollution sources.  The AQOs stipulate concentration for a range of pollutants, of which fine suspended particulates (FSP) and respirable suspended particulates (RSP) are relevant to this study.  Table 3.1 summarizes the prevailing AQOs which have come into effect on 1 January 2022.

Table 3.1     Hong Kong Air Quality Objectives

		Prevailing AQOs (effective 1 Jan 2022)
Pollutant	Averaging time	Concentration limit (μg/m3) [i]	Number of exceedances allowed per year
Sulphur dioxide (SO2)	10-minute	500	3
	24-hour	50	3
Respirable suspended particulates (RSP) [ii]	24-hour	100	9
	Annual	50	N/A
Fine suspended particulates (FSP) [iii]	24-hour	50	18 [iv]
	Annual	25	N/A
Nitrogen dioxide (NO2)	1-hour	200	18
	Annual	40	N/A
Ozone (O3)	8-hour	160	9
Carbon monoxide (CO)	1-hour	30000	0
	8-hour	10000	0
Lead (Pb)	Annual	0.5	N/A
Note: [i] All measurements of the concentration of gaseous air pollutants, i.e. sulphur dioxide, nitrogen dioxide, ozone and carbon monoxide, are to be adjusted to a reference temperature of 293 Kelvin and a reference pressure of 101.325 kilopascal. [ii] Respirable suspended particulates mean suspended particles in air with a nominal aerodynamic diameter of 10 μm or less. [iii] Fine suspended particulates mean suspended particles in air with a nominal aerodynamic diameter of 2.5 μm or less. [iv] The number of allowable exceedances is 18 for government projects, and 35 for non-government projects.

Air Pollution Control (Construction Dust) Regulation

3.2.3.            The APCO’s subsidiary regulation Air Pollution Control (Construction Dust) Regulation defines notifiable and regulatory works activities that are subject to construction dust control.  Under the regulation, the notifiable work means:

(a) site formation;

(b) reclamation;

(c) demolition of a building;

(d) work carried out in any part of a tunnel that is within 100 m of any exit to the open air;

(e) construction of the foundation of a building;

(f) construction of the superstructure of a building; or

(g) road construction work.

3.2.4.            Under the regulation, the “regulatory work” means:

(a) renovation carried out on the outer surface of the external wall or the upper surface of the roof of a building;

(b) road opening or resurfacing work;

(c) slope stabilization work; or

(d) any work involving any of the following activities—

(i) stockpiling of dusty materials;

(ii) loading, unloading or transfer of dusty materials;

(iii) transfer of dusty materials using a belt conveyor system;

(iv) use of vehicles;

(v) pneumatic or power-driven drilling, cutting and polishing;

(vi) debris handling;

(vii) excavation or earth moving;

(viii) concrete production;

(ix) site clearance; or

(x) blasting.

3.2.5.            Notifiable works require that advance notice of activities be given to Environmental Protection Department (EPD).  The Regulation also requires the works contractor to ensure that both notifiable works and regulatory works will be conducted in accordance with the Schedule of the Regulation, which provides dust control and suppression measures.

Air Pollution Control (Non-road Mobile Machinery) (Emission) Regulation

3.2.6.            The Air Pollution Control (Non-road Mobile Machinery) (Emission) Regulation controls emissions from non-road vehicles and regulated machines to be used in construction sites.  The regulated machines must comply with the emission standards of Stage IIIA of the European Union (EU) or the equivalent, whilst non-road vehicles must comply with the prevailing emission standards for newly registered road vehicles.  Upon confirmation of their compliance with emission requirement, EPD will issue them with an approval label.

Environmental Impact Assessment Ordinance (Cap. 499)

3.2.7.            Annex 4 of EIAO-TM also stipulates a maximum hourly Total Suspended Particulate concentration of 500 microgrammes per cubic metre measured at 298K (25C) and 101.325 kPa (one atmosphere) at Air Sensitive Receiver for construction dust impact assessment.

3.3.            Baseline Conditions

Existing Ambient Air Quality

3.3.1.            The existing ambient air quality of the Study Area, i.e. within 500m from the boundary of the Project, (shown in Figure 3.1) is generally contributed by vehicular emissions from nearby road networks and marine vessels emissions from Castle Peak Bay.  The baseline air quality of the Study Area has made reference to the air quality monitoring data from the EPD’s Air Quality Monitoring Station (AQMS).  The nearest EPD’s AQMS to the Project site is the Tuen Mun AQMS, situated at Tuen Mun Public Library, No. 1 Tuen Hi Road, which is considered representative of the condition at the Project Site.  The latest 5 years of air quality monitoring data from 2016 to 2020 at the Tuen Mun AQMS are summarised in Table 3.2.  The previous AQOs which were effective during 2014 to 2021, and hence prevailing during the air quality monitoring period of 2016 to 2020, are also included in the table for comparison.

Table 3.2     Air Quality Monitoring Data at Tuen Mun AQMS (2016 – 2020)

Pollutants	Parameter	Concentration (μg/m3)					Prevailing AQOs during 2014-2021 (μg/m3)
		2016	2017	2018	2019	2020
SO2	4th highest 10-mintue	75	88	94	45	98	500
	4th highest 24-hour	28	26	20	12	10	125
RSP (PM10)	10th highest 24-hour	103	99	87	89	84	100
	Annual	44	43	42	41	34	50
FSP (PM2.5)	10th highest 24-hour	63	65	53	53	47	75
	Annual	27	27	26	24	20	35
NO2	19th highest 1-hour	167	188	177	166	166	200
	Annual	51	46	47	47	40	40
O3	10th highest 8-hour	143	176	173	203	166	160
CO	Max. 1-hour	2050	1740	1900	2050	1650	30000
	Max. 8-hour	1843	1630	1666	1758	1513	10000
Note: 1.  The prevailing AQOs indicated here were effective during the air quality monitoring period of 2016 to 2020. This set of AQOs is expired on 1 January 2022.  2.  Data Source: EPD - Air Quality Reports - Annual Air Quality Monitoring Results (http://www.aqhi.gov.hk/en/download/air-quality-reportse469.html) 3.  Monitoring results exceeding the prevailing AQOs during the monitoring period are in bold and underlined.

 

3.3.2.            Based on the monitoring data for Tuen Mun AQMS shown in Table 3.2, exceedances in daily RSP, annual NO₂ and 8-hour O₃ concentrations were recorded in 2016, 2016 to 2019 and 2017 to 2020 respectively.

Predicted Background Air Quality

3.3.3.            Background air quality has also been predicted based on hourly concentration data extracted from the EPD’s Pollutants in the Atmosphere and their Transport over Hong Kong version 2.1 (PATH v2.1) model.  The Study Area is covered by the PATH v2.1 Grids (21,39), (22,39), (20,40), (21,40), (20,41) and (21,41).  Table 3.3 provides a summary of the background levels from PATH v2.1, compared against the prevailing AQOs which have come into effect on 1 January 2022.  Given that construction of the Project is scheduled to last from the 1^st quarter of 2023 until the 3^rd quarter of 2026, the maximum predicted concentration data from the four future years available in PATH v2.1 (2022 to 2025) are presented for each pollutant.  It can be seen that, apart from exceedances in background O₃ (for all 4 years of 2022-25), the predicted background air quality concentrations are lower than the prevailing AQOs.

Table 3.3     Background Concentrations from PATH v2.1 (Maximum from Year 2022-25)

Pollutants	Parameters	Concentration (μg/m3) in PATH v2.1 for relevant grids						Prevailing AQOs (μg/m3)
		(21,39)	(22,39)	(20,40)	(21,40)	(20,41)	(21,41)
SO2	4th highest 10-mintue	107	83	78	76	78	75	500
	4th highest 24-hour	13	12	13	12	12	12	50
RSP (PM10)	10th highest 24-hour	68	70	70	69	72	68	100
	Annual	29	28	28	28	29	28	50
FSP (PM2.5)	19th highest 24-hour	39	39	40	39	40	38	50
	Annual	16	16	16	16	16	16	25
NO2	19th highest 1-hour	117	119	120	108	117	103	200
	Annual	34	31	31	27	28	22	40
O3	10th highest 8-hour	207	211	218	217	229	226	160
CO	Max. 1-hour	935	930	935	934	940	933	30000
	Max. 8-hour	850	836	855	850	863	854	10000
Note: 1.  Data Source: EPD Website (https://path.epd.gov.hk/). 2.  Concentration values predicted to exceed the AQOs are bolded and underlined. 3.  Conversion of 10-minute Average SO2 concentration (1st highest hourly concentration x 2.45) is referenced from EPD’s “Guidelines on the Estimation of 10-minute Average SO2 Concentration for Air Quality in Hong Kong”.  4.  Concentration adjustments for RSP (daily, annual) and FSP (annual) are made in accordance with EPD’s “Guidelines on Choice of Models and Model Parameters”. 5.  As per the EPD General Notice dated 2 July 2021, the number of allowable exceedances for 24-hour FSP is 18 for new government projects, and 35 for non-government projects.

 

3.4.            Air Sensitive Receivers

3.4.1.            In accordance with Annex 12 of the EIAO-TM, Air Sensitive Receivers (ASRs) include any domestic premises, hotel, hostel, hospital, clinic, nursery, temporary housing accommodation, school, educational institution, office, factory, shop, shopping centre, place of public worship, library, court of law, sports stadium or performing arts centre.  Any other premises or place with which, in terms of duration or number of people affected, has a similar sensitivity to the air pollutants as the aforesaid premises and places would also be considered as a sensitive receiver.

3.4.2.            The proposed cycle parking areas are only designed for the parking of bicycles and not for recreational use, with no provision of any resting area or facilities such as benches.  Therefore, the parking areas are not considered to be ASRs since, in terms of duration or number of people affected, they do not have a similar sensitivity to air pollutants as the premises and places mentioned in section 3.4.1 or Annex 12 of the EIAO-TM.  

3.4.3.            In accordance with Section 3.4.4.2 of the EIA Study Brief No. ESB-295/2016, the Study Area covers an area of 500 m from the Project site.  Within the Study Area, the ASRs that are closest to the Project site are anticipated to be the most affected and therefore considered the most representative ASRs for the worst-case scenario air quality impact assessment, whilst other ASRs located further away from these first-tier representative ASRs are expected to be less impacted. Representative existing and planned ASRs are summarized in Table 3.4.  Locations of the representative ASRs are shown in Figure 3.1.

Table 3.4     Representative Air Sensitive Receivers

ASR ID	Description	Uses	Distance from the Site Boundary (m)
ASR1	Aegean Coast Tower 8	Residential	34
ASR2	Tin Hau Temple	Place of Public Worship	25
ASR3	Gold Coast Tower 2	Residential	33
ASR4*	Starfront Royale Tower 2	Residential	5
ASR5	Spring Seaview Terrace Block A	Residential	36
ASR6	Golden Beach Office	Office	8
ASR7	Blessing Villa Block F	Residential	6
ASR8	Surfside	Residential	14
ASR9	Villa La Plage House 15	Residential	4
ASR10@	Barbecue Area near Aquamarine Garden	Recreational	within site boundary
ASR11	12 Aquamarine Garden	Residential	21
ASR12	6 Aquamarine Garden	Residential	31
ASR13A	Bayview Terrace Block 11	Residential	32
ASR13B	Pine Villas Block 2	Residential	36
ASR13C	Boulder Lodge Staff Quarter	Residential	12
ASR14	Castle Peak Bay Garden Block A	Residential	30
ASR15	Barbecue Area at Sam Shing Street	Recreational	37
ASR16	Palm Cove Tower 1	Residential	12
ASR17	The Salvation Army Sam Shing Nursery School	Educational Institution	29
ASR18	Hanford Garden Block 2	Residential	34
ASR19	Saint Temple	Place of Public Worship	43
ASR20	Hanford Garden Block 5	Residential	20
ASR21	Chung Sing Benevolent Society Mrs. Aw Boon Haw Secondary School	Educational Institution	64
ASR22	Tsing Sin Playground	Recreational	27
ASR23	Hoi Tak Garden Block 1	Residential	21
ASR24	JC Place Tower 2	Residential	32
ASR25@	Tsing Sin Garden	Recreational	within site boundary
ASR26*	Planned Public Housing Development at Hin Fat Lane	Residential	5
ASR27	Fu Hong Society Yau Chong Home	Hostel	6
ASR28	Tuen Mun Government Secondary School	Educational Institution	36
Note: ASR ID with * is planned ASR. ASR ID with @ will be temporarily closed during construction as the area will be used as construction site.

 

3.4.4.            There are no planned air sensitive receivers associated with the Project.

3.5.            Impact Identification and Evaluation

Construction Phase

3.5.1.            Potential air quality impacts during construction would generally be limited to fugitive dust emissions as air pollutions generated by equipment and transport of materials to site would be generally low.  The construction of the at-grade cycle tracks would include site clearance such as vegetation removal, breaking up of hard ground and removal of the first 0.2m of topsoil.  The cycle track sub-base will then be formed and compacted and applied with asphalt and rolled over to form the permanent surface.  Afterwards, it will be fitted with railing, if applicable, and finally road markings will be applied. 

3.5.2.            The construction will involve works as listed below that could generate fugitive dusts:

·         Site clearance;

·         Material stockpiling, handling and transportation;

·         Debris handling;

·         Use of construction vehicles; and

·         Excavation

3.5.3.            All of these potential fugitive dust generating works are regulatory works defined under the Air Pollution Control (Construction Dust) Regulation.  Appropriate dust suppression measures are required to be implemented under this regulation to adequately control dust to within an acceptable level.

3.5.4.            Typically, contractor can clear an area of 40m long by 4m wide in a day.  The daily generation of construction and demolition (C&D) materials would be about 32m³ in total and may require about 6 trips for removal by dump trucks.  To minimize dust levels, working sections of the cycle track will be separated into multiple working areas and no adjacent sections will be worked simultaneously (e.g. separated by 300m between two sections).  With suitable mitigation measures and good site practices detailed in Section 3.6, fugitive dust emission from the construction activities is expected to be readily controlled.

3.5.5.            For the elevated section, construction of the bridge piers will be underwater thus fugitive dust generation is considered to be insignificant.

3.5.6.            With the implementation of the dust suppression measures stipulated in the Air Pollution Control (Construction Dust) Regulation, Air Pollution Control (Non-road Mobile Machinery) (Emission) Regulation, Air Pollution Control (Fuel Restriction) Regulation, good site practices and the mitigation measures proposed in Section 3.6, adverse fugitive dust impacts during the construction phase are not expected to occur.  The Contractor will be required to properly maintain the construction machinery in good condition to prevent exhaust emissions.  Wherever possible, connection to the main power supply should be considered to minimize the need for use of diesel fuel generator.

Operational Phase

3.5.7.            The Project is not an air polluting source. Thus, no adverse air quality impact is anticipated during the operational phase of the Project. 

Cumulative Impacts

3.5.8.            Concurrent projects located within the 500m of the Project have been identified.  The key concurrent projects include:

1.     Agreement No. CE17/2013(HY) – Widening of Castle Peak Road – Castle Peak Bay – Design and Construction, by Highways Department (HyD);

2.     District Open Space in Area 27 (Sam Shing), Tuen Mun, by Architectural Services Department (ASD);

3.     Construction of Public Housing Development at Hin Fat Lane, Tuen Mun, by Hong Kong Housing Authority (HKHA);

4.     Contract No. CV/2021/01 - Site Formation and Infrastructure Works at Tuen Mun Central Phase 1 – Remaining Infrastructure Works, by CEDD; and

5.     Traffic Improvement Scheme in Tuen Mun – Widening and Addition of Slip Roads at Lung Fu Road / Tuen Mun Road / Wong Chu Road / Hoi Wing Road, by Highways Department (HyD).

According to the information available at the time of preparing this EIA report and as shown in Table 2.3, the construction period for the first four projects is between 2020 and 2024. The fifth project, HyD’s Traffic Improvement Scheme in Tuen Mun, has no scheduled start date for the works as it is still at the early feasibility study stage, whilst its tentative completion year is 2031.

3.5.9.            Given the long project extent, the Project will be constructed in phases, and the construction activities will be implemented in separate sections (e.g. 300m between two active working sections) to avoid cumulative impacts due to concurrent works within the Project.  The Contractor of this Project will also be required to closely liaise with the corresponding parties of the concurrent projects mentioned in Section 3.5.8 to avoid construction works within 300m of each other. Should such works in close proximity be unavoidable, the corresponding parties shall work closely to schedule the construction works at different periods of the day to minimize concurrent works.

3.5.10.         Given the adoption of careful scheduling and large separation distance between concurrent construction works, both within the Project itself and with other interfacing projects, cumulative construction dust impacts are not expected to occur.

3.6.            Recommended Mitigation Measures

Construction Phase

3.6.1.            To ensure that dust emissions are minimized during the construction phase of the Project, relevant dust control requirements stipulated in Air Pollution Control (Construction Dust) Regulation should be implemented.  The following dust suppression measures are recommended to control the potential fugitive dust emissions during the construction phase of the Project.

·         The works area for site clearance shall be sprayed with water before, during and after the operation so as to maintain the entire surface wet;

·         Restricting heights from which materials are to be dropped, as far as practicable, to minimize the fugitive dust arising from unloading/ loading;

·         Immediately before leaving a construction site, all vehicles shall be washed to remove any dusty materials from the bodies and wheels.  However, all spraying of materials and surfaces should avoid excessive water usage;

·         Where a vehicle leaving a construction site is carrying a load of dusty materials, the load shall be covered entirely by clean impervious sheeting to ensure that the dusty materials will not leak from the vehicle;

·         Travelling speeds should be controlled to reduce traffic induced dust dispersion and re-suspension within the site from the operating haul trucks;

·         Erection of hoarding of not less than 2.4 m high from ground level, where appropriate;

·         Any stockpile of dusty materials shall be covered entirely by impervious sheeting; and/or placed in an area sheltered on the top and 4 sides;

·         All dusty materials shall be sprayed with water or a dust suppression chemical immediately prior to any loading, unloading or transfer operation so as to maintain the dusty materials wet.

·         Non-road Mobile Machinery should be approved or exempted with a label issued by EPD. The label should be displayed at a conspicuous position of the machine or vehicle.

·         The requirements stipulated in the Works Branch Development Bureau Technical Circular (Works) No. 8/2010 Enhanced Specification for Site Cleanliness and Tidiness should be followed as far as practicable to enhance the cleanliness and tidiness of construction sites.

Operational Phase

3.6.2.            The Project is not an air polluting source. Thus, no adverse air quality impact is anticipated during the operational phase of the Project.  No mitigation measures are expected to be required during operational phase.

3.7.            Residual Impact

3.7.1.            With proper implementation of the dust control measures and good site practices, no adverse residual air quality impact is anticipated during the construction phase and operational phase of the Project.

3.8.            Environmental Monitoring and Audit Requirements

3.8.1.            It is necessary to ensure proper implementation of the dust control measures as required under the Air Pollution Control (Construction Dust) Regulation.  No specific construction dust monitoring is recommended as dust generated by the Project is expected to be minimal and works in any one segment of the cycle tracks will be relatively short in duration.  However, weekly environmental site audits shall be undertaken during the construction stage to ensure proper implementation of air quality control measures.

3.8.2.            Since no air quality impact is anticipated during the operational phase of the Project, monitoring and audit are not required for the operational phase.

3.9.            Conclusion

3.9.1.            Potential air quality impacts from the construction works for the Project would mainly be related to emissions from construction activities.  The construction works at each active work site are generally temporary, and the scale of the works are in limited scale.  With proper implementation of dust suppression measures as stipulated under Air Pollution Control (Construction Dust) Regulation and Air Pollution Control (Non-road Mobile Machinery) (Emission) Regulation, adverse air quality impacts are not expected to occur.