2.1
Purpose, Objective and Benefits of the Project
2.1.1
The purpose and objective of
the Project are to widen individual road sections of the existing TWR and
construct slip road to relieve the existing traffic congestion and cope with
the anticipated future traffic demand.
2.1.2
The anticipated improvement of
the traffic performance (i.e. relieving potential traffic
congestion, smoother traffic flow, etc.) at individual sections of TWR brought
about by the Project will alleviate the air quality and noise impacts
associated with traffic congestion during peak hours. While potential noise impact on individual
noise sensitive receivers due to the proposed road widening works has been
identified, corresponding noise mitigation measures such as noise barriers,
noise enclosures and low noise road surfacing will be provided under the
Project. Relevant noise impact
assessments, the extent and locations of the proposed noise mitigation measures
and their mitigation effect of the noise impacts are outlined in Section 4
of the EIA Report.
2.2
The Need of the Project
Existing Traffic Condition
2.2.1
TWR is an expressway connecting
Kwai Chung Road (KCR) and Tuen Mun Road (TMR). TWR provides traffic connection to Tsing Yi
through the key junctions at Tsuen Tsing Interchange and Kwai Tsing
Interchange, and traffic connection to the road networks of Tsuen Wan and Kwai
Chung districts through the slip roads and interchanges along the expressway. Slow-moving
traffic, or even worse, traffic congestion during morning peak hours at
individual road sections of this expressway were observed from the traffic
survey conducted in 2019.
Scenario “without” Project
2.2.2
Without the implementation of
the Project, further traffic congestion is anticipated in 2036 and beyond at
the individual road sections concerned at TWR.
Scenario “with” Project
2.2.3
With the implementation of the
Project, the road capacity at individual road sections of TWR will be increased
and thus alleviate the anticipated traffic congestion at these road sections.
2.3.1
The location of the Project is shown
in Figure 2.1. The scope of the Project
mainly comprises:
(i)
Widening of a section of an
elevated carriageway of TWR between Tai Ho Road and Wing Shun Street, from a
three-lane carriageway to a four-lane carriageway on Kowloon bound;
(ii) Widening of a section of an elevated carriageway of TWR between Wing
Shun Street and Wing Kei Road, from a dual two-lane carriageway to a dual
three-lane carriageway;
(iii) Widening of a section of an at-grade carriageway of TWR between Wing
Kei Road and Kwai Tsing Interchange (KTI), from a dual three-lane carriageway
to a dual five-lane carriageway;
(iv) Widening of a section of an elevated carriageway of TWR between KTI
and Container Port Road, from a three-lane carriageway to a four-lane
carriageway on Kowloon bound (its implementation is yet to be ascertained and
subject to further traffic review);
(v) Construction of a slip road connecting TWR (Kowloon bound) to Tsing
Tsuen Road (Slip Road C) (its implementation is yet to be ascertained and
subject to further traffic review);
(vi) Construction of a slip road connecting TWR (Tuen
Mun bound) and Hoi Hing Road (Slip Road E);
(vii) Provision of noise mitigation measures including noise
barriers/enclosures and low noise surfacing materials on associated road
sections of Tsuen Wan Road; and
(viii)
Ancillary works including
geotechnical, drainage, waterworks, lighting, landscaping works, installation
of traffic aid facilities, etc.
2.4.1
Detailed investigation on the
possibilities of different alternative options, including Tunnel Scheme and Viaduct
Scheme, have been conducted. They are brought together with the Initial Scheme
for evaluation of the Preferred Scheme of the Project.
2.4.2
Details of each scheme are
presented as follows.
2.4.3
Initial Scheme
The alignment and lane configuration of the Initial Scheme
mainly comprises:
(i)
TWR between TMR and Tai Chung Road Interchange (TCRI)
– two additional 1-lane viaducts on both bounds;
(ii)
TWR between TCRI and Tsuen
Tsing Interchange (TTI) – two additional 2-lane viaducts on both bounds;
(iii)
TWR between Tsuen Tsing Interchange (TTI) and KTI –
widen from dual 3-lane to dual 5-lane;
(iv)
Four 1-lane slip roads to connect the widened TWR
structures to Texaco Road (eastbound) (Slip Road A), Ma Tai Pa Road (Slip Road
B) and Hoi Hing Road (Slip Road D and E); and
(v)
One 1-lane slip road to provide direct access from
Tsing Tsuen Road (Tsuen Wan bound) to TWR (Kowloon bound) near KCR (Slip Road
C).
As the Initial Scheme was formulated more than ten years
ago, the clearance between kerbline and the structure
erected on the parapet allowed in the design could not meet the requirement of
the latest design manual. Currently, the Structures Design Manual for Highways
and Railway has imposed a more stringent working width requirement of 800mm
from kerbline or profile barrier edge to obstacle (e.g. noise barrier post, sign gantry post, etc.) to avoid
vehicular impact to the structure erected on the parapet. The aforesaid
clearance was thus increased in the Initial Scheme with a view to fulfilling
the prevailing design requirement.
However, incorporation of the prevailing clearance requirement in the
design would render the Initial Scheme technically infeasible due to potential
conflict with existing buildings at some locations alongside TWR.
2.4.4
Tunnel Scheme
The alignment and lane configuration of the Tunnel Scheme
mainly comprises:
(i)
Between TMR and TWR near KTI – dual 2-lane tunnel connecting
TMR and TWR near KTI via Yeung Uk Road with no intermediate
entry or exit ramps;
(ii)
TWR between KTI and KCR – widen from dual 3-lane to
dual 4-lane on both bounds; and
(iii)
One 1-lane slip road to provide direct access from
TTI (Kowloon bound) to TWR (Kowloon bound) near KTI (Slip Road C)
The layout of the Tunnel Scheme is shown in Figure
2.3.
This option is an approximately 3.95km dual 2-lane tunnel
scheme connecting TMR and TWR near KTI via Yeung Uk
Road with no intermediate entry or exit ramps. This option will make use of
Kwai Fuk Road corridor, which is constrained by CITIC
Telecom Tower and PCCW Kwai Shing Telephone Exchange, and
enter Yeung Uk Road.
Two ventilation buildings with approximate 2000m2
site coverage each are required and proposed to be situated next to TMR
(Kowloon bound) at Chai Wan Kok, and next to Wing Kei Road near Kerry Cargo
Centre, to avoid resumption of private land. Provision of vehicular access will
be required to each ventilation building.
Climbing lanes, of approximately 0.5km and 1km long, at 8%
gradient (absolute maximum) are required at both ends of the tunnel due to the
large level difference between the tunnel and the connecting TWR/TMR. This arrangement
is undesirable from traffic and vehicle emission perspectives when vehicles are
running along the long climbing lanes with steep gradient. According to the respective requirement in
the Transport Planning and Design Manual (TPDM), a desirable maximum gradient
of 4% should be adopted for new roads with a design speed of 80km/h or above. Given
no intermediate entry/exit ramps under Tunnel Scheme, the Scheme would be
limited with low traffic connectivity with TWR and Tsuen Wan district. The
proposed tunnel alignment would also encroach significantly into the planned
industrial sites at Kwai Hei Street and hence would result in loss of
industrial site in Tsuen Wan. In
general, Tunnel Scheme was not preferable taking into account
the above undesirable factors.
2.4.5
Viaduct Scheme
This option is to
widen individual sections of the existing TWR at both bounds to address the
forecast traffic flow at the road sections concerned. The widening works are to
be carried out by utilizing the available space such as the existing roadside
verge and the space of the existing 4m gap between the bridge structures of Tuen Mun bound and Kowloon bound. No private land resumption is involved. The
layout and typical sections of the Viaduct Scheme are shown in Figure
2.4, Figure
2.4.1, Figure
2.4.2, Figure
2.4.3, Figure
2.4.4, Figure
2.4.5, Figure
2.4.6, Figure
2.4.7, Figure
2.4.8, Figure
2.4.9 and Figure
2.4.10.
Throughout the evaluation process of the scheme options
for the Project, all environmental considerations including air quality, noise,
waste management, landfill gas hazard, landscape and visual and cultural
heritage during construction and operation phases have been thoroughly reviewed
and evaluated. Apart from the
environmental considerations, other engineering aspects such as traffic, land
requirement, buildability, key interface with other development projects as
well as public perception, construction time and cost, and maintenance
requirements have also been taken into consideration.
Taking into account the environmental considerations and engineering aspects, Viaduct
Scheme was pursued as the Preferred Scheme.
2.5
Key Design Elements
2.5.1
Road Section between Tai Ho
Road to Wing Shun Street
This section of TWR is in the form of viaduct structure
and is to be widened to provide one additional lane at Kowloon bound, through
utilising the space of the existing 4m gap between the bridge structure of Tuen Mun bound and Kowloon bound to provide the required
space for the additional lane.
2.5.2
Road Section between Wing Shun
Street and Wing Kei Road
This section of TWR is in the form of viaduct structure
and is to be widened from dual 2-lane to dual 3-lane, through constructing new
viaduct structures at the side of the TWR (Kowloon bound) to provide the
required space for the additional lanes.
2.5.3
Road Section between Wing Kei
Road and KTI
This section of TWR is mainly in the form of at-grade road
and is to be widened from dual 3-lane to dual 5-lane, mainly through utilising
the space of the existing roadside verge to provide the required space for the
additional lanes.
2.5.4
Road Section between KTI to
Container Port Road (i.e. a potential item as its
implementation is yet to be ascertained and subject to further traffic review)
This section of TWR is in the form of viaduct structure and
is to be widened to provide one additional lane on Kowloon bound.
HyD is
implementing a road improvement project, i.e. “Flyover
from Kwai Tsing Interchange Upramp to Kwai Chung Road
project”, at the immediate downstream of this road section. It is anticipated that the aforesaid road
improvement project may also bring along traffic improvement to the adjoining
road section. In this regard, the implementation of the proposed road widening of
this TWR section (from KTI to Container Port Road) will not proceed subject to
confirmation on its satisfactory traffic performance in a traffic review to be
conducted upon completion of the “Flyover from Kwai Tsing Interchange Upramp to Kwai Chung Road project” in 2025/26 tentatively.
2.5.5
Slip Road C (i.e.
a potential item as its implementation is yet to be ascertained and subject to
further traffic review)
Slip Road C (SRC) is a proposed single lane vehicular
bridge structure connecting from Tsing Tsuen Road (Tsuen Wan bound) to TWR
(Kowloon bound) in front of Wing Kei Road Flyover. The proposed slip road can provide a bypass
route from Tsing Tsuen Road (Tsuen Wan bound) towards TWR southbound (Kowloon
bound), thereby further relieving the traffic condition of TTI, if needed.
HyD is
implementing a road improvement project, i.e.
“Improvement Works at Tsuen Tsing Interchange” (IWTTI project), in the vicinity
of SRC. It is anticipated that upon
completion of the aforesaid road improvement project, TTI will operate at satisfactory
traffic condition during the peak hours.
In this regard, the implementation of the proposed Slip Road C will not
proceed subject to confirmation on satisfactory performance of the TTI in a
traffic review to be conducted upon completion of the IWTTI project tentatively
in 2026.
2.5.6
Slip Road E
Slip Road E is a proposed two-lane vehicular bridge
structure to improve the connectivity between TWR (Tuen
Mun bound) and Hoi Hing Road and relieve the occasional traffic congestion at
the downramp of TWR (Tuen
Mun bound) fronting the Tsuen Wan West MTR station.
2.6.1
The proposed viaduct structures
under the Project can be erected by cast in-place concrete construction method,
prefabricated steel structure construction method and precast concrete
construction method. Having considered
the scale and site condition of the proposed viaduct, it is recommended to
adopt precast concrete construction method which is a more effective and
environmentally friendly approach.
2.6.2
Comparison of the merits and
demerits between these three construction methods is shown in Table 2.1 below.
Table
2.1 Comparison of Different Construction Methods for Viaduct
|
Construction Methods
|
Cast In-place Concrete
|
Prefabricated Steel Structure
|
Precast Concrete
|
|
Merits
|
·
Conventional
construction method and require relatively less special skilled labour force
and specialists when comparing with other construction methods.
·
Durable and less maintenance cost.
|
·
Minimise concrete
mixing truck travelling in site area, thus minimise potential air and noise
impact to the surrounding environment.
·
Fabricate the whole
bridge deck structure by steel plates / members which does not require
formwork, thus less C&D waste / materials will be generated.
·
Shorten construction
time relatively, bridge deck construction can be non-linear (multiple work
fronts), with minimising on-site potential environmental impacts and
cumulative environmental impacts with concurrent projects.
·
Requires less
temporary steel platforms, relatively, for construction of light weight steel
structure, thus less C&D waste / materials will be generated.
·
Carry out prefabrication
works in fabrication yard away from the site.
·
Better control of
quality and workmanship for works in fabrication yard.
·
More efficient
construction works as the deck structure can be fabricated off-site
concurrently with the substructure works (i.e. allow
time overlap of construction activities).
|
·
Minimise concrete
mixing truck travelling in site area, thus minimise potential air and noise
impact to the surrounding environment.
·
Use steel mould as
formworks to maximise the reuse of formworks, thus less C&D waste/
materials will be generated.
·
Shorten construction
time, bridge deck construction can be non-linear (multiple work fronts), with
minimising on-site potential environmental impacts and cumulative
environmental impacts with concurrent projects.
·
Relatively requires
less temporary steel platform for construction of precast structure, thus
less C&D waste / materials will be generated.
·
Carry out precasting works in fabrication yard away from the site.
·
Better control of
quality and workmanship for works in fabrication yard.
·
More efficient
construction works as the deck segments can be casted off-site concurrently
with substructure works (i.e. allow time overlap of
construction activities).
·
Durable and less
maintenance cost.
|
|
Demerits
|
·
Use of timber
formwork, thus more C&D waste/ materials will be generated.
·
Prepare concrete mix
at a central concrete batching plant, where control of the materials should
be monitored much carefully.
·
For transporting
concrete to the site, proper mixing in truck, discharging from the truck and
depositing in the forms, and handling for placement, finishing and curing are
all subject to the level of responsibility and craft exercised by the workers
involved.
·
Site conditions in
terms of accessibility and weather can be highly critical to the work,
requirement of extreme measures in some situations to control all stages in
the production process. Possibility of site run-off might be higher under bad
weather conditions.
·
Longer construction
time – carry out bridge deck construction only (1) after substructure works
is completed and (2) after completion of previous span for cast in-place span
by span.
·
Require substantial
temporary steel platform / falsework for construction of the bridge deck
section over existing live traffic.
|
·
Subject to high risk
of steel corrosion.
·
High maintenance
cost.
·
Less durable.
·
Require another trade
of skilled workers and additional construction equipment for erecting
steelwork structures.
|
·
Require another trade
of skilled workers and additional construction equipment for erecting precast
segments.
|
2.6.3
Based on the considerations
above, precast concrete construction method is the preferred construction method and the bridge form would be prestressed segmental
bridge structure.
2.6.4
The bridge deck section will be
designed to allow for the use of precast concrete construction method. The deck will be formed from precast concrete
sections which will be manufactured at a casting yard offsite and stitched together
at their final positions on-site. This
approach will minimise the quantities of C&D waste/materials to be
generated on-site, and also minimise the extent and
duration of construction activities required on-site and hence the potential
environmental impacts on nearby sensitive receivers during construction.
2.7
Construction Programme
2.7.1
The construction works of the
Project will tentatively commence in 2028. Under scenario without SRC, the
Project will tentatively complete in 2033. Under scenario with SRC, the Project will
tentatively complete in 2036. A tentative construction programme for the
Project is provided in Appendix 2.1.
2.7.2
In order to minimize the adverse impacts to the sensitive receivers during
construction, the construction programme and sequence of works will be
carefully planned such that the environmental impacts would be kept to minimum
and within acceptable limits. The
followings are the measures recommended to be taken during construction:
·
Avoid
noisy construction activities during school examination period and schedule the
construction works in the vicinity of schools and kindergartens during summer
recess as much as possible if programme allows; and
·
Close
liaison with the contractors of other concurrent projects in
order to avoid overlapping of construction activities and allow
sufficient buffer for works at project interface due to potential delays in the
programme so that the cumulative effects of
environmental impacts could be minimized.
2.8.1
Concurrent projects in the
vicinity of the Project site are identified.
The status of these concurrent projects is based on the available
information obtained during the course of the EIA
Study. It should be noted that the
implementation of individual project would be subject to further development
and subsequent actions of the respective project proponent.
Improvement Works at Tsuen Tsing Interchange (IWTTI
project)
2.8.2
IWTTI project is a modification
to the Completion of Texaco Road / Tsuen Wan Bypass Interchange and
Improvements to Texaco Road Phase II (TDD Contract No.: TW74/90), which was
completed in 1995. IWTTI project mainly comprises extension of a single lane
new bridge connecting Texaco Road (Tsing Yi bound) and the incomplete bridge
above TTI and realignment of the affected section of Texaco Road; provision of
an exclusive left turn lane from TWR (Tuen Mun bound)
to Tsing Tsuen Road (Tsing Yi bound); junction improvement works at TTI
roundabout including refinement of channelised left turn lane at Texaco Road
fronting Sandoz Centre, provision of channelised left turn lane from TWR
(Kowloon bound) offramp to Texaco Road (Ma Tau Pa Road bound), and refinement
of TTI roundabout and associated arms refinement road side works. The
construction of the IWTTI project is anticipated to commence in end 2023 for
completion in 2026. Upon completion of the IWTTI project, the current congested
traffic condition at TTI will be alleviated.
Proposed Columbarium Building at Site No. 10 Tsing Tsuen
Road
2.8.3
A 4-floor columbarium building
will be constructed at Tsing Tsuen Road which is anticipated to commence in Q2
2024 and complete in Q2 2030.
2.8.4
Although there is no overlap of
works area between the proposed columbarium building project and this Project,
the proposed columbarium building project falls inside the Study Area of the
Project. The overlapping of construction period between the two projects from
2028 (tentative commencement year of the Project) to 2030 (tentative completion
year of proposed columbarium building project) may induce potential cumulative
impact on air quality and noise to the Project during construction phase. In
view that the most dusty and noisy construction works of the proposed
columbarium building project would be the site formation and foundation works
for the building which are anticipated to be substantially completed by the
time when the construction for the Project commence in 2028, the tentative
construction programme and works between the two projects could be arranged
efficiently through close liaison between HyD’s and
the Board of Management of the Chinese Permanent Cemeteries (BMCPC)’s
contractors to avoid construction works of respective works contracts to be
carried out concurrently at the close proximity areas. Cumulative construction
environmental impacts could be minimised.
2.8.5
Given the nature of the
proposed columbarium building, no cumulative environmental impact is
anticipated during operation phase of the Project in association with the
columbarium building project.
Flyover from Kwai Tsing Interchange Upramp
to Kwai Chung Road
2.8.6
The “Flyover from Kwai Tsing
Interchange (KTI) Upramp to Kwai Chung Road (KCR)”
will introduce an additional traffic lane for the section of the southbound
carriageway of TWR between KTI and KCR, together with other related traffic
improvement and road reconstruction works which are needed to cope with the
continuous increase of traffic demand due to the existing, committed
and planned developments.
2.8.7
“Flyover from KTI Upramp to KCR” is a designated project under the EIAO and
is controlled by an environmental permit (EP-541/2017) for construction and
operation. The EIA report (Register: AEIAR-190/2015) was approved on 3 August
2015.
2.8.8
Construction works for the “Flyover
from KTI Upramp to KCR” will be completed in Q1 2025
tentatively which is before the commencement of the construction for the
Project (i.e. not concurrent project under
construction phase), and potential cumulative impacts involving this project
during the construction of the Project is not anticipated. Furthermore, as the forecast traffic flow
data adopted for the air quality and noise impact assessments in the Project
has already included the effect of the completion of “Flyover from KTI Upramp to KCR”, the cumulative impact during the operation
phase of the Project in association with the “Flyover from KTI Upramp to KCR” has been considered. Apart from this, no
other cumulative environmental impacts would be anticipated during operation
phase of the “Flyover from KTI Upramp to KCR”.
Improvement Works at Tai Chung Road Interchange (IWTCRI
project)
2.8.9
IWTCRI project is a
modification to the existing Tai Chung Road Interchange (TCRI). IWTCRI project
mainly comprises provision of exclusive left-turn lane from Hoi Hing Road to
TWR (Tuen Mun bound); provision of free-flow
left-turn lane from Tai Chung Road to TWR (Kowloon bound); and refinement of
TCRI roundabout and associated arms refinement road side
works. The construction of the IWTCRI project is anticipated to commence in 2028
for completion in 2030. Upon completion of the IWTCRI project, the current
congested traffic condition at TCRI will be alleviated. With reference to the tentative
construction programme of the Project, the construction works of IWTCRI and that
of Slip Road E would not be conducted concurrently while the construction works
of other parts of this Project will be carried out with separation distance of
more than 300m. Hence, the cumulative adverse impact arising from this
concurrent project is insignificant. Furthermore, as the forecast traffic flow
data adopted for environmental assessments in the Project already included the
effect of the completion of IWTCRI project, the cumulative impact during the
operation phase of the IWTCRI project has been considered. No other cumulative
environmental impacts would be anticipated during operation phase of the
IWTCRI.
2.8.10
The key details of the
abovementioned planned/committed concurrent projects are summarized in Table
2.2 and their locations presented in Figure 2.5. Potential cumulative
environmental impacts arising from these concurrent projects during
construction and operation phase of the Project have been considered in the EIA
Report and presented in respective sections. No cumulative impact is expected
for environmental aspects such as waste management, land contamination and
cultural heritage.
Table 2.2 Summary of the Other Projects in the
Vicinity of the Project Site
|
Project
|
Project
Proponent
|
Construction
Programme
|
Potential
Cumulative Impact
|
|
Start
|
Complete
|
Construction
|
Operation
|
|
Improvement
Works at Tsuen Tsing Interchange
|
Highways
Department
|
2023
[1]
|
2026
[1]
|
Note [4]
|
✓
|
|
Proposed
Columbarium Building at Site No. 10 Tsing Tsuen Road
|
The
Board of Management of the Chinese Permanent Cemeteries (BMCPC)
|
Q2 2024
[1]
|
Q2 2030
[1]
|
✓
|
Nil
|
|
Flyover
from Kwai Tsing Interchange Upramp to Kwai Chung
Road
|
Highways
Department
|
June 2021
[2]
|
February 2025 [2]
|
Note [4]
|
✓
|
|
Improvement
Works at Tai Chung Road Interchange
|
Highways
Department
|
2028
[3]
|
2030
[3]
|
Note [4]
|
✓
|
Note:
“✓” may have potential
cumulative impact;
[1] The
project is currently under detailed design stage and the construction programme
shown is tentatively only.
[2] Source:
HyD’s website at https://www.hyd.gov.hk/en/our_projects/road_projects/856th/index.html
[3] The
project is currently under investigation stage and the construction programme
shown is tentatively only.
[4] No
potential cumulative impact for air quality, noise, water quality, waste
management, land contamination, landscape and visual
and cultural heritage.
2.9.1
The project profile was
submitted to the Environmental Protection Department (EPD) on 17 June 2021 and
was exhibited for public inspection between 18 June 2021 to 1 July 2021.
2.9.2
In February – March 2023, the
traffic and transport committees under the Kwai Tsing District Council (DC) and
Tsuen Wan DC as well as relevant area committees of Kwai Tsing district and
Tsuen Wan district were consulted on the proposed works to be taken forward
under the Project (i.e. all works items except (iv)
and (v) as detailed in Paragraph 2.3.1 above). The traffic and transport
committees under the Kwai Tsing DC and Tsuen Wan DC gave support to the
proposed works to be taken forward under the Project, and the ACs generally
supported/had no comments on the proposed works to be taken forward under the
Project. Briefings to the interested
group of the residential estates along TWR were also conducted in February –
April 2023. During the above consultations and briefing sessions, some
LegCo/DC/AC members and local residents raised the
following concerns / issues about the Project and the follow-up actions to be
taken are summarized in Table 2.3.
Table 2.3 Summary of Concerns and Follow-up Actions
|
Concerns / Issues
|
Follow-up Actions to be Taken
|
|
|
|
·
Concern on the height of the proposed noise
barriers/enclosures
|
· The height of the proposed noise
barriers/enclosures will be designed to below the lowest residential floor
level of the adjacent residential premises (e.g.
City Point) as far as practicable to minimize the visual impact.
|
|
|
·
Concern on construction noise to the nearby
residential estates during the construction phase of the Project
|
· The construction of the Project
will be carried out with suitable temporary noise mitigation measures in
place. Construction arrangements will be carefully planned in the upcoming
project stages such that construction noise impact to the nearby residential
estates will be kept to minimum during construction of the Project.
|
|
|
·
Concern on the potential glare resulted from
the top of the proposed noise barriers/enclosures
|
· Roof panels of the proposed barriers/enclosures
will be designed in such a way to minimise the potential glare induced.
|
|
|
·
Request for reviewing the form of the originally
proposed noise enclosure fronting the Parc City Block 2 and the Pavilia Bay in view of various environmental concern (e.g. visual, noise and air quality)
|
· The proposed noise enclosure
form at the road section concerned has been reviewed/refined from the form of
semi-enclosure to full enclosure. The scope of the proposed noise mitigation
measures is given in Section 4 of this Report.
|
|
|
·
Request for extension of the proposed noise
enclosure to cover other sections of TWR fronting the Parc City Block 3 to the
Ocean Pride Block 7
|
· According to the result of noise
impact assessment, the Project will comply with the EIAO criteria with the
proposed noise mitigation measures in place, of which no noise enclosures are
required at the TWR sections fronting Parc City Block 3 to Ocean Pride Block
7. Therefore, the requested extension
of the noise enclosure is outside the ambit of the Project. The scope of the
proposed noise mitigation measures is given in Section 4 of this Report.
|
|
|
·
Concern on traffic impact on TWR during construction
of the Project
|
· The construction of the Project
will be carried out with suitable temporary traffic arrangements
implemented. Construction arrangements
will be carefully planned in the upcoming project stages such that traffic
impact on TWR will be kept to minimum during construction of the Project.
|
|