3.4.1.1 According to Clause 3.4.4.2 of the EIA Study brief (ESB - 352/2022), the assessment area for air quality impact assessment shall be defined by a distance of 500m from the boundary of the Project Area and the associated work sites / areas, which shall be extended to include major existing, committed and planned air pollutant emission sources identified to have a bearing on the environmental acceptability of the Project. Figures 3.2a to e illustrate the assessment area.
3.4.2 Identification of Pollution Sources and Emission Inventory
3.4.2.1 Section 4.4.2 has discussed the tentative construction plant inventory envisioned at this stage. It is noted that the Contractor would consider the engineering data available at the time of construction, and review and update the tentative construction plant inventory as necessary. The Contractor would also review the contemporary circumstances and site constraints, and optimise the quantity of on-site machinery. This would help to reduce the gaseous and particulate matters emission for construction site. A summary of the key construction activities is given below.
· Site clearance and formation;
· Reclamation;
· Construction of at-grade/elevated carriageways and slip roads;
· Construction of administration buildings in administration areas at Lam Tei and North Lantau;
· Construction of ventilation buildings at Lam Tei, So Kwun Wat, Siu Lam, Tai Lam and Tsing Lung Tau;
· Construction of tunnel sections at Lam Tei, So Kwun Wat, Siu Lam, Tai Lam and Tsing Lung Tau;
· Construction of tunnel portal structures at Lam Tei, So Kwun Wat, Siu Lam, Tai Lam and Tsing Lung Tau;
· Construction of structures for Tsing Lung Bridge, e.g. anchorages, towers, etc;
· Installation of noise mitigation measures;
· Construction and demolition of explosive magazine sites;
· Demolition for existing barriers;
· Construction and demolition of barging facilities, concrete batching plants, haul roads, stockpiling areas etc;
· Slope works, including blasting works;
· Geotechnical works; and
· Landscaping works.
3.4.2.2 The key project-induced emission source that may potentially affect air quality during construction phase is the dust emission associated with various construction activities as discussed above. Appendix 3.1 and Figure 2.2 show the tentative locations of the above key construction activities. These locations are the latest information at this stage and the Constructor will review and adjust during the construction phase as necessary. Appendix 3.1 also includes the separation distances between representative ASRs and key construction activities. Section 2.9 and Section 2.11 have also summarised both the construction methodology and construction programme envisioned at this stage. The tentative construction period is from Year 2026 to Year 2033, and the tentative typical working hours is 7:00am to 7:00pm from Monday to Saturday for general works and 24 hours a day for tunnelling works. The Consultant in Detailed Design stage and the Contractor would conduct a more detailed review on both the construction programme and construction methodology when more detailed engineering information and ground investigation (GI) data becomes available in the next stage.
3.4.2.3 Many of the above construction activities would involve earthworks of different scale. In order to reduce the associated dust emission, regular watering on all exposed construction areas with dust emission (see Section 3.4.5) as a good site practice will be implemented. Vehicle washing facilities will also be provided at every designated vehicular exit point. Since all vehicles will be washed at exit points and vehicle loaded with the dusty materials will be covered by clean and impervious sheeting before leaving construction sites, dust nuisance from construction vehicle movement outside construction sites is unlikely to be significant.
3.4.3 Review of Dust Monitoring Data
3.4.3.1 A review of dust monitoring data during the construction phase of recent infrastructure projects, including Tung Chung New Town Extension (TCNTE), Central-Wan Chai Bypass (CWB), Central Kowloon Route (CKR), Tseung Kwan O – Lam Tin Tunnel (TKOLTT), Development of Anderson Road Quarry site – Road Improvement Works (ARQRIW) and Widening and Reconstruction of Tai Po Road (Sha Tin Section) (TPR) have also been conducted. According to their respective EIA Reports, none of these projects has involved open blasting and concrete batching plants but different types of other construction activities have been carried out. TCNTE is a large scale development project which involves a large extent reclamation works (i.e. around 129ha) and the associated road works, while CWB, CKR and TKOLTT are mega road and tunnel projects with a smaller reclamation area ranging from around 1ha to around 4ha. Tunnelling works such as cut-and-cover, drill-and-blast as well as drill-and-break have been carried out. ARQRIW is a road improvement project with some slope-cutting works, while TPR is a road project of smaller scale, where both of them are located in close vicinity of ASRs. Good site practices and standard dust control measures such as regular watering were adopted in all these projects. Some existing ASRs were located in close vicinity of construction works and therefore selected as Dust Monitoring Stations (DMSs) for impact monitoring during the construction phase of the projects. DMSs which are located close to the construction works of the abovementioned projects have been selected for review.
3.4.3.2 For TCNTE, 99% of the measured 1-hr TSP levels were below 200μg/m3 and all of them were below 250 μg/m3, in spite of the large extent of reclamation works of around 129ha and associated road works on the reclaimed land being carried out at a short distance of around 15m away from the DMS. Only 1 measurement event (i.e. 0.1% of the 858 measurement events in total) of exceedance of action level was recorded during the construction phase. It was also found that the exceedance was likely due to the hazy weather condition instead of the construction activities of the Project upon investigation. No exceedance of limit level was recorded.
3.4.3.3 For CKR, the selected DMSs were located at a distance of around 45m from the portal of drill-and-blast tunnel as well as cut-and-cover tunnel, and around 150m to around 210m from the reclamation works, and around 75m to the road works. The measured 1-hr TSP levels were very low and below 150μg/m3. No exceedance of action levels nor limit levels was recorded.
3.4.3.4 For CWB, the selected DMSs were located at a distance of around 5m to 50m from the reclamation works, cut-and-cover tunnelling works and road works. It is observed that 95% to 99% of the measured 1-hr TSP levels were below 250μg/m3, and most of the records were below 450μg/m3 (only 1 measurement event above 500μg/m3). Out of the 4002 measurement records, there were only 7 measurement events of exceedance of action level (<0.5%) and 1 measurement event of exceedance of limit level (<0.1%). All of the exceedances were not related to the construction of the projects. Despite that there was an occasional exceedance of limit level recorded, it was due to the construction activities of other projects nearby as well as the high level of background air pollution as supported by the high air quality health index in that district on that day.
3.4.3.5 For TKOLTT, the selected DMS was located at a distance of around 15m from reclamation works and around 50m from the cut-and-cover tunnelling works. All of the measured 1-hr TSP levels were below 300μg/m3. No exceedance of action levels nor limit levels was recorded.
3.4.3.6
For ARQ, the selected DMSs were located
at a distance of around 8m to around 20m from the slope works and road works.
Most of the measured 1-hr TSP levels (except 1 measurement event) were below
300μg/m3, in spite of the very small separation distance from
the construction works. Only 2 measurement events (i.e. 0.2% of the 831
measurement events in total) of exceedance of action level were recorded at one
of the DMSs during the construction phase. It was also found that the
exceedances were not related to the construction activities of the Project upon
investigation. No exceedance of limit level was recorded.
3.4.3.7 For TPR, the selected DMSs were located at a distance of around 15m to around 175m from the road works. All of the measured 1-hr TSP levels were very low and below 150μg/m3, in spite of the small separation distance from the construction works at some DMSs. No exceedance of action levels nor limit levels was recorded.
3.4.4 Prediction and Evaluation of Construction Impact
3.4.4.1
As discussed in Section
2.7, the Project comprises of a combination of tunnel, viaduct /
at-grade road and vehicular bridge sections, reclamation, etc. in different
areas. The following sections discuss the prediction and evaluation of
construction dust impacts for different areas.
Lam
Tei Area
3.4.4.2 The construction works in Lam Tei Area include site formation works, slope works, stockpiling, haul roads, construction of the underground magazine site, at-grade / elevated carriageways / slip roads, tunnel portal, administration building and ventilation building, as well as erection of site offices, in the vicinity of the existing Lam Tei Quarry. About 50% of the spoil generated by the Project in the vicinity of the Lam Tei Quarry would be conveyed back to the Lam Tei Quarry for processing and Lam Tei Quarry would have the capacity to handle those spoil. This would avoid unnecessary double handling of spoil and is a positive step to minimise dust generation as much as practicable. Where practicable, a conveyor system would also be adopted to convey the spoil from tunnelling works to Lam Tei Quarry. The Contractor will review the possibility of powering the conveyor system by electricity to avoid gaseous emission from the conveyor system as far as practicable. This conveyor system would also be suitably installed with dust enclosure where practicable to minimise dust generation as well. This would also minimise on-site lorry movements and hence the associated dust generation.
3.4.4.3 The ASRs in the vicinity of existing Lam Tei Quarry include residential uses (e.g. village houses) in Lo Fu Hang and those along Yuen Long Highway (e.g. Fuk Hang Tsuen, Tsoi Yuen Tsuen). Few of the ASRs would have a relatively short separation from the site boundary, in the order of less than 20m. The separation distance between ASRs and slope works, tunnel portal, administration building, ventilation buildings, etc. would be relatively larger, generally in the order of more than 50m. As discussed in Section 3.4.3, the dust monitoring records from other infrastructure projects of similar scale and nature have demonstrated that dust impacts could be readily mitigated by good practices including but not limited to watering. Also, sequence of construction works would be adopted to avoid dusty construction activities to be carried out simultaneously close to ASRs as far as practicable. The Contractor shall consider actual site constraints and circumstances, and devise the practicable approach to implement suitable phasing. Hence, adverse dust impacts are not anticipated provided that the good practices as included in Section 3.4.5 are implemented by the Contractor.
3.4.4.4 Blasting will be required for construction of tunnel sections at Lam Tei and some of the slope works. For tunnel sections, the separation distances from the ASRs are in the order of more than 230m from the tunnel portal. Enclosures would be used to confine dust and filters would be installed at exhaust and fresh air intake (FAI) locations of the enclosures, with TSP and RSP removal efficiency of 99% or above. For open blasting for slope works, the blast face is typically in the order of 500 to 1,500m2 and blasting would only be conducted typically 1 to 2 times a day (but subject to actual site conditions). The separation distances from the ASRs are in the order of more than 50m from the open blasting for slope works. According to the Air Pollution Control (Construction Dust) Regulation, the areas within 30m from the blasting area will be wetted with water prior to blasting and blasting shall not be carried out when the strong wind signal or tropical cyclone warning signal No. 3 or higher is hoisted. Where necessary, mist spraying measures will be installed at the mucking out locations. With all these proper designs, best site practices and appropriate mitigation measures in place, adverse dust impact due to blasting for tunnel sections and slope works is not anticipated.
3.4.4.5 Other than the area in the vicinity of existing Lam Tei Quarry, construction works are also required near Fuk Hang Tsuen and Tsoi Yuen Tsuen for the construction of mainly viaduct and slip roads. Other than some site formation works, piling works would be required for the construction of foundation and columns. Where practicable, pre-cast segments would be adopted for the deck sections. The dust generated by piling works and installation of the pre-cast segments is not anticipated to be significant. The separation distances from the ASRs are in the order of at least 20m from foundation / piling works. Adverse dust impacts due to foundation works and column construction are therefore not anticipated. However, there would be some ASRs such as residential uses (e.g. village houses) within 20m from the site boundary. The mitigation measures as in Section 3.4.5 would be required to control the generation of dust in this area. Also, sequence of construction works would be adopted to avoid dusty construction activities to be carried out simultaneously close to ASRs as far as practicable. The Contractor shall consider actual site constraints and circumstances, and devise the practicable approach to implement suitable phasing.
3.4.4.6 The construction in the vicinity of Lam Tei Quarry would also need a stockpiling area of 4,000 m2 with capacity of 10,000 m3 and a concrete batching plant (by another project) in the vicinity of the Lam Tei Quarry. Stockpiling of spoil would require suitable watering, tarpaulin cover, etc. to minimise the impacts caused by wind erosion. Concrete batching plant would need measures such as fabric filtering system and other measures as stipulated in the Best Practicable Means for Cement Works (Concrete Batching Plant) BPM 3/2 (16). While many of the spoil generated from the tunnelling work would be conveyed back to the Lam Tei Quarry as explained above, some of the spoil would still need to be transported off-site for further processing in designated facilities (e.g. fill bank). Besides, construction vehicles would also be required to transport various materials to and from the construction sites as necessary. In order to minimise the loading on existing roads (e.g. Fuk Hang Tsuen Road, Castle Peak Road, etc.), the Contractor will implement traffic measures to minimize the amount of induced traffic, optimize the non-peak hours for travelling and design the travelling routes to maximize the distance from the nearby ASRs, etc. where practicable. This would largely help to minimise the nuisance from both traffic and environmental perspectives. It is also noted that the traffic induced by various construction works in Lam Tei Area as discussed above (including tunnelling, stockpiling, slope works, construction of administration building and ventilation buildings, etc.) would vary as the construction progresses. For example, the construction traffic generated during the initial and later stages would likely be less than those during the peak construction period which would constitute a relatively shorter period (approximately less than 20% of the overall construction period in Lam Tei Area). The Consultant in Detailed Design stage and the Contractor shall review all the contemporary issues (e.g. constructability, site constraints, detailed GI information, etc.) to optimise the construction methodology and the generation of construction vehicles. For Lam Tei Area in particular, the latest available information at this stage suggests that the construction traffic generated along Fuk Hang Tsuen Road and Castle Peak Road would be typically in the order of 20 construction vehicles per hour per direction. During the peak construction phase, the construction traffic generated may increase to 60 trucks per hour per direction. As explained above, vehicle washing facilities will be provided at every designated vehicular exit point. Since all vehicles will be washed at exit points and vehicles loaded with the dusty materials will be covered by clean and impervious sheeting before leaving construction sites, dust nuisance from construction vehicle movement outside construction sites is unlikely to be significant.
So
Kwun Wat Area
3.4.4.7 The construction works in So Kwun Wat Area include site formation works, slope works, construction of slip roads, tunnel portal and ventilation building, stockpiling, etc. The ASRs in the vicinity include residential uses (e.g. village houses, residential buildings, educational institution, etc.) on both sides of Tuen Mun Road. Few of the ASRs would have a relatively short separation from the site boundary, in the order of less than 20m. The separation distance between ASRs and slope works, tunnel portal, ventilation building, stockpiling, etc. would be relatively larger, generally in the order of at least 20m. As discussed in Section 3.4.3, the dust monitoring records from other infrastructure projects of similar scale and nature have demonstrated that dust impacts could be readily mitigated by good practices including but not limited to watering. Also, sequence of construction works would be adopted to avoid dusty construction activities to be carried out simultaneously close to ASRs as far as practicable. The Contractor shall consider actual site constraints and circumstances, and devise the practicable approach to implement suitable phasing. Hence, adverse dust impacts are not anticipated provided that the good practices as included in Section 3.4.5 are implemented by the Contractor.
3.4.4.8 The construction in the vicinity of So Kwun Wat Area would also need stockpiling areas of 1,100 m2 with capacity of 10,000m3 and of 5,600 m2 with capacity of 20,000m3 in the vicinity of So Kwun Wat Tsuen and Kwun Fat Street respectively. Stockpiling of spoil would require suitable watering, tarpaulin cover, etc., to minimise the impacts caused by wind erosion. Construction vehicles would be required to transport various materials to and from the construction sites as necessary. In order to minimise the loading on existing roads (e.g. So Kwun Wat Road, Kwun Fat Street, etc.), the Contractor will implement traffic measures to minimize the amount of induced traffic, optimize the non-peak hours for travelling and design the travelling routes to maximize the distance from the nearby ASRs, etc. where practicable. This would largely help to minimise the nuisance from both traffic and environmental perspectives. It is also noted that the traffic induced by various construction works in So Kwun Wat Area as discussed above (including tunnelling, stockpiling, slope works, construction of ventilation buildings, etc.) would vary as the construction progresses. For example, the construction traffic generated during the initial and later stages would likely be less than those during the peak construction period which would constitute a relatively shorter period (approximately less than 10% of the overall construction period in So Kwun Wat Area). The Consultant in Detailed Design stage and the Contractor shall review all the contemporary issues (e.g. constructability, site constraints, detailed GI information, etc.) to optimise the construction methodology and the generation of construction vehicles. For So Kwun Wat Area in particular, the latest available information at this stage suggests that the construction traffic generated along So Kwun Wat Road and Kwun Fat Street would be typically in the order of 20 and 60 construction vehicles per hour per direction respectively. During the peak construction phase, the construction traffic generated may increase to 25 and 90 trucks per hour per direction for So Kwun Wat Road and Kwun Fat Street respectively. As explained above, vehicle washing facilities will be provided at every designated vehicular exit point. Since all vehicles will be washed at exit points and vehicles loaded with the dusty materials will be covered by clean and impervious sheeting before leaving construction sites, dust nuisance from construction vehicle movement outside construction sites is unlikely to be significant.
Tai
Lam Chung Area
3.4.4.9 The construction works in Tai Lam Chung Area include site formation works, slope works, construction of tunnel portals, viaduct construction, widening of Tai Lam Chung Road, etc. The ASRs in the vicinity include residential uses (e.g. village houses, residential buildings, educational institution, etc.) in the vicinity of Tai Lam Chung Tsuen and the Tai Lam Correctional Institution. Where practicable, pre-cast segments would be adopted for the deck sections construction. The widening of Tai Lam Chung Road would only increase the width by approximately 3m. Few of the ASRs would have a relatively short separation from the site boundary, in the order of less than 20m. The separation distance between ASRs and slope works, tunnel portal, etc. would be relatively larger, in the order of more than 70m, while that of stockpiling area is less than 20m. As discussed in Section 3.4.3, the dust monitoring records from other infrastructure projects of similar scale and nature have demonstrated that dust impacts could be readily mitigated by good practices including but not limited to watering. Also, sequence of construction works would be adopted to avoid dusty construction activities to be carried out simultaneously close to ASRs as far as practicable. The Contractor shall consider actual site constraints and circumstances, and devise the practicable approach to implement suitable phasing. Hence, adverse dust impacts are not anticipated provided that the good practices as included in Section 3.4.5 are implemented by the Contractor.
3.4.4.10 The construction in the vicinity of Tai Lam Chung Area would also need a stockpiling area of 5,200m2 with capacity of 10,000m3 at the end of Tai Lam Chung Road. Stockpiling of spoil would require suitable watering, tarpaulin cover, etc., to minimise the impacts caused by wind erosion. Construction vehicles would be required to transport various materials to and from the construction sites as necessary. In order to minimise the loading on existing roads (e.g. Tai Lam Chung Road, etc.), the Contractor will implement traffic measures to minimize the amount of induced traffic, optimize the non-peak hours for travelling and design the travelling routes to maximize the distance from the nearby ASRs, etc. where practicable. This would largely help to minimise the nuisance from both traffic and environmental perspectives. It is also noted that the traffic induced by various construction works in Tai Lam Chung Area as discussed above (including tunnelling, stockpiling, slope works and construction of ventilation building, etc.) would vary as the construction progresses. For example, the construction traffic generated during the initial and later stages would likely be less than those during the peak construction period which would constitute a relatively shorter period. The Consultant in Detailed Design stage and the Contractor shall review all the contemporary issues (e.g. constructability, site constraints, detailed GI information, etc.) to optimise the construction methodology and the generation of construction vehicles. For Tai Lam Chung Area in particular, the latest available information at this stage suggests that the construction traffic generated along Tai Lam Chung Road would be typically in the order of 35 construction vehicles per hour per direction. During the peak construction phase, the construction traffic generated may increase to 50 trucks per hour per direction. As explained above, vehicle washing facilities will be provided at every designated vehicular exit point. Since all vehicles will be washed at exit points and vehicles loaded with the dusty materials will be covered by clean and impervious sheeting before leaving construction sites, dust nuisance from construction vehicle movement outside construction sites is unlikely to be significant.
Tsing
Lung Tau Area
3.4.4.11 The construction works in Tsing Lung Tau Area include site formation works, slope works, realignment of Tuen Mun Road, construction of slip roads, tunnel portal, northern anchorage for Tsing Lung Bridge and ventilation building, and erection of site offices, reclamation for the column for Tsing Lung Bridge, temporary jetty for barges, stockpiling, etc. Most of the spoil generated by the construction of the anchorage for Tsing Lung Bridge would be utilised for the reclamation. This would avoid unnecessary double handling of spoil and is a positive step to minimise dust generation as much as practicable. Where practicable, a conveyor system would also be adopted to convey the spoil from tunnelling works for the reclamation works. This would also minimise the on-site lorry movement and hence the associated dust generation.
3.4.4.12 The ASRs in the vicinity include residential uses (e.g. village houses, and residential buildings) along Castle Peak Road and Tuen Mun Road. Few of the ASRs would have a relatively short separation from the site boundary, in the order of less than 20m. The separation distance between ASRs and slope works, tunnel portal, northern anchorage for Tsing Lung Bridge, ventilation building, etc. would be relatively larger, generally in the order of more than 30m. In addition, blasting will be required for some of the slope works. The blast face is typically in the order of 500 to 1,500m2 and blasting would only be conducted typically 1 to 2 times a day (but subject to actual site conditions). The separation distances from the ASRs are in the order of more than 150m from the open blasting for slope works. According to the Air Pollution Control (Construction Dust) Regulation, the areas within 30m from the blasting area will be wetted with water prior to blasting and blasting shall not be carried out when the strong wind signal or tropical cyclone warning signal No. 3 or higher is hoisted. Where necessary, mist spraying measures will be installed at the mucking out locations. Also, sequence of construction works would be adopted to avoid dusty construction activities to be carried out simultaneously close to ASRs as far as practicable. The Contractor shall consider actual site constraints and circumstances, and devise the practicable approach to implement suitable phasing. With all these proper designs, best site practices and appropriate mitigation measures in place, adverse dust impact due to blasting for slope works is not anticipated.
3.4.4.13 A small reclamation along the coastline of Tsing Lung Tau is also required for the construction of Tsing Lung Bridge. Reclamation activities conducted underneath the sea level would unlikely generate any significant dust. However, once the reclamation level reaches above the sea level, wind erosion would inevitably generate some fugitive dust. This reclamation area would only occupy an area of about 2.2ha above the sea level. The nearest ASR is the transitional housing located at Tsing Lung Tau and the separation distance from this reclamation work is less than 20m. Dust control measures similar to those for site formation and excavation would be required.
3.4.4.14 As discussed in Section 3.4.3, the dust monitoring records from TCNTE (with around 129ha of reclamation area from around 15m away from the DMS) demonstrated that dust impacts could be readily mitigated by good practices including but not limited to watering. Hence, adverse dust impacts are not anticipated provided that the good practices as included in Section 3.4.5 are implemented by the Contractor.
3.4.4.15 In addition, only approximately 2 construction vessels (including barges, tug boats, etc.) are required at a time for reclamation works. Each construction vessels would manoeuvre around 2 times per week for fill transport and construction means.
3.4.4.16 The construction in the vicinity of Tsing Lung Tau Area would also need a stockpiling area of 2,500m2 with capacity of 3,600m3 on the proposed reclaimed land in Tsing Lung Tau. Stockpiling of spoil would require suitable watering, tarpaulin cover, etc., to minimise the impacts caused by wind erosion. While majority of the various materials will be transported through the barging facilities, construction vehicles would still be required to transport various materials to and from the construction sites as necessary. In order to minimise the loading on existing roads (e.g. Castle Peak Road, etc.), the Contractor will implement traffic measures to minimize the amount of induced traffic, optimize the non-peak hours for travelling and design the travelling routes to maximize the distance from the nearby ASRs, etc. where practicable. This would largely help to minimise the nuisance from both traffic and environmental perspectives. It is also noted that the traffic induced by various construction works in Tsing Lung Tau Area as discussed above (including tunnelling, stockpiling, slope works, realignment of Tuen Mun Road, construction of northern anchorage for Tsing Lung Bridge and ventilation building, etc.) would vary as the construction progresses. For example, the construction traffic generated during the initial and later stages would likely be less than those during the peak construction period which would constitute a relatively shorter period. The Consultant in detailed design stage and the Contractor shall review all the contemporary issues (e.g. constructability, site constraints, detailed GI information, etc.) to optimise the construction methodology and the generation of construction vehicles. For Tsing Lung Tau Area in particular, the latest available information at this stage suggests that the construction traffic generated along Castle Peak Road would be typically in the order of 15 construction vehicles per hour per direction. During the peak construction phase, the construction traffic generated may increase to 20 trucks per hour per direction. As explained above, vehicle washing facilities will be provided at every designated vehicular exit point. Since all vehicles will be washed at exit points and vehicles loaded with the dusty materials will be covered by clean and impervious sheeting before leaving construction sites, dust nuisance from construction vehicle movement outside construction sites is unlikely to be significant.
North
Lantau Area
3.4.4.17 The construction works in North Lantau Area include site formation works, slope works, construction of viaduct, slip roads, southern anchorage for Tsing Lung Bridge, local realignment of North Lantau Highway, stockpiling, etc. The ASRs in the vicinity include residential uses (e.g. village houses) in the vicinity of San Po Tsui at a separation distance of about 250m, and Lantau Toll Plaza Administration Building at less than 20m from the construction of slip roads.
3.4.4.18 In addition, blasting will be required for some of the slope works. The blast face is typically in the order of 500 to 1,500m2 and blasting would only be conducted typically 1 to 2 times a day (but subject to actual site conditions). The separation distances from the ASRs are in the order of around 300m from the open blasting for slope works. According to the Air Pollution Control (Construction Dust) Regulation, the areas within 30m from the blasting area will be wetted with water prior to blasting and blasting shall not be carried out when the strong wind signal or tropical cyclone warning signal No. 3 or higher is hoisted. Where necessary, mist spraying measures will be installed at the mucking out locations. Also, sequence of construction works would be adopted to avoid dusty construction activities to be carried out simultaneously close to ASRs as far as practicable. The Contractor shall consider actual site constraints and circumstances, and devise the practicable approach to implement suitable phasing. With all these proper designs, best site practices and appropriate mitigation measures in place, adverse dust impact due to blasting for slope works is not anticipated.
3.4.4.19 As discussed in Section 3.4.3, the dust monitoring records from other infrastructure projects of similar scale and nature have demonstrated that dust impacts could be readily mitigated by good practices including but not limited to watering. Hence, adverse dust impacts are not anticipated provided that the good practices as included in Section 3.4.5 are implemented by the Contractor.
3.4.4.20 The construction in the vicinity of North Lantau Area would also need a stockpiling area of 4,000 m2 with capacity of 10,000m3 and a concrete batching plant in To Kau Wan. Stockpiling of spoil would require suitable watering, tarpaulin cover, etc., to minimise the impacts caused by wind erosion. While many of the spoil generated from the slope cutting would be conveyed back to the concrete batching plant in To Kau Wan, some of the spoil would still need to be transported off-site for further processing in designated facilities (e.g. fill bank) via barging facility in To Kau Wan. Nevertheless, construction vehicles would still be required to transport various materials to and from the construction sites as necessary. In order to minimise the loading on existing roads (e.g. North Lantau Highway and the connecting local roads, etc.), the Contractor will implement traffic measures to minimize the amount of induced traffic, optimize the non-peak hours for travelling and design the travelling routes to maximize the distance from the nearby ASRs, etc. where practicable. This would largely help to minimise the nuisance from both traffic and environmental perspectives. It is also noted that the traffic induced by various construction works in Tsing Lung Tau Area as discussed above (including stockpiling, slope works, construction of southern anchorage for Tsing Lung Bridge, local realignment of North Lantau Highway and construction of ventilation building, etc.) would vary as the construction progresses. For example, the construction traffic generated during the initial and later stages would likely be less than those during the peak construction period which would constitute a relatively shorter period. The Consultant in Detailed Design stage and the Contractor shall review all the contemporary issues (e.g. constructability, site constraints, detailed GI information, etc.) to optimise the construction methodology and the generation of construction vehicles. For North Lantau Area in particular, the latest available information at this stage suggests that the construction traffic generated along North Lantau Highway and the connecting local roads would be minimal, in the order of 10 construction vehicles per day per direction. As explained above, vehicle washing facilities will be provided at every designated vehicular exit point. Since all vehicles will be washed at exit points and vehicles loaded with the dusty materials will be covered by clean and impervious sheeting before leaving construction sites, dust nuisance from construction vehicle movement outside construction sites is unlikely to be significant.
Explosive
Magazine Sites
3.4.4.21 In order to facilitate the drill-and-blast tunnelling works, a total of 3 explosive magazine sites (1 at Lam Tei, 1 at Siu Lam, and 1 at Pillar Point) are required, which would be share used with the TMB construction. As explained in Section 2, the proposed magazine site at Lam Tei would take the form as an underground magazine site. Some underground blasting would be required for the construction of the underground magazine. The explosive magazine site at Siu Lam was once used for explosive magazine site and the explosive magazine site at Pillar Point was also once used for other purposes. Hence extensive site formation and excavation is also not required for Siu Lam and Pilar Point. However, some at-grade structures would be constructed to facilitate the storage of explosives. These at-grade structures would be dismantled prior to the end of the construction period.
3.4.4.22 The ASRs in the vicinity of explosive magazine site at Lam Tei include residential uses (e.g. village houses) in Lo Fu Hang and those along Yuen Long Highway and have a separation distance of 140m. Enclosures would be used to confine dust and filters would be installed at exhaust and FAI locations of the enclosures, with TSP and RSP removal efficiency of 99% or above. According to the Air Pollution Control (Construction Dust) Regulation, the areas within 30m from the blasting area will be wetted with water prior to blasting and blasting shall not be carried out when the strong wind signal or tropical cyclone warning signal No. 3 or higher is hoisted. Where necessary, mist spraying measures will be installed at the mucking out locations. With all these proper designs, best site practices and appropriate mitigation measures in place, adverse dust impact due to blasting for the underground magazine site is not anticipated.
3.4.4.23 As the site formation work for the explosive magazine site at Siu Lam has been largely completed, the remaining work would be mainly for the superstructure of the explosive storage area, which is unlikely to generate significant dust. ASRs in the vicinity include residential uses (e.g. Grandview Terrace) in the vicinity of Siu Sau Village, which have a separation distance of about 200m. Adverse dust impacts are not anticipated provided that the good practices as included in Section 3.4.5 are implemented by the Contractor.
3.4.4.24 Similar to the explosive magazine site at Siu Lam, the site formation work for the explosive magazine site at Pillar Point has been largely completed. The remaining work would be mainly for the superstructure of the explosive storage area, which is unlikely to generate significant dust. ASRs in the vicinity include office / industrial uses (e.g. Goodman Westlink and Hong Kong Science Museum Exhibition Workshop) in the vicinity of Siu Lang Shui, which have a separation distance of more than 350m. Adverse dust impacts are not anticipated provided that the good practices as included in Section 3.4.5 are implemented by the Contractor.
3.4.4.25 Once the blasting works are completed, the superstructure of these 3 explosive magazine sites would be demolished. Suitable landscaping works would be implemented. Adverse dust impacts are not anticipated for the decommissioning of these explosive magazine sites.
Barging
Facilities
3.4.4.26 There will be a total of 3 barging facilities for the Project. Two of these facilities would be located at the coastline of North Lantau, with one at To Kau Wan and another one at San Po Tsui. The one in San Po Tsui is mainly for storage purpose. There would only be 1 barge per day and there would be no land-based access. These 2 sites had been previously used in other infrastructure projects as barging facilities as well. The surface area within these 2 barging facilities are largely paved. The nearest ASRs include the village houses at San Po Tsui which are located at approximately 80m away from the barging facility at San Po Tsui, and the nearest ASRs include the Lantau Toll Plaza Administration Building which is located at approximately 90m away from the barging facility at To Kau Wan.
3.4.4.27 The remaining barging facility is located at the reclamation near Tsing Lung Tau. In general, the spoil will be unloaded to the barges directly from trucks. A stockpile area is proposed at the reclaimed land of the Project. The nearest ASRs include the transitional housing at Tsing Lung Tau which are located at approximately 140m away from the barging point.
3.4.4.28
According to the current
construction planning, the number of construction vessels, either from tug boat or the barge,
would be limited to 4, 1 and 6 trips per day for the barging facilities at To
Kau Wan, San Po Tsui, and Tsing Lung Tau respectively. Given the
separation distance from the ASRs and the low number of barges utilisation,
adverse dust impacts are not anticipated provided good design measures are
implemented. To suppress the dust emission, all
unloading activities at the berths of the barging facility will be carried out
inside an enclosed system with a 3-side screen with top cover and provision of
a water spraying system. Regular
watering on all exposed stockpile as a good site practice will also be implemented.
All construction vehicles will be washed at the exit before leaving the
construction worksites. Besides, the
entire area of the barging facility will be properly paved with concrete,
bituminous materials or hardcores to avoid dusty material on the road
surface. After unloading the spoil onto
barge inside the enclosed system with a 3-side screen with top cover, the
trucks would be sprayed by water inside the unloading point. All vehicles would also be washed at the exit
point before leaving the barging facility.
With frequent vehicle washing and proper road paving, it could
effectively reduce the resuspension of loose material on the road surface due
to vehicle movement within the barging facility. In addition, as discussed, the Contractor
will implement traffic measures to minimize the amount
of induced traffic, optimize the non-peak hours for travelling and design the
travelling routes to maximize the distance from the nearby ASRs, etc. where practicable. Dust emission from construction truck
movement is therefore considered insignificant.
These barging facilities would be decommissioned after use.
3.4.4.29
For the
gaseous emissions from the construction barges, given the limited number of
trips per day, and these construction barges are transient in nature, the
emission from these construction vessels are considered relatively small. In addition, the engine of the barge shall be switched-off during
berthing as far as practicable. Provision of on-shore power supply shall also
be considered wherever possible to minimize air quality impact from the marine
vessels, with consideration of actual site constraints or circumstances to be
further reviewed during detail design stage. Therefore, gaseous emission from
construction barges is considered insignificant.
Concrete
Batching Plants
3.4.4.30 There would be a concrete batching plant (CBP) proposed under the Project at North Lantau Area, while another CBP at Lam Tei Area proposed by Underground Quarrying at Lam Tei (separate project) will also be utilized for the Project. Their exact silo capacity is yet to be determined by the Contractor but is likely to be less than 10,000 tonne for each of the CBP. The ASRs in the vicinity of CBP at Lam Tei include residential uses (e.g. village houses) in Lo Fu Hang and those along Yuen Long Highway and have a separation distance of at least 120m. The ASRs in the vicinity of the works area of CBP at North Lantau include residential uses (e.g. village houses) in the vicinity of To Kau Wan and Lantau Toll Plaza Administration Building and have a separation distance of more than 90m.
3.4.4.31 Under Schedule 1 of the APCO, the operation of the proposed CBPs would be classified as a SP. A licence is required for the operation of CBPs. The Contractor shall apply for the licence and operate the CBPs according to the requirements stated under the licence as well as the relevant best practicable means (BPM). With proper implementation of the fugitive emission control as included in Section 3.4.5.8, adverse dust impacts are not anticipated from the operation of CBPs.
Noise
Mitigation Measures
3.4.4.32 As explained in Section 2, some of the existing noise barriers in Lam Tei Area and Tsing Lung Tau Area would need to be demolished and new noise barriers / enclosures would be installed to comply with the respective noise criteria (See Section 4 for the locations of the new noise barriers). Both the demolishment and installation of the structure of these noise barriers (e.g. steel columns, acoustic panels, etc.) would also unlikely generate adverse dust impacts. The implication on air quality during temporary demolition of existing noise barriers during construction phase is discussed in Section 3.4.4.43.
Others
3.4.4.33 GI works would also be required to facilitate the detailed design and construction of the Project. These GI works would require using some GI rigs at certain locations to be determined during the detailed design stage and the construction phase. Given the relatively small scale of using the drilling rigs, it is unlikely to generate adverse dust impacts.
3.4.4.34 Landscaping works would also be required to enhance the design of the Project. These landscaping works would involve some relatively minor earthworks to facilitate planting of trees, shrubs and other landscaping elements. It is unlikely that landscaping works would generate adverse dust impacts.
Consideration
of Cumulative Impacts
3.4.4.35 Section 2.12 has identified a list of concurrent projects to be considered in this EIA to address any significant cumulative impacts. The following sections discuss the cumulative impacts for each area.
3.4.4.36 For Lam Tei Area, concurrent projects include TMB, Widening of Yuen Long Highway (Section between Lam Tei Quarry and Tong Yan San Tsuen Interchange), Hung Shui Kiu / Ha Tsuen New Development Area, Underground Quarrying at Lam Tei, Tuen Mun , Site Formation and Infrastructure Works for Proposed Public Housing Developments at Ping Shan South, Yuen Long, Lam Tei North and Nai Wai, Tuen Mun , and Development at Lam Tei North East. For TMB, the works area in Lam Tei Area would be much smaller than of the Project. The project proponent of TMB is the same as the Project and would implement the equivalent set of dust control measures as the Project. Close liaison between the contractors of R11 and the concurrent projects would be maintained to minimise dusty activities to be conducted concurrently as far as practicable. Adverse cumulative dust impacts from TMB are therefore not anticipated.
3.4.4.37 The studies for the Underground Quarrying at Lam Tei, Tuen Mun and Development at Lam Tei North East are still on-going and there are no definitive design information at the time of preparing this EIA. Nevertheless, it is anticipated that their studies would consider all committed projects in the vicinity, including but not limited to the Project during their subsequent study. As any other studies by government, it is anticipated that they will also implement all the best practices to abate dust impacts where practicable. Close liaison between the contractors of R11 and the concurrent projects would be maintained to minimise dusty activities to be conducted concurrently, if any, as far as practicable. On this basis, adverse cumulative dust impacts from these projects are therefore not anticipated.
3.4.4.38 The Hung Shui Kiu / Ha Tsuen New Development Area is being implemented by the respective project proponent. The majority of the HSK project is located beyond 500m from the Project. Only a small portion of site formation works would be within the 500m assessment area of the Project. According to the approved EIA for HSK New Town Development (https://www.epd.gov.hk/eia/english/alpha/aspd_552.html), they will implement all the best practices to abate dust impacts where practicable. Close liaison between the contractors of R11 and the concurrent project would be maintained to minimise dusty activities to be conducted concurrently as far as practicable. On this basis, adverse cumulative dust impacts from HSK New Town Development are therefore not anticipated.
3.4.4.39 For the Site Formation and Infrastructure Works for Proposed Public Housing Developments at Ping Shan South, Yuen Long, Lam Tei North and Nai Wai, Tuen Mun, it would mainly involve site clearance, site formation and superstructure. As any other developments for public housing, it is anticipated that they will also implement all the best practices to abate dust impacts where practicable. Close liaison between the contractors of R11 and the concurrent project would be maintained to minimise dusty activities to be conducted concurrently as far as practicable. On this basis, adverse cumulative dust impacts from the Site Formation and Infrastructure Works for Proposed Public Housing Developments at Ping Shan South, Yuen Long, Lam Tei North and Nai Wai, Tuen Mun are therefore not anticipated.
3.4.4.40 For So Kwun Wat and Tai Lam Chung Area, the concurrent project includes the Cycle Track between Tsuen Wan and Tuen Mun. Close liaison between the contractors of R11 and the concurrent project would be maintained to minimise dusty activities to be conducted concurrently as far as practicable. Given the relatively small scale of this cycle track, together with the good practices that they would implement, adverse cumulative dust impacts are therefore not anticipated.
3.4.4.41 For Tsing Lung Tau Area, the concurrent project includes the Cycle Track between Tsuen Wan and Tuen Mun. As discussed in Section 3.4.4.40, as the concurrent project is in relatively small scale with implementation of good practices and that close liaison with the contractor of concurrent project would be maintained to minimise dusty activities to be conducted concurrently as far as practicable, adverse cumulative dust impacts are not anticipated.
3.4.4.42 For North Lantau Area, concurrent projects include Road P1 (Tai Ho – Sunny Bay Section), Tsing Yi-Lantau Link (TYLL) and Hong Kong Island West – Northeast Lantau (HKIW-NEL) Link. All these projects are still undergoing their respective studies and there is no definitive design information at the time of preparing this EIA. Nevertheless, it is anticipated that their studies would consider all committed projects in the vicinity, including but not limited to the Project during their subsequent study. As any other studies by government, it is anticipated that they will also implement all the best practices to abate dust impacts where practicable. Close liaison between the contractors of R11 and the concurrent projects would be maintained to minimise dusty activities to be conducted concurrently, if any, as far as practicable. On this basis, adverse cumulative dust impacts from these projects are therefore not anticipated.
Potential
Impact during Interim Period with Removal of Existing Noise Barriers during
Construction Phase
3.4.4.43 As explained in Section 2, a small section of existing vertical noise barrier at the stub end of the slip road connecting to Yuen Long Highway Road would need to be demolished during the construction. A temporary noise barrier of the same height will be installed prior to demolition of the existing barrier. A permanent noise barrier of the same height will be reprovisioned upon completion of the construction of the slip road and before its commissioning. Besides, two sections of existing cantilevered noise barrier on the eastbound and westbound of Tuen Mun Road would also need to be demolished during the realignment works. The cantilevered barriers will be permanently replaced by a semi-enclosure and three sections of cantilevered barriers. During construction stage, the vertical parts and top cover of the proposed semi-enclosure will be installed prior to demolition of the existing cantilevered noise barriers on westbound and eastbound in stages. The temporary barrier and permanent barrier/semi-enclosure will be built in place seamlessly and hence there is no interim scenario without the presence of the noise barriers, thus no implication on air quality during the construction stage.
3.4.5 Good Site Practice and Recommendations
3.4.5.1 Good site practices and recommendations are suggested below to minimise any air quality impact during construction works. The dust levels would also be monitored and managed under an Environmental Monitoring and Audit (EM&A) programme as specified in the EM&A Manual to ensure that no nearby ASRs will be subject to adverse air quality impact.
Construction
Dust Control
3.4.5.2 The Contractor is also obliged to follow the procedures and requirements given in the Air Pollution Control (Construction Dust) Regulation and good site practice as follows:
·
Any excavated or stockpile of
dusty material including those on barges should be covered entirely by
impervious sheeting or sprayed with water to maintain the entire surface wet
and then removed or backfilled or reinstated where practicable for the
excavation or unloading;
·
Site
hoardings of not less than 2.4m high should be provided as far as practicable
along the site boundary with provision for public crossing. Subject to site
constraints, the Contractor may review the practicability of taller site
hoarding for ASRs in close vicinity to the site boundary. Good site practice
shall also be adopted by the Contractor to ensure the conditions of the
hoardings are properly maintained throughout the construction period;
·
Any dusty materials remaining
after a stockpile is removed should be wetted with water and cleared from the
surface of roads;
·
Any skip hoist for material
transport should be totally enclosed by impervious sheeting;
·
Every stock of more than 20 bags
of cement or dry pulverised fuel ash (PFA) should be covered entirely by
impervious sheeting or placed in an area sheltered on the top and the 3 sides;
·
Cement or dry PFA delivered in
bulk should be stored in a closed silo fitted with an audible high level alarm
which is interlocked with the material filling line and no overfilling is
allowed;
·
Loading, unloading, transfer,
handling or storage of bulk cement or dry PFA should be carried out in a
totally enclosed system or facility, and any vent or exhaust should be fitted
with an effective fabric filter or equivalent air pollution control system; and
·
Exposed earth should be properly
treated by compaction, turfing, hydroseeding, vegetation planting or sealing
with latex, vinyl, bitumen, shotcrete or other suitable surface stabilisers
within six months after the last construction activity on the construction site
or part of the construction site where the exposed earth lies. These measures
shall take into account the development programme and implementation phases of
the future top-side development.
Emission
control on Non-Road Mobile Machinery (NRMMs)
3.4.5.3 Fuel combustion from the use of powered mechanical equipment (PME) during construction works would be a source of air emission. To improve air quality, EPD has introduced the Air Pollution Control (NRMMs) (Emission) Regulation, which came into operation in 2015 to regulate emissions from machines and non-road vehicles. Ultra-low sulphur diesel (ULSD) with a sulphur content of not more than 0.005% by weight and a viscosity of not more than 6 centistokes at 40oC will be used as much as practicable to minimise SO2 emissions. Under the Regulation, NRMMs, except those exempted, are required to comply with the prescribed emission standards. All regulated machines sold or leased for use in Hong Kong must be approved or exempted with a proper label in a prescribed format issued by EPD. Only approved or exempted NRMMs with a proper label are allowed to be used in specified activities and locations including construction sites. The Contractor would also review the contemporary circumstances and site constraints and optimise the quantity of on-site machinery. This would help to reduce the gaseous and PM emission for construction site.
3.4.5.4 In addition, the following good site practices that can control and reduce the emission from the use of NRMMs from the Project are recommended:
·
Regulated machines shall be used
and exempted NRMMs should be avoided where practicable;
·
Optimize the number of on-site
machinery to minimize gaseous and PM emissions for each construction site with
consideration of actual site constraints or circumstances;
·
Use cleaner fuel such as
ultra-low sulphur diesel in
diesel-operated construction plant to reduce sulphur dioxide emission;
·
Zero emission or clean
fuels shall be considered as far as practicable for transportation activities;
·
Use of electric PMEs where
practicable;
·
Connect construction plant and
equipment to main electricity supply and avoid use of diesel generators and
diesel-powered equipment as far as practicable;
·
Switch off the engine of PMEs
when idling;
·
Implement regular and proper
maintenance for plant and equipment; and
·
Employ plant and equipment of
adequate size and power output and avoid overloading of the plant.
Emission
Control Measures for Drill-and-Blast Activities
3.4.5.5 The following measures related to drill-and-blast activities should be incorporated:
·
Impermeable blast covers at the
mucking out locations should be shut;
·
The blasting should only be
carried out in a fully enclosed environment;
·
All neighbouring construction
activities should be suspended during blasting;
·
The areas within 30m from the
blasting area should be wetted with water prior to blasting and blasting shall
not be carried out when the strong wind signal or tropical cyclone warning
signal No. 3 or higher is hoisted; and
·
Where necessary, mist spraying
measures should be installed at the mucking out locations.
Emission
Control Measures for Open Blasting Activities
3.4.5.6 The following measures related to open blasting activities should be incorporated:
·
Provision of blast cages or
roof-over protective cover, which are risk control measure, but also help to
reduce a large amount of dust emission;
·
Water spray before blasting and
on blasted material prior to transportation;
·
Minimise the distance fall and
drop height from conveyors during loading and unloading; and
·
Covered conveyors, transfer and
unloading points with dust extraction system.
Emission
Control Measures for Barging Facilities
3.4.5.7 Vehicle washing facilities will be provided at every designated exit point of the construction worksites. All construction vehicles will be washed at the exit before leaving the construction worksites. As a good practice, the entire area of the barging facility should be paved with concrete, bituminous materials or hardcores. All vehicles would also be washed at the exit point before leaving the barging facility. For the unloading of the spoil at the berth, the unloading points at the barging facility are recommended to be provided with an enclosed system with 3-side screen with top cover and provision of water spraying system. The same design has also been recommended and adopted in other projects such as Central Kowloon Route, Shatin to Central Link and Hong Kong Express Rail Link. Besides, regular watering once per hour on all exposed stockpiles shall be implemented to achieve a dust removal efficiency of 50% or above. After unloading the spoil into barge inside the enclosed system, the trucks should be sprayed by water inside the unloading point. If barges would need to stay overnight at the barging point, spoils on the deck of the barges shall be covered by tarpaulin to avoid dust emission. In addition, the engine of the barge shall be switched-off during berthing as far as practicable. Provision of on-shore power supply shall also be considered wherever possible to minimize air quality impact from the marine vessels, with consideration of actual site constraints or circumstances to be further reviewed during detail design stage.
Emission
Control Measures for Concrete Batching Plant
3.4.5.8 Apart from the good site practices, the Contractor shall also follow the requirements stipulated in the Best Practicable Means for Cement Works (Concrete Batching Plant) BPM 3/2 (16) as follows to minimise the fugitive emissions arising from the operation of CBPs:
·
The loading, unloading, handling,
transfer or storage of cement, pulverised fuel ash (PFA) and/or other equally
dusty materials shall be conducted in a totally enclosed system acceptable to
EPD;
·
All dust-laden air or waste gas
generated by the processes shall be properly extracted and vented to fabric
filtering system to meet the required emission limit;
·
Vents of all silos shall be
fitted with fabric filtering system to meet the required emission limit;
·
Vents of cement/PFA weighing
scale shall be fitted with fabric filtering system to meet the required
emission limit;
·
Seating of pressure relief valves
of all silos shall be checked at least once a week during the process of
filling dusty materials into the silos;
·
The loading, unloading, handling,
transfer or storage of other raw materials which may generate airborne dust
emissions such as crushed rock, sand, stone aggregate, shall be carried out in
such a manner to prevent or minimize dust emissions;
·
The raw materials shall be
adequately wetted before and during the loading, unloading and handling
operations. Effective manual or automatic water spraying system shall be
provided and used at all unloading areas, stock piles and material discharge
points;
·
All receiving hoppers for
unloading materials shall be enclosed on three sides up to 3 metres above the
unloading point. In no case shall these hoppers be used as the material storage
devices;
·
Aggregates
with a nominal size less than or equal to 5 millimeters should be stored in
totally enclosed structures such as storage bins and should not be handled in
open area. Where there is sufficient buffer area surrounding the concrete
batching plant, ground stockpiling may be used. The stockpile shall be enclosed
at least on top and 3 sides and with flexible curtain to cover the entrance
side;
·
The opening between the storage
bin and weighing scale of the materials shall be fully enclosed;
·
The belt conveyors for handling
materials shall be enclosed
on top and 2 sides with a metal board at the bottom to eliminate any dust
emission due to wind-whipping effect. Other type of enclosure will also be
accepted by EPD if it can be demonstrated that the proposed enclosure can
achieve same performance;
·
All conveyor transfer points
shall be totally enclosed. Openings on the enclosure for the passage of
conveyors shall be fitted with effective flexible seals;
·
Scrapers shall be provided at the
turning points of all conveyors to remove dust adhered to the belt surface;
·
Conveyors discharged to
stockpiles of materials shall be arranged to minimize free fall as far as
practicable. All free falling transfer points from conveyors to stockpiles
shall be fitted with chute(s) or flexible curtain to minimize dust emission due
to wind-whipping effect and shall be water sprayed;
·
Mixer trucks shall be loaded in
such a way to minimise airborne dust emissions;
·
All access and route roads within
the premises shall be paved and adequately wetted;
·
Vehicle cleaning facilities shall
be provided at the site exit of the premises and used to clean leaving
vehicles;
·
There shall be no visible
run-off of sediment-laden water from the vehicle cleaning facilities to areas
outside the premises;
·
Closure device shall be
provided on mixer trucks for preventing spillage of concrete from the concrete
discharge outlet of mixer trucks; and
·
A high standard of housekeeping
shall be maintained. All spillages or deposits of materials on ground, support
structures or roofs shall be cleaned up promptly by a cleaning method
acceptable to EPD. Any dumping of materials at open area shall be prohibited.
3.4.6.1
With implementation of dust control
measures specified in Air Pollution Control (Construction Dust) Regulation and
other relevant statutory requirements, and also
implementation of comprehensive EM&A programme throughout the construction
stage, the dust levels will be properly controlled and monitored to ensure that
no nearby ASRs will be subject to adverse residual dust impact.
3.5.1.1 The assessment area for air quality impact assessment during operational phase shall be defined by a distance of 500m from the Project Road and highway / tunnel operation and maintenance facilities as identified in the EIA study, which shall be extended to include major existing, committed and planned air pollutant emission sources identified to have a bearing on the environmental acceptability of the Project. Figures 3.1a to b illustrate the 500m study area from the boundary of the Project site.
3.5.1.2 The assessment shall take into account the impacts of emission sources from vehicles from open roads and viaducts of the Project and the existing road network within the assessment area, proposed tunnel portals and ventilation buildings of the Project, industrial chimneys, marine vessels within the assessment area, and major point sources located within 4 km from the project boundary, which should be modelled by dispersion model to account for the spatial variations in concentrations induced by them. The assessment shall also take into account the impacts of emission sources from nearby concurrent projects.
3.5.2 Identification of Representative Air Pollutants
3.5.2.1 According to Appendix B, Clause 5 (ii) of the EIA Study Brief, the key / representative air pollutant parameters for the project shall be identified, including the types of pollutants and their averaging time concentration.
3.5.2.2 The air quality pollutant source during the operational phase of the Project would be the emission from vehicles travelling on the new and existing roads. The tailpipe emission would comprise various pollutants, including Nitrogen Oxides (NOx), Respirable Suspended Particulates (RSP), Fine Suspended Particulates (FSP), Sulphur Dioxides (SO2), Carbon Monoxide (CO), Lead (Pb), Toxic Air Pollutants (TAP), etc.
3.5.2.3 EPD has tightened the statutory motor vehicle diesel and unleaded petrol specification to EURO V level, which has capped the sulphur content from 0.005% to 0.001 % since December 2007. The road transport only contributes a very small amount of SO2 emission. It can also be seen from Section 3.2 that the SO2 background concentrations are very low (14% of AQO for 4th highest 10-minute SO2 and 30% of AQO for 4th highest 24-hour SO2). SO2 is not a critical air pollutant of concern for this road project. Similarly, the monitored CO background concentrations are very low, only 6% and 16% of the AQO for the maximum 1-hour CO and maximum 8-hour CO respectively. CO is also not a critical air pollutant of concern for this road project.
3.5.2.4 According to the EPD’s “Air Quality in Hong Kong 2021”, O3 is a regional air pollution problem. It is not a pollutant directly emitted from pollution sources but formed by photochemical reaction between NOx and VOCs in the presence of sunlight. In the presence of large amounts of NOx in the roadside environment, O3 reacts with NO to give NO2 and thus results in O3 removal. O3 is therefore not considered as a key air pollutant for the operational air quality assessment of this road project.
3.5.2.5 As leaded petrol had been banned in Hong Kong in 1999, it is no longer considered as a primary source in Hong Kong. According to the “Annual Air Quality Monitoring Results - Air Quality in Hong Kong 2021” from EPD, the annual lead level ranged from 9 ng/m3 (at Kwun Tong) to 11 ng/m3 (at Kwai Chung, Tung Chung, Yuen Long and Tuen Mun), which is about 1.8% to 2.2% of AQO (i.e. 500 ng/m3). The concentration was much lower than the AQO of 0.5 μg/m3. Therefore, lead is also not considered as a key / representative air pollutant for the operational air quality assessment for this road project.
3.5.2.6 According to the EPD’s “Assessment of Toxic Air Pollutant Measurements in Hong Kong Final Report, 2003”, dioxins, carbonyls, PCBs and most toxic elemental species are not considered as primary sources of vehicular emissions. Therefore, these pollutants are not considered as key pollutants for this road project.
3.5.2.7 Vehicular emissions may be a source of diesel particulate matters, Polycylic aromatic hydrocarbons (PAHs), and VOCs. Elemental carbon, which constitutes a large portion of diesel particulate matters mass, is commonly used as a surrogate for diesel particulate matter. According to EPD’s “Assessment of Toxic Air Pollutant Measurements in Hong Kong Final Report, 2003”, the Government has put great efforts to reduce particulate emission from the vehicular fleet. Based on “Measurements and Validation for the Twelve-month Particulate Matter Study in Hong Kong in 2021”, the elemental carbon showed a significant decrease in concentration in Kwai Chung Station by 36% from 2015 to 2021 (data before 2015 is not available), in Clear Water Bay Station by 59% from 2011 to 2021 (data before 2011 is not available), as well as in Mong Kok, Yuen Long and Tsuen Wan by 84%, 76% and 72% from 2000 to 2021 respectively. With the continual efforts by EPD to reduce particulate emission from the vehicles, it is not considered as a key air pollutant for the operational air quality assessment of this road project.
3.5.2.8 The most important PAH is Benzo[a]pyrene (BaP) because of its high cancer risk, and it is often selected as a marker for PAH group. With reference to US and European Community air quality guidelines, the European commission sets a very stringent guideline for annual concentration of 1 ng/m3 for BaP. According to the latest EPD’s Air Quality in Hong Kong 2021, the concentration of BaP level was 0.05 ng/m3 and 0.09 ng/m3 monitored at Tsuen Wan and Central/Western stations respectively in 2021, which was far below the guidelines of European Communities of 1 ng/m3. Hence, PAHs are not considered as a key air pollutant for quantitative air quality assessment for this road project.
3.5.2.9 According to EPD’s “Assessment of Toxic Air Pollutant Measurements in Hong Kong Final Report, 2003”, benzene and 1,3-butadiene amongst the VOC compounds are the most significant for Hong Kong. With reference to US and European Community air quality guidelines, the European commission sets a very stringent guideline for annual concentration of 5 µg/m3 for benzene. The UK Air Quality Standard for 1,3-butadiene is 2.25 µg/m3. According to the “Air Quality in Hong Kong 2021”, the concentrations of benzene and 1,3-butadiene were 0.45 µg/m3 and 0.04 µg/m3 at Tsuen Wan station, as well as 0.67 µg/m3 and 0.04 µg/m3 at Central/Western station in 2021, which were far below the guidelines of European Communities of 5 µg/m3 and the UK Air Quality Standard of 2.25 µg/m3. Hence, VOCs are also not considered as a key air pollutant for quantitative air quality assessment for this road project.
3.5.2.10 As concluded, only the NOx, RSP and FSP are considered as the key representative pollutant for the operational air quality assessment of the Project. The 1-hour and annual average NO2 concentrations, 24-hour and annual average RSP and FSP concentrations at each identified ASR are assessed and compared with the AQO to determine their compliance.
3.5.3 Identification of Pollution Sources
Project-induced Emission Sources
3.5.3.1 Vehicular emission is the major air pollution source during operational phase of the Project. The alignment of the Project is divided into three sections: Northern Section (Tuen Mun to So Kwun Wat); Central Section (So Kwun Wat to Tai Lam Chung); and Southern Section (Tai Lam Chung to North Lantau). Detailed description of the alignment shall be referred to Section 2 and Figure 1.1.
3.5.3.2 Vehicular emissions are anticipated from the proposed open road sections at the Lam Tei Quarry Interchange, So Kwun Wat Interchange, connecting roads from So Kwun Wat Link Road to Siu Lam, So Kwun Wat - Siu Lam Open Road Section, Tam Lam Chung River Viaduct, Tsing Lung Tau Interchange, Tsing Lung Bridge and North Lantau Interchange.
3.5.3.3 Besides, vehicular emissions inside the proposed Lam Tei Tunnel, So Kwun Wat Link Road and Tai Lam Chung Tunnels (North and South Sections) would be emitted via the tunnel portals and the six proposed ventilation buildings. For the ventilation building for Tai Lam Chung Tunnel (North Section), it would only be used for emergency use such as smoke extraction during fire accident, therefore, it has not been included as an emission source. The tunnel ventilation system will be designed to remove/dilute vehicular emission to achieve the air quality standards specified in EPD’s “Practice Note on Control of Air Pollution in Vehicle Tunnels”, and to reduce discharge of emission from the portals.
Other Major Pollution Emissions in the Immediate Neighbourhood
Vehicular Emission from Existing Roads and Concurrent Projects
3.5.3.4 Other than the Project roads, vehicular emissions from the existing road networks, other concurrent road projects including TMB, Widening of Fuk Hang Tsuen Road, Widening of Yuen Long Highway (Section between Lam Tei Quarry and Tong Yan San Tsuen Interchange), Widening of Castle Peak Road – Castle Peak Bay, TYLL, HKIW-NEL Link and Road P1 (Tai Ho – Sunny Bay Section), induced traffic from planned development projects and their associated road infrastructures, such as the Hung Shui Kiu/Ha Tsuen New Development Area, Development at Lam Tei North East, Proposed Public Housing at Ping Shan South, Lam Tei North and Nai Wai Development, etc. within the assessment area would also have cumulative air quality impact on nearby ASRs. The table below shows a summary of concurrent projects that would generate cumulative impact from open road and induced traffic. Figure 2.7 shows the location of the concurrent projects.
Table
3.12 Concurrent Projects included in the
Operational Air Quality Assessment
|
Concurrent
Projects |
Tentative
Commissioning Year |
|
Tuen
Mun Bypass |
2033 |
|
Tsing
Yi-Lantau Link (TYLL) |
2033 |
|
Hong
Kong Island West – Northeast Lantau Link (HKIW-NEL Link) |
2033/2034 |
|
Road
P1 (Tai Ho – Sunny Bay Section) |
2030 |
|
Widening of Yuen Long Highway
(Section between Lam Tei Quarry and Tong Yan San Tsuen Interchange) |
2033 |
|
Widening
of Castle Peak Road – Castle Peak Bay |
Second Quarter of 2024 |
|
Widening
of Fuk Hang Tsuen Road |
First Quarter of 2025 |
|
Hung
Shui Kiu/Ha Tsuen New Development Area |
First stage: Year 2024-2025; Second stage: Year
2030-2032; and Third stage in Year 2036 |
|
Proposed
Public Housing at Ping Shan South, Yuen Long, Lam Tei North and Nai Wai
Development |
Programme is under review and to be commissioned after
R11 is in place. |
Emission from Public Transport Interchanges (PTIs) and Heavy Goods Vehicle (HGV)/ Coach Parking
3.5.3.5 The Public Transport Interchanges (PTIs) and Heavy Goods Vehicle (HGV)/ coach parking are potential vehicular emission sources. All existing and planned PTIs (with available information and implementation programme) as well as major HGV/coach parking sites have been identified. There are a total of 2 planned major PTIs and 6 existing major HGV/ coach parking sites that are identified as major air pollution sources within the 500m distance from the Project boundary as shown in Figures 3.4a to b. They include the following and are assessed using precise approach. No existing PTI is identified within the assessment area.
|
· Planned PTI at Proposed Public Housing at Nai Wai, Lam Tei (PTI05) (to be commissioned after R11 is in place, as advised by CEDD.) · Planned PTI at Proposed Public Housing at Lam Tei North, Lam Tei, Tuen Mun (PTI06) (to be commissioned after R11 is in place, as advised by CEDD.) |
|
|
Major Existing HGV/ Coach Parking |
· Carpark near Tung Lei Path (HCP02b), Lam Tei · Carpark near Tat Fuk Road (HCP04), Lam Tei · Carpark near To Lai Road (HCP09), Lam Tei · Carpark near Fu Hang Tsuen Road (HCP11), Lam Tei · Carpark near Castle Peak Road (HCP17), Tsing Lung Tau · Carpark near Tsing Ying Road (HCP25), So Kwun Wat |
|
|
|
3.5.3.6 In addition to the above, all other parking sites within the 500m assessment area have also been considered in the air quality impact assessment by broad-brush approach.
Industrial Emissions
3.5.3.7 Industrial emissions are one of the potential air pollution sources during operational phase of the Project. Chimney survey and desktop study have been conducted in June 2023 to identify existing and planned chimneys within 500m of the Project site boundary.
3.5.3.8 One existing chimney at Polystyrene Foam Products Factory Limited at Fuk Hang Tsuen Road, Lam Tei has been identified (Figure 3.5a). The chimney was also identified in the approved EIA report of Hung Shui Kiu New Development Area (AEIAR-203/2016). Nonetheless, based on site verification, location of the chimney has been updated. The chimney emission has been included in the assessment. Besides, there are other chimneys identified in the approved EIA report of Hung Shui Kiu New Development Area (AEIAR-203/2016). Except the chimney at Polystyrene Foam Products Factory Limited, all other chimneys are outside the 500m assessment area of the Project.
3.5.3.9 In addition, a chimney was also identified at Wan Hing Machine Factory in Nai Wai, Lam Tei. However, the industrial premise including the chimney is within the site boundary of the Proposed Public Housing Development at Nai Wai. As checked with CEDD, the land shall be resumed and the industrial premise including the chimney will be removed before commissioning of R11 in 2033. Therefore, this chimney is not considered in the assessment.
3.5.3.10 Within 500m assessment area, there is one existing SP, i.e. the Lam Tei Quarry. According to CEDD’s Departmental Report 2015-2019, Lam Tei Quarry and the associated asphalt plant will cease operation in Year 2022/23[1]. The Lam Tei Underground Quarry is being planned under Agreement No. CE51/2020(GE) Underground Quarrying at Lam Tei, Tuen Mun – Investigation, Design and Construction (Figure 2.7). As advised by CEDD, the underground quarry will be commissioned in Year 2025. However, since the design of the Lam Tei Underground Quarry is yet to be confirmed at the time of preparing this EIA, as agreed with CEDD, its cumulative air quality impact will be assessed and addressed in the respective EIA.
Marine Emissions
3.5.3.11
The
proposed Tsing Lung Bridge will traverse the Ha Pang Fairway (Figure 3.5b). The marine traffic activities along Ha Pang
Fairway and its inshore traffic zones consist of ocean-going vessels (OGVs),
river trade vessels (RTVs), Pearl River Delta (PRD) ferries and local vessels.
Marine emission is the major air pollution sources in this area. Besides, the existing Gold Coast Marina (Figure 3.5b) is partially within 500m of the Project boundary at
So Kwun Wat area. As advised by Project
Marine Traffic Consultant, on-shore electricity power is provided. Hence, marine emission during berthing at the
marina is not anticipated but maneuvering mode from pleasure vessels is still
considered as potential pollution source. Cumulative air quality impact due to the gaseous
emission from marine vessels has been considered.
Major Emission Point Sources within 4km
3.5.3.12 Major point source within 4km from the Project that might also have influence on the air quality is the Asphalt Surfaces (International) Limited, which is located approximately 3.4km away from the Project (Figure 3.5b). Two chimneys, including one for rotary dryer drum and one for thermal oil heater, are identified as the major point sources.
3.5.4.1
The assessment has been
conducted based on the best available information at the time of preparing the
EIA and has considered the impacts of emission sources from road vehicles,
nearby industrial and marine emission sources within the assessment area, as well
as major point sources within 4 km from the Project which should be modelled by
dispersion models to account for the spatial variations in concentrations
induced by them.
3.5.4.2 The air quality impact assessments have been carried out according to Guidelines on Assessing the 'TOTAL' Air Quality Impacts to include the following three tiers of emission source contribution as appropriate:
|
Tier
1 |
Primary contribution from the
project-induced emission sources including: · Vehicular emission from the open roads of the proposed R11 · Vehicular emission from the proposed tunnel portals and ventilation buildings of R11 |
|
|
|
|
Tier
2 |
Secondary contribution due to the
pollutant-emitting activities in the immediate neighbourhood within the
assessment area and major point source within 4km including: Major Emission Sources within 500m of the Project · Vehicular emission from the existing road networks and other planned concurrent projects (including road projects and planned development projects as described in Section 3.5.3 above) · Vehicular emission from two major planned PTIs and 6 HGV /coach parking sites by precise approach and all other parking sites within the 500m assessment area by broad-brush approach · Industrial emission from the existing chimney at Polystyrene Foam Products Factory Limited · Marine emission from Ha Pang Fairway and its inshore traffic zone · Marine emission at Gold Coast Marina Major Point
Sources within 4km of the Project · Emission from asphalt plant at Asphalt Surfaces (International) Limited, Tsing Yi |
|
|
|
|
Tier
3 |
Background contribution
including: · Other sources, such as territory-wide road, Hong Kong International Airport, power plants, marine emission from ocean going vessels, passenger ferries and container terminals, other major point sources outside 4km, etc. |
3.5.4.3 The corresponding Tier 1 and Tier 2 emissions are modelled in near-field dispersion models, while the Tier 3 emissions are modelled in far-field dispersion model PATH. The cumulative operational air quality impact is the combination of the contributions from all near-field and far-field sources.
Determination of Assessment Year
3.5.4.4 According to the EIA Study Brief No. ESB-352/2022, the air pollution impacts of future road traffic are calculated based on the highest emission strength from road vehicles in the assessment area within the next 15 years upon commissioning of the Project. The selected year of assessment should represent the highest emission scenario given the combination of vehicular emission factors and traffic flow for the selected year.
3.5.4.5 Based on the current programme, R11 is planned for commissioning in Year 2033. Sensitivity tests have been carried out for Year 2033 (R11 commissioning), 2036, 2041, 2046 and 2048 (15 years after R11 commissioning) to determine the highest emission scenario. Vehicular tailpipe emissions from roads are calculated using EMFAC-HK version 4.3. The traffic forecast data provided by the Project Traffic Engineer, which has been endorsed by the Transport Department, are given in Appendix 3.2. Results of the sensitivity tests are summarised in Table 3.13 below. It can be found that the highest emission scenarios are found to be Year 2033 for PM (i.e. RSP and FSP) and Year 2048 for NOx.
Table
3.13 Summary
Results of Sensitivity Tests
|
Year |
Annual Vehicular Emission (tonnes) |
||
|
NOx |
RSP |
FSP |
|
|
2033 |
152 |
9.2 |
8.4 |
|
2036 |
132 |
7.3 |
6.7 |
|
2041 |
138 |
7.6 |
7.0 |
|
2046 |
149 |
7.9 |
7.3 |
|
2048 |
154 |
8.2 |
7.5 |
Vehicular Emission from Open Roads
3.5.4.6 Vehicular emissions have been predicted using the EMFAC-HK v4.3. As mentioned above, Year 2033 for PM and 2048 for NOx are selected as the worst assessment years for the air pollution impacts of future road traffic during operational phase. Since the PATH model has been rerun with removal of the vehicular emission within the respective grids to avoid double-counting (see Section 3.5.4.41 for details), the coverage of the road network in the near-field assessment has been extended beyond 500m of the open roads. The extent of the road coverage including the Project roads, existing roads and concurrent planned roads for Year 2033 and 2048 are given in Appendix 3.3.
3.5.4.7 The running emission factors for each vehicle class travelling at different speeds have been determined using the daily profile of the lowest temperature and relative humidity for each month derived from Year 2021 data from the nearest weather station (i.e. Tuen Mun Children and Juvenile Home Weather Station) for assessing the short-term air quality impact. For long term impact, the daily profile of average temperature and relative humidity for each month has been adopted (Appendix 3.5). The maximum speed of medium goods vehicle, heavy goods vehicle and bus travelling on any road at a speed in excess of 70kph shall be limited to 70kph; while that of public light bus on any road at a speed in excess of 80kph shall be limited to 80kph according to Road Traffic Ordinance (Cap. 374). The speeds for these types of vehicles for calculation of the running emission factors have therefore been capped accordingly.
3.5.4.8 The start emission for all types of vehicles other than franchised buses has been assessed on roads. There is no start emission on expressways, trunk roads, primary distributors, and district distributors. The road network assumed with no cold start and with cold start is shown in Appendix 3.3. Since there is no project-specific vehicle population data and the VKT is related to vehicle population, the number of trips from the local roads within the study area are estimated based on its vehicle-kilometre-travelled (VKT) and ratio of the default trip to default VKT of the whole territory of Hong Kong in the EMFAC-HK model adjusted by percentage of minor road network from Annual Traffic Census 2021 (see Appendix 3.4). Similar to running emission factors, the daily profile of the lowest temperature and relative humidity for short term impact and daily profile of the average temperature and relative humidity for long term impact for each month has been adopted. The maximum start emission factors among different sitting times (from 5min to 720min) have been used for estimation of the cold start emission for conservative assessment.
3.5.4.9 According to EPD’s “Guidelines on Choice of Models and Model Parameters”, the individual initial tailpipe NO2/NOX ratio of each EMFAC-HK vehicle type has been adopted to calculate the initial NO2 and residual NO tailpipe emission rates. The initial NO2 emissions for each vehicle type predicted by EmFAC-HK v4.3 have been directly adopted.
3.5.4.10 The composite vehicular emission factors for each road link for Year 2033 and 2048 are given in Appendix 3.5.
3.5.4.11 The USEPA approved near-field air dispersion model, CALINE4 developed by the California Department of Transport is used to assess vehicular emissions impact from all existing and planned open road network. The existing and at-source noise mitigation measures as proposed in Section 4 including the roadside barriers and semi-enclosures have been considered in the model and their locations shall be referred to Appendix 3.5.
3.5.4.12 Grid-specific meteorological data extracted from the latest EPD’s PATH v2.1 model is adopted in CALINE4 model, including relevant temperature, wind speed, wind direction and mixing height. The stability classes are modelled from PCRAMMET model. The mixing height is capped between 131m and 1,941m as per the real meteorological data in Year 2015. For the treatment of calm hours, the wind speeds are limited to 1m/s for those lower than 1m/s as per the PATH v2.1 model.
3.5.4.13 Surface roughness and the wind standard deviation are estimated in accordance with the “Guideline on Air Quality Models (Revised), 1986”, as summarised in Table 3.14.
Table 3.14 Summary of
Wind Standard Deviation for Surface Roughness
|
Period /
Location/ Parameters |
Assumptions |
|
|
Grid 22_40, 22_43, 23_40, 24_39, 24_40, 25_37,
25_38, 25_39, 26_35, 26_37, 26_38, 27_35, 27_36, 27_37, 28_35 and 28_36 |
Surface roughness (cm) |
50 |
|
Wind standard deviation (degrees) |
1)
28.6 for A & B Stability Classes; 2)
22.3 for C Stability Class; 3)
15.9 for D Stability Class; 4)
9.5 for E Stability Class; and 5)
4.8 for F Stability Class. |
|
|
Grid 21_39, 21_40, 21_43, 21_44, 21_45, 22_39, 22_44, 22_45, 23_39, 24_38 and 27_38 |
Surface roughness (cm) |
100 |
|
Wind standard deviation (degrees) |
1)
32.9 for A & B Stability Classes; 2)
25.6 for C Stability Class; 3)
18.3 for D Stability Class; 4)
11 for E Stability Class; and 5)
5.6 for F Stability Class. |
|
3.5.4.14 Owing to the limitation of CALINE4 model, road elevation is limited to 10m which may underestimate the pollutant concentrations at ASRs located 10mPD or above. Some elevated roads or viaducts within the 500m Assessment Area are higher than 10mPD (in range of 3mPD to 98mPD). Thus, contribution from the elevated roads over 10mPD is modelled separately from the other roads. For the roads below 10mPD, both the actual heights of ASR and roads are adopted. For the section of elevated roads higher than 10mPD, adjustment on both heights of roads and ASR has been made so that height variation for roads higher than 10mPD can be reflected in the dispersion model for a conservative assessment. Table 3.15 provides an example of the adjusted heights adopted in the models.
Table 3.15 Example of Adjusted Height adopted in Caline4
Models
|
Road Level
(Road Group) |
||||
|
0-10 mPD (Group 1) |
11-20 mPD (Group 2) |
21-30 mPD (Group 3) |
31-40 mPD (Group 4) |
|
|
≤ 10 |
1.
No adjustment for both road and ASR height |
1.
Adjusted Road Height: 2.
No adjustment for ASR |
1.
Adjusted Road Height: Cap at 10m 2.
Adjusted Height for ASR: 1.5m |
|
|
>10 and |
1.
Adjusted Road Height: 2.
Adjusted height for ASR: |
1.
Adjusted Road Height: 2.
Adjusted height for ASR: |
1.
Adjusted Road Height: Cap at 10m 2.
Adjusted Height for ASR: 1.5m |
|
|
>20 and |
1.
Adjusted Road Height: 2.
Adjusted height for ASR: |
1.
Adjusted Road Height: 2.
Adjusted height for ASR: |
||
|
>30 |
1.
Adjusted Road Height: 2.
Adjusted height for ASR: |
|||
Note:
[1] Only example (i.e. for roads up to 40mPD) is given in the table above. Same approach of height adjustment is applied to road levels higher than 40mPD in the assessment.
3.5.4.15 In addition, for barriers along existing roads or proposed noise barriers (see Appendix 3.5), the line source is modelled at the tip of the barrier and the mixing width is limited to the actual uncovered road width in order to address the associated secondary environmental impact.
3.5.4.16 A summary of modelling parameters for CALINE4 are listed in Table 3.16.
Table
3.16 Model
Parameters for CALINE4
|
Parameter |
Input |
|
Meteorological Data |
Year 2015 MCIP data extracted from PATH model |
|
Mixing Height |
Year 2015 MCIP data extracted from PATH model and is capped to between
131m and 1941m as per the real meteorological data recorded by Hong Kong
Observatory in Year 2015 |
|
Stability Class |
Year 2015 MCIP data extracted from PATH model |
|
NOx to NO2 Ratio |
Ozone Limiting Method (OLM) for 1-hour NO2 OLM / Jenkin’s Method for annual NO2 (Details refer to Section
3.5.4.47) |
|
Assessment heights |
1.5m, 5m, 10m, 15m, 20m, 30m, 50m, 80m, 120m and 180m above ground |
Emission from Proposed Tunnel Portals and Ventilation Buildings
3.5.4.17 Based on current design of R11 provided by Project Engineer, vehicular emission inside the proposed tunnels will be dispersed into atmosphere via the following portals at both ends and ventilation buildings (Appendix 3.6):
Table
3.17 Discharge
of Proposed Tunnel Portals and Ventilation Buildings
|
Tunnel Portal |
Ventilation Buildings |
Discharge split between
portals and Ventilation Buildings (VBs) [1] |
Discharge split for
Ventilation Buildings (VBs) [1] |
|
|
Lam Tei Tunnel (LTT) |
·
LTT- North
Portal ·
LTT- South
Portal |
·
LTT- North
Ventilation Building (LTT-NVB) ·
LTT- South
Ventilation Building (LTT-SVB) |
40 : 60 |
50 : 50 |
|
So Kwun Wat Link Road (SKWLR) |
·
SKWLR –
East Portal ·
SKWLR –
West Portal |
·
SKWLR -
East Ventilation Building (SKWLR -EVB) ·
SKWLR -
West Ventilation Building (SKWLR -WVB) |
40 : 60 |
50 : 50 |
|
Tai Lam Chung Tunnel (North Section) (TLCTN) |
·
TLCTN –
East Portal ·
TLCTN –
West Portal |
- |
100% via portals |
- |
|
Tai Lam Chung Tunnel (South Section) (TLCTS) |
·
TLCTS –
North Portal ·
TLCTS –
South Portals (including Southwest and Southeast Portals) |
·
TLCTS –
North Ventilation Building (TLCTS –NVB) ·
TLCTS –
South Ventilation Building (TLCTS –SVB) |
40 : 60 |
50 : 50 |
Note:
[1] The discharge split between portals and ventilation buildings is based on current design which was advised by the Project Engineer
3.5.4.18 Besides, the cumulative air quality impacts due to the proposed TMB tunnel portal and its associated North Ventilation Building in Lam Tei, the proposed TYLL tunnel portal as well as the proposed HKIW-NEL Link tunnel portals have been addressed. The latest tunnel and ventilation system design of TMB, TYLL tunnel and HKIW-NEL Link are given in the following:
Table 3.18 Discharge
of Portals and Ventilation Buildings of Concurrent Projects
|
Tunnel Section |
Tunnel Portal |
Ventilation Buildings |
Discharge split between portals and Ventilation Buildings (VBs)
[2] |
Discharge split for Ventilation Buildings (VBs) [2] |
|
TMB |
·
TMB- North
Portal [1] ·
TMB- South
Portal |
·
TMB- North
Ventilation Building (TMB-NVB) [1] ·
TMB-
Middle Ventilation Building (TMB-MVB) ·
TMB- South
Ventilation Building (TMB-SVB) |
40 : 60 |
1/3 from
each VB |
|
HKIW- NEL Link |
·
North
Lantau Tunnel 1 - North Portal ·
North
Lantau Tunnel 1 - South Portal |
No Ventilation Building |
NA |
|
|
Tsing Yi Lantau Link |
·
North
Lantau Tunnel 2 Northeast Portal |
No Ventilation Building |
100% from
portal |
NA |
Notes:
[1] Only north portal and north ventilation building of TMB are
within 500m of R11 and hence included in the assessment.
[2] The discharge split between portals and ventilation buildings for TMB is based on
current design which was advised by the respective Project Engineer; while the
preliminary design of the tunnels of HKIW- NEL Link and Tsing Yi Lantau Link
(i.e. all from portals) is advised from Project Proponent.
3.5.4.19 It should be noted that the ventilation schemes as presented in Table 3.17 and Table 3.18 are the best available information provided by the Project Engineer at the time of preparing this EIA. During the subsequent design stage and the operational stage, the ventilation engineer should conduct reviews on the ventilation scheme covering different periods of a day, taking into account the contemporary circumstance such as latest traffic forecast, traffic composition, EV uptake, update on the ambient air quality, etc., and then review and update the air quality assessment as necessary to demonstrate full compliance of the AQO. These reviews would allow the designer and operator to optimize the operation of the ventilation system without compromising the compliance of AQO.
3.5.4.20 Vehicular emissions inside the tunnels of R11, TMB, TYLL, and HKIW – NEL Link are determined based on the traffic flow and the emission factors from the EMFAC-HK v4.3 similar to those for open roads as discussed above. The portal emissions are modelled in accordance with the Permanent International Association of Road Congress Report published in 1991 (PIARC, 1991). It is assumed that the pollutant will be ejected from the portal as a portal jet such that 2/3 of the total emissions will be dispersed within the first 50m from the portal, and 1/3 of the total emissions within the second 50m. To take into account the horizontal jet effect, portal emission is modelled as “Volume” sources in AERMOD. Detailed calculations of portal emission are given in Appendix 3.6. A summary of AERMOD modelling parameters is given in Table 3.20.
3.5.4.21 Based on the current design of R11, the emission from all ventilation buildings (i.e. LTT-NVB, LTT-SVB, SKWLR-EVB, SKWLR-WVB, TLCTS–NVB and TLCTS – SVB) will be discharged in an upward direction at roof. The TMB-NVB from the concurrent project TMB will be discharged in a horizontal direction through wall louvre. The latest design parameters of different ventilation buildings are summarised in Table 3.19 below, and detailed calculations of the emission discharge are given in Appendix 3.6. The emissions from ventilation buildings are modelled as “Point” sources for R11 and as “Pointhor” sources for TMB in AERMOD. A summary of AERMOD modelling parameters is given in Table 3.20
Table 3.19 Latest Design Parameters of Ventilation
Buildings
|
Tunnel
Section |
Ventilation Buildings |
Discharge Area (m2) |
Discharge Direction |
Discharge Louvre Bottom Level (mAG)
|
Discharge Velocity (m/s) |
|
Lam
Tei Tunnel (LTT) |
LTT-NVB |
360 |
Upward |
24 |
6 |
|
LTT-SVB |
360 |
Upward |
24 |
6 |
|
|
So Kwun Wat Link Road
(SKWLR) |
SKWLR-EVB |
240 |
Upward |
24 |
6 |
|
SKWLR-WVB |
240 |
Upward |
24 |
6 |
|
|
Tai Lam Chung Tunnel (South Section) (TLCTS) |
TLCTS-NVB |
460 |
Upward |
24 |
6 |
|
TLCTS-SVB |
460 |
Upward |
24 |
6 |
|
|
Tuen Mun Bypass (TMB) |
TMB-NVB |
120 |
Horizontal |
21 |
3 |
Table 3.20 Modelling Parameters in AERMOD
|
Parameters |
Input |
|
Modelling Mode |
Urban with terrain option |
|
Meteorological
data |
Year 2015 MCIP data extracted from PATH v2.1 model
is provided by EPD. The wind speeds are capped at 1m/s for those from PATH
v2.1 below 1m/s |
|
Mixing
Height |
Year 2015 MCIP data
extracted from PATH model and is capped to between 131m and 1941m as per the
real meteorological data recorded by Hong Kong Observatory in Year 2015 |
|
Anemometer Height |
9m (According to EPD’s Guidelines on Choice of
Models and Model Parameters) |
|
Albedo |
Determined within 10km x 10km region from the
Project |
|
Bowen Ratio |
Determined within 10km x 10km region from the
Project |
|
Surface
Roughness |
Surface characteristic determined within 1km for
each PATH grid |
|
Assessment heights |
1.5m, 5m, 10m, 15m, 20m, 30m, 50m, 80m, 120m and 180m above ground |
Emission from Public Transport Interchanges
3.5.4.22 The emissions from the planned PTIs at Nai Wai and Lam Tei North have also been included in the assessment as conservative approach.
3.5.4.23 The traffic data of the two planned PTIs (i.e. PTI at Nai Wai and PTI at Lam Tei North) are provided by the Project Traffic Consultant. The bus services for the two planned PTIs are obtained from CEDD’s Study on Site Formation and Infrastructure Works for proposed Public housing Developments at Ping Shan South, Yuen Long, Lam Tei North and Nai Wai, Tuen Mun; and the sitting time, idling time and travelling speed are derived based on site observation on some existing PTIs in New Territories West covering Hung Shui Kiu and Tuen Mun. The emission has been assessed using precise approach in accordance with EPD’s guideline “Calculation of Start Emissions in Air Quality Impact Assessment”.
3.5.4.24 According to PN1/22 Practice Note for Control of Air Pollution in Semi-Confined Public Transport Interchanges, all drivers using the PTI shall generally switch off the vehicle engines while waiting. Idling emission should be minimized. For conservative assessment, idling emission inside PTIs has also been considered in the assessment. The cold idling emission factors have been made reference to EPD’s Note on Calculation of Start Emissions in Air Quality Impact Assessment; while the warm idling emission are estimated based on the emission factors for different Euro engine types in accordance with PIARC Road Tunnels: Vehicle Emissions and Air Demand for Ventilation, 2019. The calculation of the idling emissions for the PTIs are given in Appendix 3.7.
3.5.4.25 For buses with Selective Catalytic Reduction Device (SCR), the “adjusted” start emissions (i.e. excluding idling emission for 1 min for buses) are released over a longer period (i.e. 700m) after the engine starts. Detailed calculation of the emissions for the 2 PTIs is given in Appendix 3.7.
3.5.4.26 Both planned PTIs will be decked. However, detailed design for the planned PTI is not available during the stage of this EIA. It is assumed that the emissions from the PTI are dispersed at the entry and exit openings of the PTI and without forced mechanical ventilation. Emissions from the planned PTIs are modelled as “Area” sources in AERMOD. Start emission on spread distance outside the PTIs has been modelled as “Line” source in AERMOD with appropriate modelling parameters on the mixing width, source height and initial vertical dimension according to the USEPA guidelines "Transportation Conformity Guidance for Quantitative Hot-spot Analyses in PM2.5 and PM10 Nonattainment and Maintenance Areas". A summary of AERMOD modelling parameters is given in Table 3.20 above and in Appendix 3.7.
Emission from HGV and Coach Parking Sites
3.5.4.27 The start emissions from all parking sites have already been assessed on open roads based on the estimated trips from default trip and default VKT of the whole territory of Hong Kong in the EMFAC-HK model as described in Section 3.5.4.8. Nonetheless, there are 6 existing HGV and coach parking sites that are considered to contribute significantly to the air quality impacts, and thus their associated emissions have been also assessed using the same approach as PTI above and double-counted in the assessment.
3.5.4.28
The trip data and assumption on
sitting time at the parking sites are derived based on traffic survey and
provided by the Project Traffic Consultant.
These sites are for parking use and vehicle idling for passengers
dropping off and picking up is not found.
The travelling speed within the parking sites is estimated based on site
observation. The start emission has been
assessed in accordance with EPD’s guideline “Calculation of Start Emissions in
Air Quality Impact Assessment”. For
petrol vehicle, the start emissions are instantly released at the time when the
engine starts. For LPG vehicle and diesel vehicle with SCR, the start emissions
are released over a longer period (i.e. 150m for LPG vehicle and 700m for
diesel vehicle with SCR) after the engine starts. Detailed calculation of the emissions for
the 6 parking sites is given in Appendix 3.7.
All the HGV parking sites are open sites without mechanical ventilation and are
modelled as AREAPOLY source by AERMOD. A summary of AERMOD modelling parameters
is given in Table 3.20 above and in Appendix 3.7
Emission from Chimneys and Other Industrial Operation
3.5.4.29 Information for the chimney at Polystyrene Foam Products Factory Limited, including emission rates and source parameters including stack height, exit temperature, exit velocity and internal diameter of the stack, was not provided by the operators. Hence, the chimney information has been made reference to the approved EIA report of Hung Shui Kiu New Development Area (AEIAR-203/2016).
3.5.4.30 Major point source within 4km from the Project site boundary, i.e. rotary dryer drum and thermal oil heater for Asphalt Surfaces (International) Limited, has also been included in the near-field dispersion models. The emission rates, source parameters including stack height, exit temperature, exit velocity, internal diameter of the stacks, as well as its operation hours (i.e. 24 hours) are made reference to its respective SP register and Air Pollution Control Plan.
3.5.4.31 Detailed calculation of the emission rates for these chimneys and industrial operation and the modelling parameters are given in Appendix 3.8. A summary of AERMOD modelling parameters is given in Table 3.20 above.
Marine Emission from Fairway and Gold Coast Marina
3.5.4.32 The marine traffic activities within Ha Pang Fairway and its inshore traffic zones include the following types of vessels:
· OGVs comprising container vessel, bulk carrier, tanker and cruise liner;
· RTVs comprising container vessel, bulk carrier, tanker, local light/barge/cargo junk, local bunker vessel, and tug and tow;
· PRD ferries; and
· Local vessels
3.5.4.33 The marine traffic projection is provided by the Project Marine Traffic Consultant. As advised, there is a general growth in the marine traffic and hence Year 2048 marine traffic forecast for different types of the vessels has been adopted for conservative assessment. The marine traffic data for Year 2048 is presented in Appendix 3.10a to g and Marine Department’s reply letter on the traffic data is given in Appendix 3.9.
3.5.4.34 For OGVs, RTVs and PRD ferries, the marine emissions have been estimated based on the engine powers (for OGVs and RTVs), load factors and emission factors, in accordance with the methodology in EPD’s “Study on Marine Emission Inventory”. Desktop studies on the engine powers for different PRD ferries have been conducted. The travelling speeds along the fairway are provided by the Project Marine Traffic Consultant and are in slow cruising mode and used for calculation of the Time-in-mode (TIM). Detailed calculation of the emissions and assumptions have been presented in Appendix 3.10a to g and the documents referred therein. The marine emissions from OGVs, RTVs and PRD ferries included in the near-field dispersion model have covered the whole grids of 27_38, 26_37, 27_37, 26_36, 27_36 and 28_36.
3.5.4.35 Based on the data provided by the Project Marine Traffic Consultant, the local vessels at Ha Pang Fairway and its inshore traffic zones contain the following vessel types:
· Local ferries;
· Fast launches including government vessels and pilot boats;
· Small crafts – pleasure vessels and fishing sampans; and
· Small crafts – tugboats and workboats.
3.5.4.36 Desktop research on the engine powers of the local ferries, pleasure vessels, fishing sampan, government vessels and pilot boats have been conducted to obtain the representative local specific data for emission calculation. For small craft – tugboats, they are those of small size and hence it is considered equivalent to those tugs of GRT 0-499 class, i.e. same as the average of Grade II tug boat of locally licensed vessel according to EPD’s “Study on Marine Emission Inventory”. The small craft – workboats are mainly cargo junk as advised by Project Marine Traffic Consultant and hence engine power has been made reference to that of EPD’s “Study on Marine Emission Inventory”.
3.5.4.37 For local ferries, small craft – tugboat and small craft – workboat, the emission factors have been made reference to those vessels of similar nature, type and scale in the EPD’s “Study on Marine Emission Inventory”. For those without relevant information in the EPD’s “Study on Marine Emission Inventory” (i.e. local pleasure vessels, fishing sampan, government vessels and pilot boat), the emission factors have been made reference to the “Regulatory Impact Analysis: Control of Emissions of Air Pollution from Locomotive Engines and Marine Compression Ignition Engines Less than 30 Liters Per Cylinder (USEPA, 2008)”. Tier 2 emission factors are adopted, which assume the average age of all vessels is more than 40 years old in Year 2048 for conservative assessment.
3.5.4.38 The travelling speeds for local vessels are provided by the Project Marine Traffic Consultant and used for calculation of the TIM. Detailed calculation of the emissions and assumptions for different types of local vessels at Ha Pang Fairway and its inshore traffic zones and Gold Coast Marina are presented in Appendix 3.10d to h and the documents referred therein. The emissions at Ha Pang Fairway and its inshore traffic zones included in the near-field dispersion model have covered the whole grids of 27_38, 26_37, 27_37, 26_36, 27_36 and 28_36; while those at Gold Coast Marina within 500m Assessment Area has been assessed in the near-field dispersion model and double-counted in the PATH model.
3.5.4.39 The marine emissions are modelled as point sources / horizontal point sources in AERMOD. A summary of AERMOD modelling parameters is given in Table 3.20 above. Detailed modelling parameters could be referred to Appendix 3.10a to h.
Far-field Source Contribution (i.e. Future Background Air Quality)
3.5.4.40 PATH is a regional air quality model developed by EPD to simulate air quality over Hong Kong against the PRD as background. The latest PATH v2.1 model has been adopted for predicting the future background in this study.
3.5.4.41 Since the vehicular emission and marine emission within the concerned grids (i.e. Grid 22_40, 23_40, 24_40, 21_39, 22_39, 23_39, 24_39, 25_39, 25_38, 26_38, 27_38, 26_37, 27_37, 27_36 and 27_35 for vehicular emission and Grid 27_38, 26_37, 27_37, 26_36, 27_36 and 28_36 for marine emission) are modelled by the near-field dispersion models, PATH model has been rerun with the removal of these emissions from the respective grids to avoid the double counting in the cumulative assessment for So Kwun Wat, Siu Lam, Tai Lam, Tsing Lung Tau and North Lantau Areas.
3.5.4.42 It is anticipated that the emission control technology will be progressively improving in future years and hence the background concentrations shall be progressively reduced. In comparison of the PATH background pollutant concentrations between Years 2030 and 2035, the predicted concentrations are found higher in Year 2030. Therefore, the PATH model for Year 2030 has been rerun for conservative assessment for So Kwun Wat, Siu Lam, Tai Lam, Tsing Lung Tau and North Lantau Areas. Appendix 3.11 shows the removal of the emission in the PATH re-run.
3.5.4.43 For Lam Tei area, the Year 2030 PATH background concentrations have been directly adopted for calculation of cumulative impacts and near-field impacts are double-counted for conservative assessment.
3.5.4.44 The cumulative air quality impact is a combination of the emission impacts contributed from the near-field and far-field sources on an hourly basis.
3.5.4.45 In consideration of the number of exceedance allowance of the hourly and daily AQOs, the pollutant concentrations beyond the AQOs allowance limits (i.e. the 19th highest 1-hour NO2 concentrations, the 10th highest 24-hour RSP and 19th highest 24-hour FSP concentrations) have been determined at each ASR. The annual predicted concentrations have also been assessed where applicable and all predicted levels are then compared with the respective AQOs.
3.5.4.46 For short term impact assessment, Ozone Limiting Method (OLM) is adopted for conversion of residual NO to NO2, using the predicted O3 levels from updated PATH model. In accordance with EPD’s “Guidelines on Choice of Models and Model Parameters”, the initial NO2:NOx ratio for emissions from chimneys, industrial operation and marine emission are assumed to be 10%.
3.5.4.47 Whereas for long term impact assessment, OLM is also used for conversion of residual NO to NO2, using the predicted O3 levels from updated PATH model. However, the OLM method for prediction of long term impact is considered as conservative assessment. For critical ASRs, a more precise Jenkin’s method is adopted. The annual NO2 concentrations are estimated using project specific empirical relationship derived from the latest available monitoring results from EPD’s General AQMSs (at Tap Mun, Yuen Long, North, Kwai Chung, Tsuen Wan, Tuen Mun, Tung Chung) and Roadside AQMSs (at Mong Kok and Central). The empirical relationship is described by a fitted curve of the selected annual NO2 and NOx monitoring data through the formula below[2], [3]:
where 
[NOx] = NOx concentration
[NO2] = NO2 concentration
[Ox] = Sum of NO2 and O3 concentration
J = Photolysis rate of NO2
K = Rate
coefficient of the reaction between NO and O3
3.5.4.48 It is found that the curve would fit the monitoring data when J/K is 17 and [Ox] is 98µg/m3 without any underestimation (details refer to Appendix 3.12).
3.5.4.49 According to EPD’s “Guidelines on Choice of Models and Model Parameters”, PATH’s output on RSP concentrations has also been adjusted as follows:
·
10th
highest daily RSP concentration: add 11.0 μg/m3;
·
Annual RSP
concentration: add 10.3 μg/m3;
·
19th
and 36th highest daily FSP concentration: Nil;
and
·
Annual FSP
concentration: add 3.5 μg/m3.
3.5.5 Prediction and Evaluation of Impacts
3.5.5.1 The predicted 19th highest 1-hour NO2 concentrations, 10th highest 24-hour RSP concentrations, 19th highest 24-hour FSP concentrations and annual NO2/RSP/ FSP concentrations are calculated and presented in Appendix 3.13, and summarised in Table 3.21 to Table 3.24 below.
3.5.5.2 In Lam Tei area (i.e. near the proposed Lam Tei Tunnel), higher pollutant concentrations are generally predicted at existing / planned ASRs (e.g. A036 Fuk Hang Tsuen Road House 18 and P007b Proposed Public Housing at Nai Wai Block 6 and Podium, etc.) located adjacent to the major roads (including Kong Sham Western Highway and Fuk Hang Tsuen Road, etc.). Nonetheless, the predicted annual NO2 concentrations (the most critical pollutant) range from 17µg/m3 to 33µg/m3, which are well within the respective AQO.
3.5.5.3 In So Kwun Wat, Siu Lam and Tai Lam areas (i.e. near the proposed So Kwun Wat Link Road, So Kwun Wat – Siu Lam Open Road Section, Tai Lam Chung River Viaduct, and Tai Lam Chung Tunnel (North Section)), higher pollutant concentrations are also predicted at existing ASRs (e.g. A226 Immigration Service Institute of Training and Development) located adjacent to the major roads (including Castle-Peak Road – Castle Peak Bay and Tuen Mun Road, etc.). The predicted annual NO2 concentrations range from 18µg/m3 to 34µg/m3, which are also well within the respective AQO.
3.5.5.4 In Tsing Lung Tau area (i.e. near the proposed Tai Lam Chung Tunnel (South Section) and Tsing Lung Bridge), the highest annual NO2 concentration (i.e. 39 µg/m3) is predicted at ASR A514 Castle Peak Road Tsing Lung Tau House 131-133, which is still within the AQO. Nonetheless, the contribution due to road emission is low (about 2 µg/m3) and the high annual NO2 concentration is mainly contributed from the emission from the marine traffic activity at the Ha Pang Fairway and its inshore traffic zone (14 µg/m3). The contribution breakdown is given in Table 3.25 below.
3.5.5.5 ASRs in North Lantau area are far away from the proposed Tsing Lung Bridge, other roads and emission sources, the predicted pollutant concentrations are well within the respective AQOs. The predicted annual NO2 concentrations range from 26µg/m3 to 30µg/m3.
3.5.5.6 All in all, it is concluded that the predicted cumulative 19th highest 1-hour NO2 concentrations, 10th highest 24-hour RSP concentrations, 19th highest 24-hour FSP concentrations and annual NO2/RSP/FSP concentrations at all identified representative ASRs are within the respective AQOs.
3.5.5.7 Based on the assessment results, the worst hit level is generally found at 1.5m. Hence, contour of 19th highest 1-hour NO2 concentrations, 10th highest 24-hour RSP concentrations, 19th highest 24-hour FSP concentrations and annual NO2/RSP/FSP concentrations at 1.5m are plotted (Figures 3.6a to 3.11d). Contour plots indicate that there is no exceedance at all air sensitive uses, except for the TMB highway / tunnel operation and maintenance facilities (i.e. the northern ventilation building, satellite building and operation area in Lam Tei) where exceedance of 19th highest 1-hour NO2 concentrations and annual NO2 concentrations is predicted.
3.5.5.8 The NO2 exceedance zones identified in Figure 3.6a (19th highest 1-hour NO2 concentrations) and Figure 3.7a (annual NO2 concentrations) represents exceedance at 1.5mAG. As mentioned in above section, in Lam Tei area, the Year 2030 PATH background concentrations have been directly adopted for calculation of cumulative impacts and near-field impacts are double-counted. Hence, the concentration contours are indeed on conservative side. Based on the contour plots, the eastern part of the proposed Northern Ventilation Building, the whole satellite building and a tiny portion of the operation area would fall within the exceedance zone. The same exceedance zones are found in the EIA of TMB.
3.5.5.9 The Northern Ventilation Building is unmanned and hence is not considered as air sensitive use. The proposed operation area is largely outside the exceedance zone. As advised by TMB’s Project Engineer, since the uses, layout and design of the operation area are not yet available at EIA stage, it is feasible that it could be planned and designed to avoid adverse air quality impacts. If there are planned air sensitive uses, the operation area will be properly designed such that any openings, openable windows, and/or FAIs will be located and avoided from the predicted exceedance zone at 1.5mAG (e.g. by provision of fixed glazed window or blank facades, and FAIs to be located away or proposed air sensitive uses outside the exceedance zone). Further review of the layout and design of operation area will be conducted in Detailed Design Stage to ensure compliance of the AQOs. For the proposed satellite building, air filtering system with at least 40% NO2 removal efficiency[4] shall be installed in the TMB project in order to achieve AQO compliance. The air filtering system and NO2 removal efficiency will be further reviewed in Detailed Design Stage of TMB to ensure that the air quality impacts at all sensitive uses at the TMB highway / tunnel operation and maintenance facilities could comply within the AQOs. With proper design and implementation of necessary mitigation measures at TMB’s highway / tunnel operation and maintenance facilities, adverse air quality impacts are therefore not anticipated during operational phase of the Project.
3.5.5.10
It should also be noted that
the prediction is generally based on conservative assumptions. In particular, the assessment has not taken
into account the use of electric vehicles.
To further improve the air quality, the Government had released Hong
Kong’s first Roadmap on Popularisation of Electric Vehicles and the Clean Air
Plan for Hong Kong 2035 in March and June 2021 respectively. It sets a target
to stop new registration of fuel-propelled and hybrid Private Cars in 2035 or
earlier. The Government has been also
proactively encouraging the use of electric commercial vehicles by promoting
trials for electric public transport as well as offering first registration tax
concessions and a New Energy Transport Fund. With popularisation of electric
vehicles, it is reasonably anticipated that the use of electric vehicles would
become more common and vehicular emission impacts shall be progressively
improving in long run.
Table 3.21 Cumulative NO2, RSP and FSP Concentrations in Lam Tei
Area
|
ASR ID |
Location |
Range
of Pollutant Concentration (µg/m3) among assessment heights |
|||||
|
NO2
(Year 2048) |
RSP
(Year 2033) |
FSP
(Year 2033) |
|||||
|
1-hour (19th
highest) |
Annual |
24-hour (10th
highest) |
Annual |
24-hour (19th
highest) |
Annual |
||
|
Criteria |
200 |
40 |
100 |
50 |
50 |
25 |
|
|
Existing ASRs |
|||||||
|
A001 |
Wo Ping San Tsuen House 198 |
106 |
23 |
71 |
27 |
38 |
16 |
|
A002 |
Wo Ping San Tsuen Village House |
105 to 106 |
23 to 24 |
71 |
27 |
38 |
16 |
|
A003 |
Wo Ping San Tsuen Village House |
101 to 102 |
22 to 23 |
71 |
27 |
38 |
15 to 16 |
|
A004 |
Wo Ping San Tsuen House 145 |
101 |
22 to 23 |
71 |
27 |
38 |
15 |
|
A008 |
Tsoi Yuen Tsuen House 283 |
97 to 100 |
22 to 23 |
69 |
27 |
37 |
15 |
|
A009 |
Tsoi Yuen Tsuen House 282 |
96 to 97 |
22 |
69 |
27 |
37 |
15 |
|
A010 |
Tsoi Yuen Tsuen House 74 |
97 to 98 |
22 to 23 |
69 |
27 |
37 |
15 |
|
A011 |
Fuk Hang Tsuen House 152 |
100 to 101 |
23 to 24 |
69 |
27 |
37 |
15 |
|
A012 |
Tsoi Yuen Tsuen Village House |
100 to 102 |
23 to 24 |
69 |
27 |
37 |
15 |
|
A013 |
Tsoi Yuen Tsuen House 159 |
99 to 101 |
22 to 23 |
69 |
27 |
37 |
15 |
|
A014 |
Tsoi Yuen Tsuen Village House |
99 |
22 to 23 |
69 |
27 |
37 |
15 |
|
A015 |
Tsoi Yuen Tsuen House 166 |
105 |
25 |
71 |
27 to 28 |
38 |
16 |
|
A016 |
Tsoi Yuen Tsuen House 189 |
104 to 105 |
24 to 25 |
71 |
27 |
38 |
16 |
|
A017 |
Tsoi Yuen Tsuen Village House |
103 to 104 |
25 |
71 |
27 |
38 |
16 |
|
A020 |
Nai Wai House 332 |
101 |
23 to 24 |
71 |
27 |
38 |
16 |
|
A021 |
Nai Wai Village House |
101 |
24 |
71 |
27 |
37 |
16 |
|
A022 |
Nai Wai House 248 |
100 to 101 |
24 |
71 |
27 |
37 |
16 |
|
A023 |
Nai Wai Village House |
102 to 106 |
24 to 26 |
71 |
27 to 28 |
37 |
16 |
|
A024 |
Yorks Field Garden |
94 to 97 |
20 to 22 |
71 |
27 |
38 |
15 |
|
A025 |
Tsoi Yuen Tsuen House 211A |
97 to 98 |
22 |
71 |
27 |
37 |
16 |
|
A026 |
Nai Wai Temple |
96 |
21 |
73 |
27 |
38 |
16 |
|
A027 |
Nai Wai House 158 |
97 |
22 |
71 |
27 |
37 |
16 |
|
A028 |
Belrose Place Block A |
100 to 109 |
22 to 24 |
73 |
27 |
38 |
16 |
|
A029 |
Tsing Yick Road Village House |
97 to 100 |
23 to 24 |
73 |
27 |
38 |
16 |
|
A030 |
Tsing Yick Road Village House |
99 to 100 |
23 to 24 |
73 |
27 |
38 |
16 |
|
A031 |
Lam Tei Pet Garden |
111 |
NA |
72 |
NA |
38 |
NA |
|
A032 |
Fuk Hang Playground Basketball Court |
107 |
NA |
72 |
NA |
38 |
NA |
|
A033 |
Fuk Hang Tsuen Road House 2 |
103 to 108 |
25 to 27 |
72 |
28 |
38 |
16 |
|
A034 |
Fuk Hang Tsuen Road House 11 |
105 to 113 |
26 to 32 |
72 |
28 |
38 |
16 |
|
A035 |
Fuk Hang Tsuen Road Garden |
121 |
NA |
72 |
NA |
38 |
NA |
|
A036 |
Fuk Hang Tsuen Road House 18 |
105 to 121 |
27 to 33 |
72 |
28 |
38 |
16 |
|
A037 |
Fortress Garden Block 8 |
100 to 101 |
23 to 24 |
71 to 72 |
27 |
38 |
16 |
|
A038 |
Tuen Tsz Wai Village House |
101 to 102 |
23 to 24 |
72 |
27 |
38 |
16 |
|
A039 |
Tuen Tsz Wai House 565 |
102 to 104 |
23 to 24 |
71 to 72 |
27 |
38 |
16 |
|
A040 |
Farmer Restaurant |
102 to 108 |
22 to 25 |
71 to 72 |
27 to 28 |
37 to 38 |
16 |
|
A041 |
Miu Fat Buddhist Monastery Ksitigarbha Hall |
102 |
24 |
72 |
27 |
38 |
16 |
|
A042 |
Miu Fat Buddhist Monastery |
93 to 101 |
21 to 24 |
71 |
27 |
37 to 38 |
15 to 16 |
|
A043 |
Madam Lau Kam Lung Secondary School of Miu Fat Buddhist Monastery |
98 to 102 |
22 to 24 |
71 to 72 |
27 |
38 |
16 |
|
A044 |
Miu Fat Buddhist Monastery Elderly Home |
99 to 101 |
22 to 23 |
71 |
27 |
38 |
16 |
|
A045 |
Temple at Lam Tei |
101 |
23 |
71 |
27 |
38 |
16 |
|
A046 |
Lam Tei House 20 |
101 |
23 |
71 |
27 |
38 |
16 |
|
A047 |
The Sherwood Block 1 |
94 to 107 |
21 to 27 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
A048 |
The Sherwood Block 2 |
93 to 107 |
21 to 27 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
A049 |
The Sherwood Block 3 |
94 to 111 |
21 to 26 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
A050 |
The Sherwood Block 4 |
95 to 106 |
21 to 25 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
A051 |
The Sherwood Block 5 |
95 to 103 |
21 to 25 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A052 |
The Sherwood Podium |
108 to 111 |
28 to 30 |
72 |
28 |
38 |
16 |
|
A053 |
The Sherwood Block 13 |
94 to 110 |
21 to 28 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
A054 |
The Sherwood Block 12 |
95 to 109 |
21 to 27 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
A055 |
The Sherwood Block 11 |
95 to 109 |
21 to 27 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A056 |
The Sherwood Block 10 |
95 to 107 |
21 to 26 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A057 |
The Sherwood Block 9 |
95 to 106 |
21 to 26 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A058 |
Lam Tei Main Street House 88 |
101 |
23 |
71 |
27 |
37 to 38 |
16 |
|
A059 |
Tuen Mun San Tsuen House 110 |
100 to 101 |
23 |
71 |
27 |
37 |
16 |
|
A060 |
Store at Lam Tei Main Street House 128 |
101 to 108 |
23 to 27 |
71 to 72 |
27 |
38 |
16 |
|
A061 |
Botania Villa Block 1 |
95 to 106 |
21 to 25 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A062 |
Botania Villa Podium |
104 to 105 |
25 to 26 |
72 |
27 |
38 |
16 |
|
A063 |
Botania Villa Block 10 |
95 to 104 |
21 to 25 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A064 |
GreenView Podium |
104 to 110 |
24 to 27 |
71 to 72 |
27 |
38 |
16 |
|
A065 |
GreenView |
94 to 108 |
21 to 26 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A066 |
Botania Villa Block 9 |
94 to 105 |
21 to 25 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
A067 |
Fuk Hang Tsuen House 12 |
105 |
25 |
72 |
27 to 28 |
38 |
16 |
|
A068 |
The Church of Christian Faith Lam Tei Gospel Church |
103 |
24 |
72 |
27 |
38 |
16 |
|
A069 |
Property Agency at Fuk Hang Tsuen Road |
103 |
27 |
72 |
27 |
38 |
16 |
|
A070 |
Fuk Hang Tsuen House 25 |
107 to 108 |
25 |
72 |
28 |
38 |
16 |
|
A071 |
Fuk Hang Tsuen House 458 |
107 to 108 |
26 |
72 |
28 |
38 |
16 |
|
A072 |
Fuk Hang Tsuen Village House |
103 to 104 |
22 to 23 |
69 |
27 |
37 |
15 |
|
A073 |
Fuk Hang Tsuen Village House |
103 to 105 |
23 |
69 |
27 |
37 |
15 |
|
A074 |
Fuk Hang Tsuen Village House |
110 to 111 |
27 |
72 |
28 |
38 |
16 |
|
A075 |
Fuk Hang Tsuen Village House |
108 to 111 |
27 to 28 |
72 |
28 |
38 |
16 |
|
A076 |
Fuk Hang Tsuen Houses 59 - 61 |
108 |
26 to 27 |
72 |
28 |
38 |
16 |
|
A077 |
Church of Christian Faith Lam Tei Gospel Church |
107 |
25 to 26 |
72 |
28 |
38 |
16 |
|
A078 |
Fuk Hang Tsuen Village House |
105 |
25 to 26 |
72 |
27 to 28 |
38 |
16 |
|
A079 |
Tin Hau Temple at Fuk Hang Tsuen Road |
108 |
26 |
72 |
28 |
38 |
16 |
|
A080 |
Tuen Mun Heung Fuk Hang Tsuen Village Office |
105 to 109 |
25 to 26 |
72 |
28 |
38 |
16 |
|
A081 |
Lam Tei Fa Pao Association |
107 |
25 |
72 |
27 |
38 |
16 |
|
A082 |
Fuk Hang Tsuen House 130 |
105 to 106 |
25 to 26 |
72 |
28 |
38 |
16 |
|
A083 |
Fuk Hang Tsuen Village House |
105 |
25 |
72 |
27 to 28 |
38 |
16 |
|
A084 |
Fuk Hang Tsuen Village House |
104 |
24 |
72 |
27 |
38 |
16 |
|
A085 |
To Yuen Wai House 160 |
103 to 104 |
24 to 25 |
72 |
27 to 28 |
38 |
16 |
|
A087 |
Tan Kwai Tsuen Village House |
94 |
18 |
69 |
27 |
37 |
15 |
|
A088 |
Tung Fuk Road Village House |
97 to 98 |
18 to 19 |
69 |
27 |
37 |
15 |
|
A089 |
Tung Fuk Road Village House |
94 to 97 |
18 |
69 |
27 |
37 |
15 |
|
A090 |
Tung Fuk Road Village House |
99 |
19 |
69 |
27 |
37 |
15 |
|
A091 |
Tung Fuk Road Village House |
101 |
20 |
69 |
27 |
37 |
15 |
|
A092 |
Tung Fuk Road Village House |
102 to 104 |
20 |
69 |
27 |
37 |
15 |
|
A093 |
Tung Fuk Road Village House |
103 to 107 |
20 |
69 |
27 |
37 |
15 |
|
A094 |
Fuk Hang Tsuen House 178 |
99 to 100 |
19 |
69 |
27 |
37 |
15 |
|
A095 |
Fuk Hang Tsuen Village House |
101 to 102 |
19 to 20 |
69 |
27 |
37 |
15 |
|
A096 |
Fuk Hang Tsuen Village House |
96 to 98 |
18 |
69 |
27 |
37 |
15 |
|
A097 |
Tin Hau Temple at Fuk Hang Tsuen Path |
97 |
18 |
69 |
27 |
37 |
15 |
|
A098 |
Fuk Hang Tsuen Village House |
96 |
18 |
69 |
27 |
37 |
15 |
|
A099 |
Fuk Hang Tsuen Village House |
101 to 103 |
20 |
69 |
27 |
37 |
15 |
|
A100 |
Chui Fuk Road Village House |
104 to 105 |
21 to 22 |
69 |
27 |
37 |
15 |
|
A101 |
Chui Fuk Road Village House |
104 |
21 to 22 |
69 |
27 |
37 |
15 |
|
A102 |
Chui Fuk Road Village House |
104 to 105 |
22 |
69 |
27 |
37 |
15 |
|
A103 |
Fu Fuk Road Village House |
102 to 103 |
21 |
69 |
27 |
37 |
15 |
|
A104 |
Fu Tei Ha Tsuen Village House |
110 to 111 |
24 |
71 |
27 |
38 |
16 |
|
A105 |
Fu Tei Ha Tsuen Village House |
109 to 111 |
24 to 25 |
71 to 72 |
27 |
37 to 38 |
16 |
|
A106 |
Fu Tei Ha Tsuen Village House |
110 |
24 |
71 |
27 |
37 |
16 |
|
A107 |
Fu Tei Ha Tsuen Village House |
105 |
23 |
71 |
27 |
37 |
16 |
|
A108 |
Fu Tei Ha Tsuen Village House |
104 to 105 |
23 to 24 |
71 |
27 |
37 |
16 |
|
A110 |
Fu Tei Ha Tsuen Village House |
103 |
21 |
69 |
27 |
37 |
15 |
|
A111 |
Sin Fat Hang Yuen Temple |
103 |
20 |
69 |
27 |
37 |
15 |
|
A112 |
Nam On Buddhist Monastery |
103 |
20 |
69 |
27 |
37 |
15 |
|
A113 |
Fu Tei Ha Tsuen Village House |
100 |
20 |
69 |
27 |
36 |
15 |
|
A114 |
Fu Tei Ha Tsuen Village House |
101 |
20 |
69 |
27 |
36 |
15 |
|
A115 |
Fu Tei Ha Tsuen Village House |
100 |
20 |
69 |
27 |
36 |
15 |
|
A116 |
Fu Tai Estate - Ning Tai House |
91 to 100 |
18 to 20 |
69 |
27 |
36 |
15 |
|
A117 |
Fu Tai Estate - Yat Tai House |
91 to 100 |
18 to 20 |
69 |
27 |
36 |
15 |
|
Planned ASRs |
|||||||
|
P001 |
Proposed
Public Housing at Ping Shan South and Podium with potential non-domestic
facilities |
89 to 95 |
17 to 20 |
71 |
27 |
37 to 38 |
15 |
|
P002a |
Proposed
Public Housing at Lam Tei North and Podium with potential non-domestic
facilities |
90 to 100 |
17 to 22 |
69 |
27 |
37 |
15 |
|
P002b |
Proposed
Public Housing at Lam Tei North and Podium with potential non-domestic
facilities |
90 to 97 |
17 to 22 |
69 |
27 |
37 |
15 |
|
P002c |
Podium
with potential non-domestic facilities for Proposed Public Housing at Lam Tei
North |
97 to 100 |
21 to 22 |
69 |
27 |
37 |
15 |
|
P003a |
Proposed
Public Housing at Lam Tei North and Podium with potential non-domestic
facilities |
90 to 95 |
17 to 20 |
69 |
27 |
37 |
15 |
|
P003b |
Proposed
Public Housing at Lam Tei North and Podium with potential non-domestic
facilities |
90 to 95 |
17 to 20 |
69 |
27 |
37 |
15 |
|
P003c |
Proposed
Public Housing at Lam Tei North and Podium with potential non-domestic
facilities |
90 to 94 |
17 to 20 |
69 |
27 |
37 |
15 |
|
P004a |
Proposed
Public Housing at Lam Tei North and Podium with potential non-domestic
facilities |
90 to 95 |
17 to 21 |
69 |
27 |
37 |
15 |
|
P004b |
Proposed
Public Housing at Lam Tei North and Podium with potential non-domestic
facilities |
90 to 95 |
17 to 21 |
69 |
27 |
37 |
15 |
|
P005a |
Proposed Public Housing at Lam Tei North |
90 to 101 |
17 to 23 |
69 |
27 |
37 |
15 |
|
P005b |
Proposed Public Housing at Lam Tei North |
90 to 100 |
17 to 23 |
69 |
27 |
37 |
15 |
|
P006 |
Proposed Temporary Place of Recreation,
Sports or Culture (Indoor Recreation Centre) |
97 |
22 |
69 |
27 |
37 |
15 |
|
P007a |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic
facilities |
91 to 105 |
19 to 24 |
71 |
27 |
37 to 38 |
15 to 16 |
|
P007b |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 124 |
19 to 30 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P008a |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 105 |
19 to 26 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P008b |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 115 |
19 to 29 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P008c |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 104 |
19 to 25 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P008d |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 105 |
19 to 26 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P009a |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 106 |
19 to 26 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P009b |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 102 |
19 to 24 |
71 |
27 |
37 to 38 |
15 to 16 |
|
P010 |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 101 |
19 to 24 |
71 |
27 |
37 to 38 |
15 to 16 |
|
P011 |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 103 |
19 to 25 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P012a |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 107 |
19 to 26 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P012b |
Proposed
Public Housing at Nai Wai and Podium with potential non-domestic facilities |
91 to 105 |
19 to 26 |
71 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P013a |
Planned
Public Housing in Hung Shui Kiu/Ha Tsuen New Development Area and Podium with
retail use |
93 to 100 |
18 to 25 |
73 |
27 |
38 |
16 |
|
P014 |
Proposed Development of Elderly Home by Pok Oi Hospital |
92 to 106 |
20 to 28 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P015 |
Proposed Development of Elderly Home by Pok Oi Hospital |
92 to 105 |
20 to 26 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P016 |
Proposed Development of Elderly Home by Pok Oi Hospital |
92 to 104 |
20 to 25 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
P017 |
Proposed Comprehensive Development Area in Lot 2883 in D.D. 130 |
102 to 105 |
23 to 24 |
71 |
27 |
38 |
16 |
|
P018 |
Proposed Comprehensive Development in D.D. 130 and Adjoining
Government Land |
95 to 109 |
21 to 27 |
71 to 72 |
27 |
37 to 38 |
15 to 16 |
|
P019 |
Proposed Comprehensive Development in D.D. 130 and Adjoining
Government Land |
97 to 111 |
21 to 27 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P020 |
Proposed Comprehensive Development in D.D. 130 and Adjoining
Government Land |
98 to 107 |
21 to 26 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P021 |
Proposed Comprehensive Development in D.D. 130 and Adjoining
Government Land |
97 to 114 |
21 to 29 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P022 |
Proposed Comprehensive Development in D.D. 130 and Adjoining
Government Land |
97 to 113 |
21 to 30 |
71 to 72 |
27 to 28 |
37 to 38 |
15 to 16 |
|
P025 |
Temporary Place of Recreation, Sports or
Culture (Sports Training Ground) |
104 to 111 |
20 to 21 |
69 |
27 |
37 |
15 |
[1] NA indicates the AQO is
not applicable for those ASRs (e.g. park, garden, outdoor play/recreational
area, sitting areas, etc.) since people inside these premises would not stay
for long duration and subject to long-term impacts.
Table
3.22 Cumulative NO2, RSP and FSP Concentrations in So Kwun Wat, Siu Lam and
Tai Lam Areas
|
ASR ID |
Location |
Range
of Pollutant Concentration (µg/m3) among assessment heights |
|||||
|
NO2
(Year 2048) |
RSP
(Year 2033) |
FSP
(Year 2033) |
|||||
|
1-hour (19th
highest) |
Annual |
24-hour (10th
highest) |
Annual |
24-hour (19th
highest) |
Annual |
||
|
Criteria |
200 |
40 |
100 |
50 |
50 |
25 |
|
|
Existing ASRs |
|||||||
|
A201 |
So Kwun Wat Tsuen Village House |
91 to 92 |
18 to 19 |
67 |
27 |
38 |
15 |
|
A202 |
So Kwun Wat Tsuen Village House |
93 |
20 |
67 |
27 |
38 |
15 |
|
A203 |
So Kwun Wat Tsuen Village House |
101 to 102 |
24 |
68 |
27 |
38 |
15 |
|
A204 |
So Kwun Wat Tsuen House 501 |
101 to 102 |
24 to 25 |
68 |
27 |
38 |
15 |
|
A205 |
Harrow International School Hong Kong |
99 to 102 |
23 to 25 |
68 |
27 |
38 |
15 |
|
A206 |
The Highland H21 |
99 to 100 |
23 to 24 |
68 |
27 |
38 |
15 |
|
A207 |
The Highland H7 |
90 to 92 |
22 to 23 |
69 |
27 |
39 |
15 |
|
A208 |
Harrow International School Basketball Court |
101 to 102 |
24 |
68 |
27 |
38 |
15 |
|
A209 |
Harrow International School Hong Kong Main
Building |
100 to 104 |
23 to 26 |
68 |
27 |
38 |
15 to 16 |
|
A210 |
The Terrace H10 |
104 to 107 |
27 to 28 |
68 |
28 |
39 |
15 to 16 |
|
A211 |
The Terrace Tower 7 |
103 to 105 |
26 to 28 |
68 |
28 |
39 |
15 to 16 |
|
A212 |
The Terrace Balcony Garden |
106 to 107 |
NA |
68 |
NA |
39 |
NA |
|
A213 |
The Terrace H3 |
104 to 107 |
27 to 28 |
68 |
28 |
39 |
15 to 16 |
|
A214 |
The Terrace Tower 9 |
103 to 105 |
26 to 28 |
68 |
28 |
39 |
15 to 16 |
|
A215 |
The Terrace H2 |
104 to 105 |
27 to 28 |
68 |
28 |
39 |
15 to 16 |
|
A216 |
The Laguna Tower 12 |
103 to 107 |
26 to 29 |
68 |
28 |
39 |
15 to 16 |
|
A217 |
The Laguna Podium |
107 |
29 |
68 |
28 |
39 |
16 |
|
A218 |
The Laguna Tower 1 |
102 to 107 |
25 to 29 |
68 |
28 |
39 |
15 to 16 |
|
A219 |
The Laguna Tower 1 |
102 to 108 |
25 to 29 |
68 |
28 |
39 |
15 to 16 |
|
A220 |
Tuen Mun Court |
89 to 99 |
20 to 24 |
69 |
27 |
38 to 39 |
15 to 16 |
|
A221 |
Seaview Garden Block 5 |
89 to 98 |
20 to 24 |
69 |
27 |
38 to 39 |
15 |
|
A222 |
Village House near Tsing Yung Street |
107 to 109 |
29 to 30 |
68 |
28 |
39 |
16 |
|
A223 |
Castle Peak Bay Immigration Centre |
104 to 110 |
27 to 30 |
68 |
28 |
39 |
15 to 16 |
|
A224 |
Castle Peak Road - Castle Peak Bay House 85 |
106 to 111 |
28 to 30 |
68 |
28 |
39 |
16 |
|
A225 |
Chu Hai College of Higher Education |
104 to 110 |
26 to 30 |
68 |
28 |
39 |
15 to 16 |
|
A226 |
Immigration Service Institute of Training and
Development |
103 to 121 |
26 to 34 |
68 |
28 |
39 |
15 to 16 |
|
A227 |
Chu Hai College of Higher Education Student's
Dormitory |
106 to 113 |
27 to 30 |
68 |
28 |
39 to 40 |
16 |
|
A228 |
Cafeteria Old Beach
Sitting-out Area |
109 |
NA |
68 |
NA |
39 |
NA |
|
A229 |
Villa La Plage House 26 |
107 to 112 |
28 to 30 |
68 |
28 |
39 |
16 |
|
A230 |
Mun Fat Lane House 3 |
108 |
28 to 29 |
68 |
28 |
39 to 40 |
16 |
|
A231 |
Villa La Plage House 15 |
108 to 115 |
28 to 32 |
68 |
28 |
39 to 40 |
16 |
|
A232 |
Mun Fat Lane House 2 |
106 to 109 |
28 to 31 |
68 |
28 |
39 |
16 |
|
A233 |
Villa La Plage House 2 |
108 to 126 |
27 to 32 |
68 |
28 |
39 to 40 |
16 |
|
A234 |
Blessing Villa Block A |
112 to 121 |
28 to 31 |
68 |
28 |
39 to 40 |
16 |
|
A235 |
Mun Fat Lane House 6 |
107 to 108 |
28 to 30 |
68 |
28 |
39 |
16 |
|
A236 |
Golden Beach Children Play
Area |
107 |
NA |
68 |
NA |
39 |
NA |
|
A237 |
Spring Seaview Terrace Block
A |
104 to 116 |
26 to 30 |
68 |
28 |
39 to 40 |
15 to 16 |
|
A238 |
Spring Seaview Terrace
Podium |
107 to 119 |
28 to 31 |
68 |
28 |
39 to 40 |
16 |
|
A239 |
Palm Beach Podium |
107 to 109 |
29 to 30 |
68 |
28 |
39 |
16 |
|
A240 |
Palm Beach Block 2 |
102 to 110 |
26 to 31 |
68 |
28 |
39 |
15 to 16 |
|
A241 |
Monte Carlo Villas Block A6 |
106 to 113 |
28 to 30 |
68 |
28 |
39 |
16 |
|
A242 |
Monte Carlo Villas Block A1 |
106 to 113 |
28 to 30 |
68 |
28 |
39 |
16 |
|
A243 |
Hong Kong Gold Coast Block 1 |
99 to 111 |
22 to 27 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
A244 |
Hong Kong Gold Coast Block 2 |
99 to 110 |
22 to 27 |
68 to 69 |
27 |
38 to 39 |
15 |
|
A245 |
Hong Kong Gold Coast Block 3 |
99 to 108 |
22 to 26 |
68 to 69 |
27 |
38 |
15 |
|
A246 |
Hong Kong Gold Coast Block 4 |
99 to 108 |
22 to 27 |
68 to 69 |
27 |
38 |
15 |
|
A247 |
Tin Hau Temple at Gold Coast |
104 to 109 |
25 to 29 |
69 |
27 |
38 to 39 |
15 to 16 |
|
A248 |
Skypoint Royale Tower 7 |
98 to 104 |
22 to 26 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
A249 |
Skypoint Royale Tower 6 |
98 to 104 |
22 to 26 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
A250 |
Seacoast Royale Tower 5 |
98 to 104 |
22 to 25 |
68 to 69 |
27 |
38 |
15 |
|
A254 |
So Kwun Wat Tsuen House 520 |
103 to 104 |
25 |
69 |
27 |
38 |
15 |
|
A255 |
So Kwun Wat Tsuen House 510 |
103 to 104 |
25 to 26 |
69 |
27 |
38 to 39 |
15 to 16 |
|
A256 |
So Kwun Wat Tsuen Village House |
102 to 105 |
25 to 26 |
68 to 69 |
27 |
38 |
15 to 16 |
|
A257 |
So Kwun Wat Tsuen Village House |
104 to 105 |
26 |
69 |
27 |
38 to 39 |
15 to 16 |
|
A258 |
PLK Women's Welfare Club Western District Fung Lee
Pui Yiu Primary School |
103 to 105 |
25 to 26 |
68 to 69 |
27 |
38 |
15 to 16 |
|
A259 |
S.T.F.A. Lee Kam Primary School |
101 to 107 |
24 to 27 |
68 to 69 |
27 to 28 |
38 to 39 |
15 to 16 |
|
A260 |
S.T.F.A. Lee Kam Primary School Playground |
107 |
28 |
69 |
28 |
39 |
16 |
|
A261 |
Aegean Coast Tower 8 |
97 to 104 |
22 to 25 |
68 to 69 |
27 |
38 |
15 |
|
A262 |
Aegean Coast Shopping Arcade |
104 to 105 |
25 to 26 |
68 to 69 |
27 |
38 |
15 |
|
A263 |
Aegean Coast Tower 5 |
97 to 104 |
22 to 25 |
68 |
27 |
38 |
15 |
|
A264 |
Aegean Coast Club House |
104 |
25 |
68 to 69 |
27 |
38 |
15 |
|
A265 |
Aegean Coast Tower 1 |
97 to 104 |
22 to 26 |
68 |
27 |
38 |
15 |
|
A266 |
Aegean Coast Tennis Court |
106 |
NA |
69 |
NA |
38 |
NA |
|
A267 |
Property Agency at So Kwun Wat Road |
104 |
25 |
69 |
27 |
39 |
16 |
|
A268 |
So Kwun Wat Tsuen Village House |
104 to 105 |
25 to 26 |
69 |
27 |
39 |
16 |
|
A269 |
So Kwun Wat Tsuen Village House |
103 to 104 |
25 to 26 |
69 |
27 |
38 to 39 |
16 |
|
A270 |
Village House near Nim Wan |
101 to 103 |
24 to 25 |
68 |
27 |
38 |
15 |
|
A272 |
So Kwun Wat Tsuen Village House |
100 to 101 |
23 to 24 |
68 |
27 |
38 |
15 |
|
A273 |
So Kwun Wat Tsuen House 410 |
101 to 102 |
25 |
68 |
27 |
38 |
15 |
|
A274 |
So Kwun Wat Tsuen Village House |
99 to 100 |
24 |
68 |
27 |
38 |
15 |
|
A275 |
So Kwun Wat Tsuen Village House |
90 |
19 |
67 |
27 |
38 |
15 |
|
A276 |
Lo Tsing Shan Tsuen Village House |
89 |
19 |
67 |
27 |
38 |
15 |
|
A277 |
Lo Tsing Shan Tsuen Village House |
89 |
19 |
67 |
27 |
38 |
15 |
|
A278 |
Lo Tsing Shan Tsuen Village House |
100 |
24 |
68 |
27 |
38 |
15 |
|
A279a |
Avignon Tower 11 |
100 to 103 |
23 to 25 |
68 |
27 |
38 |
15 |
|
A279b |
Avignon Tower 11 |
100 to 103 |
23 to 25 |
68 |
27 |
38 |
15 |
|
A280 |
Avignon Club House |
102 |
24 |
68 |
27 |
38 |
15 |
|
A281 |
Avignon Tower 10 |
100 to 103 |
23 to 25 |
68 |
27 |
38 |
15 |
|
A282 |
Avignon Tower 9 |
100 to 102 |
23 to 25 |
68 |
27 |
38 |
15 |
|
A283 |
So Kwun Wat Tsuen Village House |
101 to 102 |
24 to 25 |
68 |
27 |
38 |
15 |
|
A284 |
So Kwun Wat Tsuen Village House |
101 to 102 |
24 to 25 |
68 |
27 |
38 |
15 |
|
A285 |
So Kwun Wat Tsuen Village House |
100 to 101 |
24 |
68 |
27 |
38 |
15 |
|
A286 |
Siu Sau Village House 15B |
99 to 100 |
23 to 24 |
68 |
27 |
38 |
15 |
|
A287 |
Emerald Bay Phase 1 Tower 1 |
98 to 102 |
22 to 24 |
68 |
27 |
38 |
15 |
|
A288 |
Avignon House 1 |
101 to 102 |
23 to 24 |
68 |
27 |
38 |
15 |
|
A289 |
Avignon Sitting-out Area |
105 |
NA |
68 |
NA |
41 |
NA |
|
A290 |
Avignon Tower 5 |
101 to 105 |
23 to 25 |
68 |
27 to 28 |
41 |
15 |
|
A291 |
Avignon Tower 5 |
101 to 108 |
23 to 26 |
68 to 69 |
27 to 28 |
41 |
15 to 16 |
|
A292 |
Avignon Tower 3 |
101 to 110 |
23 to 27 |
68 to 69 |
27 to 28 |
41 |
15 to 16 |
|
A293 |
Avignon Tower 2 |
101 to 109 |
23 to 27 |
68 to 69 |
27 to 28 |
41 |
15 to 16 |
|
A294 |
Avignon Tower 1 |
101 to 108 |
23 to 26 |
68 to 69 |
27 to 28 |
41 |
15 to 16 |
|
A295 |
NAPA Tower 3 |
100 to 107 |
23 to 26 |
68 |
27 to 28 |
41 |
15 to 16 |
|
A296 |
A.D. & F.D. of Pok Oi Hospital Mrs Cheng Yam
On Millennium School Basketball Court |
105 |
25 |
68 |
28 |
41 |
15 |
|
A297 |
A.D. & F.D. of Pok Oi Hospital Mrs Cheng Yam
On Millennium School |
100 to 103 |
23 to 24 |
68 |
27 |
41 |
15 |
|
A298 |
York International Pre-School |
105 |
25 |
68 |
28 |
41 |
15 |
|
A299 |
OMA OMA Podium |
102 to 110 |
23 to 28 |
68 to 69 |
27 to 28 |
41 |
15 to 16 |
|
A300 |
OMA OMA Tower 1 |
99 to 105 |
22 to 25 |
68 |
27 to 28 |
41 |
15 |
|
A301 |
Lepont Tower 1B |
99 to 103 |
22 to 23 |
68 |
27 |
41 |
15 |
|
A302 |
Lepont House 18 |
102 to 103 |
23 to 25 |
68 |
27 to 28 |
41 |
15 |
|
A303 |
So Kwun Wat Tsuen Village House |
103 |
24 |
68 |
28 |
41 |
15 |
|
A304 |
So Kwun Wat Tsuen Village House |
103 to 104 |
24 to 25 |
68 |
28 |
41 |
15 |
|
A305 |
So Kwun Wat Tusen Village House 251 |
105 to 109 |
25 to 26 |
68 |
28 |
41 |
15 to 16 |
|
A306 |
So Kwun Wat Tsuen Village House |
105 to 107 |
25 to 26 |
68 |
28 |
41 |
15 to 16 |
|
A307 |
So Kwun Wat Tsuen Village House 220 |
103 |
24 |
68 |
27 |
41 |
15 |
|
A308 |
So Kwun Wat Tsuen Village House |
102 |
23 |
68 |
27 |
41 |
15 |
|
A309 |
Tin Hau Temple at So Kwun Wat Tsuen |
103 |
23 |
68 |
28 |
41 |
15 |
|
A310 |
So Kwun Wat Tsuen Area 2 House 160A |
93 |
19 |
67 |
26 |
38 |
15 |
|
A311 |
So Kwun Wat San Tsuen House 45 |
106 |
23 |
67 |
27 |
40 |
15 |
|
A312 |
So Kwun Wat San Tsuen House 16 |
106 |
23 |
67 |
27 |
40 |
15 |
|
A313 |
So Kwun Wat San Tsuen House 25 |
105 |
23 |
67 |
27 |
40 |
15 |
|
A314 |
So Kwun Wat San Tsuen House 26 |
104 |
23 |
67 |
27 |
40 |
15 |
|
A315 |
So Kwun Wat Sun Tsuen House 31 |
102 |
22 |
68 |
27 |
39 |
15 |
|
A316 |
So Kwun Wat Tsuen Village House |
103 to 105 |
22 |
67 |
27 |
39 |
15 |
|
A317 |
So Kwun Wat Sun Tsuen Village House |
103 |
23 |
68 |
28 |
39 |
16 |
|
A318 |
So Kwun Wat Team-building
Centre |
104 |
23 |
68 |
28 |
39 |
16 |
|
A401 |
1001 Grandview Terrace |
99 |
23 |
68 |
27 |
41 |
15 |
|
A402 |
Siu Lam Village House |
102 |
23 |
68 |
27 |
41 |
15 |
|
A403 |
Siu Lam Village House |
103 |
22 |
67 |
27 |
39 |
15 |
|
A404 |
Grand Pacific Heights Block 6 |
96 to 103 |
21 to 22 |
67 |
27 |
39 |
15 |
|
A405 |
Siu Lam Village House |
103 |
22 |
67 |
27 |
39 |
15 |
|
A406 |
Treatment Centre - Glorious Praise Fellowship
(Hong Kong) |
102 |
22 |
67 |
27 |
39 |
15 |
|
A407 |
Treatment Centre - Glorious Praise Fellowship
(Hong Kong) |
102 |
22 |
67 |
27 |
39 |
15 |
|
A408 |
Siu Lam Village House |
103 |
22 |
67 |
27 |
39 |
15 |
|
A409 |
Siu Lam Tsuen House |
103 to 104 |
23 |
67 |
27 |
40 |
15 |
|
A410 |
Siu Lam Village House |
104 |
23 |
67 |
27 |
40 |
15 |
|
A411 |
Hong Kong Christian Prayer Fellowship Ltd. |
102 |
22 |
67 |
27 |
39 |
15 |
|
A412 |
Grand Pacific Heights Block 10 |
96 to 103 |
21 to 22 |
67 |
27 |
39 |
15 |
|
A413 |
Grand Pacific Heights Block 1 |
102 to 107 |
25 to 26 |
67 |
27 |
39 |
15 |
|
A414 |
Siu Lam Village House |
103 |
23 |
67 |
27 |
39 |
15 |
|
A415 |
Siu Lam Village House |
104 |
23 to 24 |
67 |
27 |
39 |
15 |
|
A416 |
Siu Lam Village House |
106 |
24 |
67 |
27 |
40 |
15 |
|
A417 |
Siu Lam Village House |
105 |
23 |
67 |
27 |
39 |
15 |
|
A418 |
Siu Lam Village House |
104 |
23 |
67 |
27 |
39 |
15 |
|
A419 |
Siu Lam Village House |
104 to 105 |
23 |
67 |
27 |
39 |
15 |
|
A420a |
Siu Lam Village House |
103 to 104 |
23 |
67 |
27 |
39 |
15 |
|
A421 |
Correctional Services Department Siu Lam Psychiatric
Centre Senior Officers' Married Quarters House 3 |
106 to 107 |
26 |
67 |
27 |
39 |
15 |
|
A422 |
Correctional Services Department Officers'
Married Quarters Siu Lam Psychiatric Centre Block B |
103 |
25 to 26 |
67 |
27 |
39 |
15 |
|
A423 |
Correctional Services Department Officers'
Married Quarters Siu Lam Psychiatric Centre Block A |
103 |
26 |
67 |
27 |
39 |
15 |
|
A424 |
Siu Lam Psychiatric Centre |
104 |
26 |
67 |
27 |
39 |
15 |
|
A425 |
Tai Lam Correctional Institution |
107 |
25 |
68 |
28 |
40 |
16 |
|
A426 |
Tai Lam Staff Mess |
104 |
23 |
67 |
28 |
39 |
15 |
|
A427 |
Tai Lam Correctional Institution Junior Staff
Married Quarters Block E |
105 |
23 |
67 |
28 |
40 |
15 |
|
A428 |
Tai Lam Dental Clinic |
107 |
25 |
68 |
28 |
40 |
16 |
|
A429 |
Tai Lam Correctional Institution Staff Quarters |
106 |
24 |
67 |
28 |
40 |
16 |
|
A430 |
Tai Lam Correctional Institution |
104 |
22 |
67 |
28 |
39 |
15 |
|
A431 |
Tai Lam Centre for Women |
102 to 103 |
22 |
67 |
28 |
39 |
15 |
|
A432 |
Luen On San Tsuen House 73 |
108 to 109 |
25 |
68 |
28 |
40 |
15 |
|
A433 |
Luen On San Tsuen House 74 |
108 to 109 |
25 |
68 |
28 |
40 |
15 |
|
A434 |
Luen On San Tsuen House 78 |
109 to 110 |
25 |
68 |
28 |
40 |
15 |
|
A435 |
Luen On San Tsuen House 80 |
109 |
25 |
68 |
28 |
40 |
15 |
|
A436 |
Luen On San Tsuen House 112 |
109 |
26 |
68 |
28 |
40 |
15 |
|
A437 |
Luen On San Tsuen House 105 |
109 |
25 |
68 |
28 |
40 |
15 |
|
A438 |
Tai Lam Chung Tsuen House 156 |
109 |
25 to 26 |
68 |
28 |
40 |
15 |
|
A439 |
Tai Lam Chung Tsuen Houses 1-2 |
109 |
26 |
68 |
28 |
40 |
15 |
|
A440 |
Tai Lam Chung Tsuen House 19 |
109 |
26 |
68 |
28 |
40 |
15 |
|
A441 |
Tai Lam Chung Tsuen House 28B |
109 |
25 |
68 |
28 |
40 |
15 |
|
A442 |
Tai Lam Chung Tsuen House 90 |
109 |
25 |
68 |
28 |
40 |
15 |
|
A443 |
Tai Lam Chung Tsuen House 96 |
109 |
25 |
68 |
28 |
40 |
15 |
|
A444 |
Tai Lam Chung Tsuen House 106 |
109 |
25 |
68 |
28 |
40 |
15 |
|
A445 |
Luen On San Tsuen Basketball Court |
109 |
NA |
68 |
NA |
40 |
NA |
|
A446 |
Luen On Shan Tsuen Village House |
109 to 110 |
25 |
68 |
28 |
40 |
15 |
|
A447 |
Luen On Shan Tsuen Village House |
109 |
25 to 26 |
68 |
28 |
40 |
15 |
|
A448 |
Luen On San Tsuen House 62 |
109 |
25 to 26 |
68 |
28 |
40 |
15 |
|
A449 |
Luen On San Tsuen Village Office |
108 |
27 |
67 |
27 |
40 |
15 |
|
A450 |
Tai Lam Chung Tsuen House 206 |
109 to 110 |
25 |
68 |
28 |
40 |
15 |
|
A451 |
Tai Lam Charcoal Barbecue |
109 |
26 |
68 |
28 |
40 |
15 |
|
A452 |
Tai Lam Chung Tsuen House 261 |
109 |
26 |
68 |
28 |
40 |
15 |
|
A453 |
Wai Lan Rehabilitation Centre |
109 |
26 |
68 |
28 |
40 |
15 |
|
A454 |
Hong Kong Customs College Trainee Dormitory I |
109 |
25 to 26 |
68 |
28 |
40 |
15 |
|
A455 |
Hong Kong Customs College Football Field |
109 |
26 |
68 |
28 |
40 |
15 |
|
A456 |
Hong Kong Customs College Football Field |
109 |
27 |
67 |
27 |
39 |
15 |
|
Planned/Committed ASRs |
|||||||
|
P201 |
Planned Residential Development at TMTL 520 |
99 to 105 |
22 to 24 |
68 |
27 to 28 |
41 |
15 |
|
P202 |
Planned Residential Development at TMTL 520 |
99 to 103 |
22 to 24 |
68 |
27 to 28 |
41 |
15 |
|
P203a |
Proposed Comprehensive Residential Development in
TMTL 496 |
98 to 104 |
23 to 25 |
68 |
27 |
38 |
15 |
|
P203b |
Proposed Comprehensive Residential Development in
TMTL 496 |
98 to 105 |
23 to 26 |
68 |
27 |
38 |
15 |
|
P204 |
Proposed Comprehensive
Residential Development in TMTL 496, Clubhouse |
102 to 103 |
25 |
68 |
27 |
38 |
15 |
|
P205a |
Proposed Comprehensive Residential Development in
TMTL 496 |
98 to 104 |
22 to 25 |
68 |
27 |
38 |
15 |
|
P205b |
Proposed Comprehensive Residential Development in
TMTL 496 |
98 to 103 |
22 to 26 |
68 |
27 |
38 |
15 |
|
P206 |
Proposed Elderly Centre |
101 to 105 |
24 to 27 |
68 to 69 |
27 to 28 |
38 to 39 |
15 to 16 |
|
P207 |
Proposed Residential Development at Various Lots
in D.D.374, Lawn Activity Area with Seating |
107 |
NA |
69 |
NA |
39 |
NA |
|
P208 |
Proposed Residential Development at Various Lots
in D.D.374, Tower 8 |
98 to 106 |
22 to 27 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P209 |
Proposed Residential Development at Various Lots
in D.D.374, Tower 7 |
98 to 105 |
22 to 26 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P210 |
Proposed Residential Development at Various Lots
in D.D.374, Lawn Activity Area with Seating |
105 |
NA |
69 |
NA |
39 |
NA |
|
P211 |
Proposed Residential Development at Various Lots
in D.D.374, Tower 1 |
98 to 104 |
22 to 26 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P212 |
Proposed Residential Development at Various Lots
in D.D.374, Tower 2 |
98 to 104 |
22 to 26 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P213 |
Planned Development at TMTL 546 |
97 to 104 |
22 to 25 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P214 |
Planned Development at TMTL 546 |
97 to 103 |
22 to 25 |
68 to 69 |
27 |
38 |
15 |
|
P215 |
Planned Development at TMTL 546 |
97 to 103 |
22 to 25 |
68 to 69 |
27 |
38 |
15 |
|
P216 |
Proposed Comprehensive Residential Development at
TMTL 518 |
99 to 104 |
22 to 27 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P217 |
Proposed Comprehensive Residential Development at
TMTL 518 |
101 to 107 |
25 to 30 |
68 |
27 to 28 |
39 |
15 to 16 |
|
P218 |
Proposed Comprehensive Residential Development at
TMTL 518 |
102 to 108 |
26 to 30 |
68 |
28 |
39 to 40 |
15 to 16 |
|
P219 |
Proposed Comprehensive Residential Development at
TMTL 518 |
101 to 109 |
25 to 30 |
68 |
27 to 28 |
39 to 40 |
15 to 16 |
|
P220 |
Proposed Comprehensive Residential Development at
TMTL 518 |
102 to 108 |
26 to 30 |
68 |
28 |
39 to 40 |
15 to 16 |
|
P251 |
Planned Development at TMTL 546 |
97 to 104 |
22 to 25 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P252 |
Planned Development at TMTL 546 |
97 to 103 |
22 to 25 |
68 to 69 |
27 |
38 |
15 |
|
P253 |
Planned Development at TMTL 546 |
97 to 104 |
22 to 26 |
68 to 69 |
27 |
38 to 39 |
15 to 16 |
|
P401 |
Proposed Residential Development in TMTL 417 |
107 to 109 |
24 to 26 |
68 |
28 |
40 |
15 |
|
P402 |
Proposed Residential Development in TMTL 417 |
107 to 110 |
24 to 26 |
68 |
28 |
40 |
15 |
|
P403 |
Proposed Residential Development in TMTL 417 |
107 to 110 |
24 to 26 |
68 |
28 |
40 |
15 |
|
P404 |
Proposed Residential Development in TMTL 417 |
107 to 109 |
24 to 26 |
68 |
28 |
40 |
15 |
|
P406 |
The Siu Lam Integrated Rehabilitation Services
Complex |
103 to 105 |
25 to 26 |
67 |
27 |
39 |
15 |
[1] NA indicates the AQO is
not applicable for those ASRs (e.g. park, garden, outdoor play/recreational
area, sitting areas, etc.) since people inside these premises would not stay
for long duration and subject to long-term impacts.
Table
3.23 Cumulative NO2, RSP and FSP
concentrations in Tsing Lung Tau Area
|
ASR ID |
Location |
Range
of Pollutant Concentration (µg/m3) among assessment heights |
|||||
|
NO2
(Year 2048) |
RSP
(Year 2033) |
FSP
(Year 2033) |
|||||
|
1-hour (19th
highest) |
Annual |
24-hour (10th
highest) |
Annual |
24-hour (19th
highest) |
Annual |
||
|
Criteria |
200 |
40 |
100 |
50 |
50 |
25 |
|
|
Existing
ASRs |
|||||||
|
A501 |
Ka Loon Tsuen House 5 |
116 to 118 |
34 to 35 |
67 |
28 |
36 |
16 |
|
A502 |
Ka Loon Tsuen Village House |
118 |
35 to 36 |
67 |
28 |
36 |
16 |
|
A503 |
Ka Loon Tsuen House 6 |
119 |
37 |
67 |
28 |
36 |
16 |
|
A504 |
Ka Loon Tsuen House 8 |
118 |
36 |
67 |
28 |
36 |
16 |
|
A505 |
Ka Loon Tsuen House 18 |
114 to 115 |
33 to 34 |
67 |
28 |
36 |
16 |
|
A506 |
Ka Loon Tsuen House 17 |
115 |
32 to 33 |
67 |
28 |
36 |
16 |
|
A507 |
Ka Loon Tsuen House 20 |
115 |
32 |
67 |
28 |
36 |
16 |
|
A508 |
Ka Loon Tsuen Village House |
115 |
32 |
67 |
28 |
36 |
16 |
|
A509 |
Ka Loon Tsuen House 21 |
116 |
32 to 33 |
67 |
28 |
36 |
16 |
|
A510 |
Vistacove 19 |
115 to 117 |
33 to 34 |
66 to 67 |
28 |
36 |
16 |
|
A511 |
Vistacove 5 |
116 to 117 |
34 to 35 |
67 |
28 |
36 |
16 |
|
A512 |
Vistacove 10 |
117 |
34 |
67 |
28 |
36 |
16 |
|
A513 |
Vistacove 1 |
117 |
34 to 35 |
67 |
28 |
36 |
16 |
|
A514 |
Castle Peak Road Tsing Lung Tau Houses 131-133 |
118 to 122 |
33 to 39 |
67 |
28 |
36 |
16 |
|
A515 |
Choi Yuen Tsuen Village House |
107 |
25 to 26 |
69 |
28 |
40 |
16 |
|
A516 |
Choi Yuen Tsuen Village House |
109 to 112 |
26 to 29 |
69 |
28 |
40 |
16 |
|
A517 |
Choi Yuen Tsuen Village House |
114 to 129 |
29 to 33 |
69 to 70 |
28 to 29 |
41 |
16 |
|
A518 |
Choi Yuen Tsuen Village House |
113 to 114 |
27 to 28 |
69 |
28 |
41 |
16 |
|
A519 |
Choi Yuen Tsuen Village House |
110 to 112 |
27 to 28 |
68 |
28 |
38 |
16 |
|
A520 |
Choi Yuen Tsuen Village House |
110 to 111 |
27 |
68 |
28 |
38 |
16 |
|
A521 |
L'Aquatique Block 1 |
110 to 121 |
28 to 36 |
68 to 69 |
28 to 29 |
38 to 39 |
16 |
|
A522 |
L'Aquatique Block 1 |
110 to 120 |
28 to 35 |
68 to 69 |
28 to 29 |
38 to 39 |
16 |
|
A523 |
Hong Kong Garden - Savoy Heights |
109 to 114 |
27 to 32 |
68 |
28 |
38 |
16 |
|
A524 |
Hong Kong Garden - Perfetto Senso |
109 to 114 |
27 to 31 |
68 |
28 |
38 |
16 |
|
A525 |
Hong Kong Garden Swimming Pool |
114 |
NA |
68 |
NA |
38 |
NA |
|
A526 |
Hong Kong Garden - Palace |
109 to 114 |
27 to 30 |
68 |
28 |
38 |
16 |
|
A527 |
Hong Kong Garden - Genial |
109 to 113 |
26 to 30 |
68 |
28 |
38 |
16 |
|
A528 |
Hong Kong Garden - Courser |
109 to 113 |
26 to 30 |
68 |
28 |
38 |
16 |
|
A529 |
Hong Kong Garden - Manhattan Heights |
109 to 113 |
26 to 29 |
68 |
28 |
38 |
16 |
|
A530 |
Choi Yuen Tsuen House 5B |
113 |
29 |
68 |
28 |
38 |
16 |
|
A531 |
Hong Kong Garden - Kingston Heights |
109 to 113 |
26 to 29 |
68 |
28 |
38 |
16 |
|
A532 |
Hong Kong Garden - Hoover Heights |
109 to 113 |
27 to 28 |
68 |
28 |
38 |
16 |
|
A533 |
Hong Kong Garden - Fontana Heights |
109 to 113 |
26 to 28 |
68 |
28 |
38 |
16 |
|
A534 |
Hong Kong Garden Tennis Court |
113 |
NA |
68 |
NA |
38 |
NA |
|
A535 |
Hong Kong Garden - Jade Heights |
111 to 115 |
27 to 29 |
68 |
28 |
38 |
16 |
|
A536 |
Hong Kong Garden - Imperial Heights |
111 to 115 |
27 to 29 |
68 |
28 |
38 |
16 |
|
A537 |
Hong Kong Garden Block 1 |
110 to 115 |
27 to 29 |
68 |
28 |
38 |
16 |
|
A538 |
Hong Kong Garden - Estoril Heights |
109 to 113 |
26 to 28 |
68 |
28 |
38 |
16 |
|
A539 |
Tsing Lung Tau New Village House |
112 |
27 |
68 |
28 |
38 |
16 |
|
A540 |
Hong Kong Garden Block 6 |
110 to 113 |
26 to 28 |
68 |
28 |
38 |
16 |
|
A541 |
Royal Sea Crest Podium |
113 |
28 |
68 |
28 |
38 |
16 |
|
A542 |
Royal Sea Crest Tower 1 |
109 to 113 |
26 to 28 |
68 |
28 |
38 |
16 |
|
A543 |
Lung Tang Court Block B |
112 to 114 |
27 to 28 |
68 |
28 |
38 |
16 |
|
A545 |
Yuen Tun Village House 6 |
112 to 113 |
27 |
68 |
28 |
38 |
16 |
|
A546 |
Tsing Lung Tau New Village House |
112 |
27 |
68 |
28 |
38 |
16 |
|
A547 |
Tsing Lung Tau New Village House |
113 to 114 |
27 |
68 |
28 |
38 to 39 |
16 |
Table 3.24 Cumulative
NO2, RSP and FSP Concentrations in North Lantau Area
|
ASR ID |
Location |
Range
of Pollutant Concentration (µg/m3) among assessment heights |
|||||
|
NO2
(Year 2048) |
RSP
(Year 2033) |
FSP
(Year 2033) |
|||||
|
1-hour (19th
highest) |
Annual |
24-hour (10th
highest) |
Annual |
24-hour (19th
highest) |
Annual |
||
|
Criteria |
200 |
40 |
100 |
50 |
50 |
25 |
|
|
Existing ASRs |
|||||||
|
A601 |
Lantau Toll Plaza Administration Building |
114 to 117 |
26 to 29 |
65 to 66 |
27 to 28 |
36 to 37 |
15 |
|
A602 |
Tai Chuen House 11 |
118 |
30 |
65 |
27 |
35 |
15 |
|
A603 |
Tai Chuen House 10 |
118 |
30 |
65 |
27 |
35 |
15 |
|
A604 |
Yi Chuen Village
House |
118 |
28 |
64 |
27 |
35 |
15 |
Table 3.25 Contribution Breakdown of
ASRs with Highest Annual NO2 Concentration in Respective Areas
|
Annual NO2
concentration (ug/m3) |
Lam Tei |
So Kwun Wat,
Siu Lam and Tai Lam |
Tsing Lung
Tau |
North Lantau |
|
A036 |
A226 |
A514 |
A602 |
|
|
Fuk
Hang Tsuen Road House 18 |
Immigration
Service Institute of Training and Development |
Castle
Peak Road Tsing Lung Tau Houses 131-133 |
Tai
Chuen House 11 |
|
|
Chimney |
3 |
<1 |
<1 |
<1 |
|
Marine |
-[1] |
<1 |
14 |
4 |
|
Open
road [2] |
10 |
9 |
2 |
2 |
|
Portal |
<1 |
<1 |
<1 |
<1 |
|
VB |
<1 |
<1 |
<1 |
<1 |
|
PTI |
<1 |
<1 |
<1 |
<1 |
|
PATH
Background |
19 |
25 |
23 |
24 |
|
Cumulative
impact |
33 |
34 |
39 |
30 |
Notes:
[1] There is no marine emission at Lam Tei Area.
[2] The contribution breakdown is presented for the ASRs with highest cumulative concentration from all sources including the background. The presented contribution from open roads (including Project roads) to the selected ASRs may not be the highest amongst all ASRs in the respective area.
3.5.6 Recommended Mitigation Measures
3.5.6.1 According to the operational air quality assessment results, adverse cumulative air quality impact during operational phase of the Project is not anticipated. However, the TMB’s entire satellite building and tiny portion of operation area would fall within the exceedance zone. As advised by TMB’s Project Engineer, if there are any planned air sensitive uses within the operation area, it will be properly designed such that any openings, openable windows, and/or FAIs will be located and avoided from the predicted exceedance zone at 1.5mAG (e.g. by provision of fixed glazed window or blank facades, and FAIs to be located away or proposed air sensitive uses outside the exceedance zone). Further review of the layout and design of operation area will be conducted in Detailed Design Stage to ensure compliance of the AQOs. For the proposed satellite building, air filtering system with at least 40% NO2 removal efficiency shall be installed in the TMB project in order to achieve AQO compliance. The air filtering system and NO2 removal efficiency will be further reviewed in Detailed Design Stage of TMB to ensure that the air quality impacts at all sensitive uses at the TMB highway / tunnel operation and maintenance facilities could comply within the AQOs.
3.5.6.2 It should be noted that the ventilation schemes as presented in Table 3.17 and Table 3.18 are the best available information provided by the Project Engineer at the time of preparing this EIA. During the subsequent design stage and the operational stage, the ventilation engineer should conduct reviews on the ventilation scheme covering different periods of a day, taking into account the contemporary circumstance such as latest traffic forecast, traffic composition, EV uptake, update on the ambient air quality, etc., and then review and update the air quality assessment as necessary to demonstrate full compliance of the AQO. These reviews would allow the designer and operator to optimize the operation of the ventilation system without compromising the compliance of AQO.
3.5.7.1 According to the operational air quality impact assessment results, with proper design and mitigation measures at TMB’s highway / tunnel operation and maintenance facilities, no adverse residual air quality impact during operational phase of the Project is anticipated.