1. Introduction
1.1
Project Background
1.1.1.1
The Government proposed the
implementation of Tuen Mun Western Bypass (TMWB) and commenced the
investigation and preliminary design for TMWB in 2008. Under the original transport infrastructures
planning, the TMWB together with Tuen Mun-Chek Lap Kok Tunnel (TM-CLKT), which
was commissioned in December 2020, were aimed to provide a direct north-south
route linking Kong
Sham Western Highway (KSWH), Northwest New Territories
(NWNT), Tuen Mun River Trade Terminal, Hong Kong International Airport and the
Hong Kong-Zhuhai-Macao Bridge Hong Kong Port.
1.1.1.2
To take forward TMWB, the Government consulted Tuen Mun
District Council (TMDC) and Yuen Long District Council (YLDC) in July 2016 and
September 2016 respectively. The
District Council (DC) supported the implementation of TMWB in principle, but
some members of TMDC expressed their concern that the connection at Tsing Tin
Road might induce adverse air and noise impacts on the area near Kin Sang
Estate, Tai Hing Estate and Tuen Mun Hospital.
They also worried about unacceptable congestion at Tuen Mun Road (TMR)
(Fu Tei Section) arising from the additional traffic to/from TMWB.
1.1.1.3
The Highways Department (HyD) then commenced a further
investigation and preliminary design study for TMWB in October 2017. Taking into account the comments from TMDC,
HyD deleted the connection at Tsing Tin Road for TMWB. Nonetheless, without this connection, the
usage of TMWB, and volume/capacity ratio would drop significantly, making the
proposed scheme of TMWB no longer effective in alleviating traffic congestion
at TMR (Fu Tei and Town Centre Sections), Wong Chu Road and Lung Fu Road.
1.1.1.4
In the 2019 Policy Address, the Government announced that it
would re-plan the coastal development of Tuen Mun West. As such, there is a genuine need to review
the planning of the future strategic routes and connecting roads within Tuen
Mun with a view to meeting the traffic demand of the potential developments in
Tuen Mun West.
1.1.1.5
The Government subsequently proposed Tuen Mun Bypass (TMB),
hereafter called “the Project”, as an alternative highway scheme, to replace
the originally proposed TMWB. TMB will
not only provide a direct north-south route linking TM-CLKT and Yuen Long
Highway (near Lam Tei Quarry), but also further improve the traffic conditions
of some local roads in Tuen Mun, including TMR (Fu Tei and Town Centre
Sections), Wong Chu Road and Lung Fu Road, with some spare capacity to
accommodate the traffic demand from the future developments in Tuen Mun West.
1.1.1.6
Some Legislative Council (LegCo) members and the TMDC
members have all along expressed concern about the traffic congestion at TMR
(Fu Tei and Town Centre Sections), Wong Chu Road and Lung Fu Road, particularly
subsequent to the commissioning of TM-CLKT. Therefore, timely implementation of
the Project is required.
1.1.1.7
HyD and Transport Department (TD) had introduced the
proposal of replacing the TMWB by TMB at the meeting with the Traffic and
Transport Committee (T&TC) of TMDC in February 2021 and April 2021. Both
T&TC of TMDC supported implementation of the Project in lieu of the
previously proposed TMWB.
1.2
The Project
1.2.1.1
The Project is to construct and operate TMB, a dual two-lane
carriageway connecting TM-CLKT in the south and YLH and KSWH in the north. Figure 1.1 shows the latest alignment and
locations of the following key alignment:
(i)
Construction of a road tunnel of about 7.5 km long
running through Tuen Mun and Tai Lam Country Park, linking the TM-CLKT and the
YLH and KSWH;
(ii)
Construction of tunnel portals and associated
facilities at Tuen Mun Area 40 and Lam Tei Quarry;
(iii)
Construction of viaducts / at-grade roads from the
southern tunnel portal to the roads under planning near Lung Mun Road/Mong Fat
Street, and TM-CLKT at Tuen Mun Area 40;
(iv)
Provision of associated ventilation buildings,
administration building and other tunnel operation area;
(v)
Re-provision of facilities affected by the proposed
works;
(vi)
Provision of possible adits and associated
connection with existing roads;
(vii)
Construction of temporary explosive magazines
in Lam Tei Quarry, Siu Lam and Pillar Point; and
(viii) Associated
geotechnical works, ground investigation (GI) works, drainage works, natural
terrain hazard mitigation works, sewerage works, traffic aids, directional
signs, street lightings, Traffic Control and Surveillance System, Electrical
and Mechanical (E&M) works, environmental mitigation measures, landscaping
works, and services systems for inspection, maintenance.
1.2.1.2
The EIA report has included
locations of the proposed works area, temporary works area of the Project for
supporting the construction of the Project based on the latest information at
the time of writing. (See Figure 1.1)
1.3
Scope of this EIA Report
1.3.1.1
Pursuant to Section 5(7)(a) of the Environmental Impact
Assessment Ordinance (EIAO), the Director of Environmental Protection (DEP)
issued a Study Brief (SB) (No.: ESB-348/2021) dated 9 November 2021 for the EIA
Study. This EIA Study focused on assessing the
potential impacts associated with the construction and operation of the Project
in accordance with the SB requirements.
1.3.1.2
The Project comprises the
following Designated Projects (DPs) elements under Part I, Schedule 2 of the
EIAO:
·
Item A.1 – “ A carriageway for motor vehicles that is an expressway,
trunk road, primary distributor road or district distributor road”;
·
Item A.7 – “ A road tunnel or railway tunnel more than 800 m in length
between portals”;
·
Item K.10 – “A depot for the storage of, or a manufacturing plant for
the manufacture of, explosives (as defined by section 2 of the Dangerous Goods
Ordinance (Cap. 295)”; and
·
Item Q.1 – “All projects involving earthworks, dredging works and other
building works partly or wholly in an existing country park”.
1.4
Purpose of this Executive Summary
1.4.1.1
This Executive Summary (ES) highlights the key information,
findings, recommendations and conclusions for the TMB EIA Study.
2. Project Description
2.1
Purposes and Objectives of the
Project
2.1.1.1
At present, connectivity
between Northwest New Territories (NWNT) and Tuen Mun West (i.e. from Yuen Long
and Tin Shui Wai heading to the Tuen Mun West and Tuen Mun – Chek Lap Kok
Tunnel (TM-CLKT)) relies heavily on Tuen Mun Road (Fu Tei and Town Centre Sections),
Wong Chu Road and Lung Fu Road. Subsequent to the commissioning of TM-CLKT, the
vehicles commuting between NWNT and Lantau Island via TM-CLKT need to pass
through the above-mentioned local roads in Tuen Mun, causing an increase in
traffic loading to the concerned local roads. With the progressive
implementation of various new development areas in NWNT such as Hung Shui
Kiu/Ha Tsuen New Development Area and Yuen Long South Development, the traffic
demand and loading may further increase.
2.1.1.2
TMB is proposed to enhance the
strategic road network in NWNT. It will not only provide a direct north-south
route linking TM-CLKT in the south and Yuen Long Highway (YLH) (near Lam Tei
Quarry) and Kong Sham Western Highway (KSWH) in the north, but also further
improve the traffic conditions of some local roads in Tuen Mun, including Tuen
Mun Road (Fu Tei and Town Centre Sections), Wong Chu Road and Lung Fu Road,
with some spare capacity to accommodate the traffic demand from the future
developments in Tuen Mun West.
2.1.1.3
The northern portion of the
Project connecting YLH and KSWH and the planned Lam Tei Tunnel of Route 11 are
all located at Lam Tei Quarry Interchange (LTQI). Design coordination with Route 11 is required
to achieve full integration of various highway schemes and best level of
connectivity, including the possible connections to YLH (Tuen Mun Section).
2.1.1.4
The general layout plan of the
Project is presented in Figure 1.1. It comprises the construction of a tunnel running underneath Tai
Lam Country Park, Tuen Mun Typhoon Shelter and town centre of Tuen Mun. Within
the Tai Lam Country Park, there is no other aboveground works including ground
investigation (GI) works required for the underground tunnelling works.
2.2
Benefit of the Project
2.2.1.1
With the growing long-term
traffic demand of the NWNT and Lantau, the Project forming part of the
strategic road network, could support the developments in the vicinity, shorten
the travelling time between the NWNT and North Lantau upon completion and improve
the traffic conditions of local roads in Tuen Mun.
2.2.1.2
For the longer-term vision, the
Project is to provide transport capacity that is interconnected with other
strategic routes under planning such as Route 11 that together seek to
strengthen transport links across the Greater Bay Area. The Project will provide
a direct route between NWNT and the Hong Kong – Zhuhai-Macao Bridge, the Hong
Kong International Airport and North Lantau. It will also enable transport
capacity to be released to support future developments in Tuen Mun West.
2.3
Consideration of “With” and
“Without” Project Scenarios
2.3.1
Consideration of “With” Project Scenario
2.3.1.1
The Project would improve the
traffic conditions of some strategic and local roads in Tuen Mun including Tuen
Mun Road, Wong Chu Road, Lung Fu Road and Lung Mun Road and would be beneficial
to the resilience of transport system as it provides more connections in key
junctions, providing convenient alternative routes. By optimising the alignment
of the Project, it does not only save the travelling time of road users, but
also minimise energy consumption and environmental impact to the surrounding
area.
2.3.2
Consideration of “Without” Project Scenario
2.3.2.1
At present, the vehicles
commuting between NWNT and Lantau Island via TM-CLKT will rely heavily on the
key local roads including Tuen Mun Road (Fu Tei and Town Centre Sections), Wong
Chu Road and Lung Fu Road. Taken into account the relevant interfacing existing
and planned works including the Hung Shui Kiu /Ha Tsuen New Development Area,
Yuen Long South Development Area, and other housing projects in Tuen Mun, the
traffic flow is expected to increase in the future. Although there will be
interim measures including extension
works of major roads in Tuen Mun, the traffic condition will be further
deteriorated where traffic congestion problems are identified in long term
without TMB (i.e. overloaded junctions and road links). As such, traffic impact
and the associated environmental impacts are expected to increase for the
“Without” Project Scenario.
2.4
Consideration of Alternatives / Options
2.4.1.1
Several alternatives/options
were developed during the preliminary design stage. The preferred scheme for
the Project to be taken forward for design and construction was selected
according to various engineering and environmental factors.
2.4.1.2
Options were studied for the
design of the Project, including alignment, interchange and portals,
ventilation buildings, magazine sites and barging facilities. A summary of the key considerations for the
selected option on the alignment and design of the Project is presented in Table
2.1 below.
Table 2.1
Summary of the key considerations for preferred option for project elements
|
Preferred Option
|
Key
Considerations
|
|
Preliminary Alignment (Option
1 is selected)
|
·
Avoid aboveground impact
on Tai Lam Country Park.
·
Further away from the
Tuen Mun town centre and encroached fewer residential blocks
|
|
Alignment at Sub-area (near Wu Shan Road) (Option A2 is selected)
|
·
There are minimal conflicts between the alignment
and existing structure and geotechnical complex area. Still, the alignment
runs underneath the Consultation Zone (CZ) of ExxonMobil LPG Storage
Installation at Tuen Mun Area 44. Careful planning and risk assessment are
therefore required during detailed design stage.
·
The alignment locates within underneath the CZ of
the ExxonMobil LPG Storage Installation at Tuen Mun Area 44, which is a
Potentially Hazardous Installation (PHI), at more than 30m from the storage.
Tunnelling using TBM could avoid blasting in the vicinity of this PHI.
Transportation routes for the explosives for the drill-and-blast sections in
other areas could also avoid the CZ of the PHI. Individual risk contour and societal risk
of this LPG storage installation would be the same as that predicted in the
approved EIA report of Tuen Mun South Extension (see details in Section
8 of EIA report).
·
The alignment is close to various existing and
planned housing site, and it requires close liaison with nearby stakeholders.
|
|
Alignment
at Sub-area (at Sam Shing Estate) (Option B2 is selected)
|
·
Tunnel construction beneath rockhead,
comparatively with higher constructability.
·
It passes beneath one residential zone (Sam Shing Estate) and has less
implications to the residential zone and requires close liaison with
stakeholders.
|
|
Alignment
at Sub-area (near Lam Tei Irrigation Reservoir) (Option C3 is
selected)
|
·
Tunnel construction beneath rockhead,
comparatively with higher constructability.
·
It is furthest away from Lam Tei Irrigation Reservoir, risk to the dam
of the Lam Tei Irrigation Reservoir is still considerable low.
·
It is closer to Route 11 tunnel portal, allows an
integrated site formation for tunnel portal of TMB and Route 11.
·
Aboveground works in Tai Lam Country Park is avoided.
·
Potential groundwater infiltration, lead to
potential drawdown of surface water bodies and groundwater. Impact can be
managed by good practices and mitigation measures.
|
|
Southern
Interchange and Portal (Option
S3 is selected)
|
·
Provision of balance between clearance to sewage
culvert and clearance to underpass.
·
Preserve existing footbridge and bridge,
demolition works are avoided.
·
Encroachment to Tuen Mun Area 46 has been
minimised.
·
Embed to future Lung Mun Road upgrading at
roundabout.
·
Sufficient tunnel portal weaving length,
sufficient length for placement of directional sign.
·
Buses using the Project can use bus-bus
interchange.
·
Permanent relocation of the existing Electrical
and Mechanical Services Department (EMSD) Tuen Mun Vehicle Servicing Station
is required; temporary re-provisioning may also be required.
|
|
Northern Portal
(Option N3 is selected)
|
·
The tunnel portals are placed furthest away from
the dam of Lam Tei Irrigation Reservoir with lower construction risk comparatively.
·
No encroachment of the tunnel portal to Tai Lam
Country Park.
·
With separate distance from air and noise
sensitive receiver.
·
No Additional land requirement would result in
disturbance near Lam Tei Irrigation Reservoir and Lam Tei Quarry.
|
|
Middle Ventilation Building (MVB)
(Alternative Scheme 2 is selected)
|
·
No reclamation required for shaft excavation, and
hence associated impacts on water quality, marine ecology and fisheries are
not anticipated.
·
Site formation is
required, adit but no carven
construction is required.
·
Decoupling of MVB construction and tunnelling
works: parallel activities without interface.
Allow enhancement programme and decrease risk.
·
Visual impact caused by
to MVB half-submerged structure at Wah Fat Playground area.
·
Smaller underground excavation volumes and less
C&D materials are expected compared to other options.
·
Aboveground works located further away from Tai
Lam Country Park compared to other options.
·
More flexibility and easier for
replacement/ easier planning and logistic support for the installation of the
MEP plants for an aboveground building during operation.
·
Smaller fan pressure loss and less energy
consumption as long ventilation adit is omitted.
·
Direct Emergency Vehicle Access to the MVB and
direct route to reach the Ultimate Place of Safety during operation.
|
|
South Ventilation Building (SVB)
(Alternative Scheme 2 is selected)
|
·
It is located right above
the TM-CLKT, with a low clearance with it, which can be managed by applying the
appropriate mitigation measures
·
Close to the existing pylons on the hillside,
which can be managed by applying the appropriate mitigation measures
·
Ventilation shaft further up from ground level with less impact on the nearby air quality sensitive receivers,
future users and operators
·
This scheme is located further north, which makes
it possible to have sufficient distance between the Project portal and
TM-CLKT portal for a better connectivity, avoiding traffic weaving.
·
The scheme is located further north, which
improves the connectivity with the existing Lung Mun Road and especially the
accessibility from and to the existing bus stop.
·
Closer to the tunnel portal and minimize
ventilation adit length, which results in smaller fan pressure.
|
|
North Ventilation Building (NVB) (Alternative Scheme 1 is
selected)
|
·
Reduce the need to undergo significant rock cut compared to other
options and less C&D materials are expected.
· Furthest away from the Tai Lam
Country Park boundary, Avoid disturbance of habitat at the NVB, as it is
located at the existing cut at Lam Tei Quarry.
·
Additional land requirement would result
in disturbances near Lam Tei Irrigation Reservoir and Lam Tei Quarry.
|
|
Magazine Site - Locations at Lam Tei Quarry, Siu Lam and Pillar Point
|
·
The proposed magazine
site at Siu Lam utilise the historical magazine for Express Rail Link
project.
·
Utilised the location at
Pillar Point has been carried out of the previous study.
·
Utilised disturbed /
development area to avoid further site formation works.
·
Locations selected are
generally disturbed/ developed area, minimised loss of natural habitat during
construction of the magazine.
·
The locations of the
three proposed magazine sites are generally located in the remote area with
low density of receptors, the selected locations ensure that the magazines
serve the work faces closest to the magazine to reduce the risk to public
safety as low as reasonably practicable.
·
Located in government
lands.
|
|
Barging Facilities at TMB-CLKT Northern Landfall
|
·
The barging facility is
located at the existing waterfront/ seawall of the east side of TM-CLKT
Northern Landfall. No additional marine construction work is required to set
up the barging points such as provision of temporary of breakwater.
|
2.4.2
Consideration for Construction Methodology
2.4.2.1
As part of the selection
process, various construction methodologies have also been reviewed in order to
determine the most effective means and environmentally friendly construction
method(s). The review has considered environmental benefits, engineering
feasibility, site conditions and programme aspects.
Tunnel Works
2.4.2.2
Tunnelling by the use of drill-and-blast
/ drill-and-break and Tunnel Boring Machine (TBM) methods have been considered.
The drill-and –blast/drill-and-break method is recommended for the section
underneath Tai Lam Country Park as it is a more efficient underground
tunnelling method in hard rock conditions as expected in Tai Lam Country Park,
drill-and-break method is proposed for section under the Water Supplies
Department (WSD) tunnel and between MVB and Sam Shing Estate. Alternative
tunnelling methods, including the use of TBM in Tai Lam Country Park were duly
explored but considered not suitable from the engineering perspective. TBM method is
suitable for fractured rock / mixed ground condition, therefore, it is not
recommended for tunnelling in hard rock granite at Tai Lam Country Park. TBM
method is recommended for southern tunnelling sections at Sam Shing Estate to
Pillar Point.
2.4.2.3
Underground tunnelling within
Tai Lam Country Park could potentially induce groundwater infiltration, which
might lead to potential drawdown of surface water bodies and groundwater. Such impacts could be managed by implementing
good practices and water control strategies such as including probing ahead,
pre-grouting and posting grouting. Drill-and-blast/drill-and-break
tunnel section would be in granite and with sufficient depth below ground,
together with the good practices and mitigation measures, adverse impact on the
change in groundwater table would be insignificant. As
a precautionary measures, monitoring programme will be implemented to monitor
the mitigation measures on groundwater infiltration within Tai Lam Country
Park.
2.4.2.4
For the tunnel section
underneath Tuen Mun Typhoon Shelter and Tuen Mun Town Centre, TBM method is
recommended in terms of environmental impacts and engineering aspects. It avoids marine works such as temporary reclamation
and dredging works, also avoids major environmental impacts on water quality,
fisheries, and marine ecology, disposal of marine sediment at Tuen Mun Typhoon
Shelter.
Ventilation Buildings, Administration
Building and Satellite Control Building
2.4.2.5
The Project’s Ventilation
Buildings, Administration Building and Satellite Control Building will be
constructed by typical reinforced concrete construction method which includes
i) formwork and falsework erection, ii) rebar fixing, iii) concrete pouring and
curing, and iv) formwork striking and back propping. Superstructures will
adopt bottom-up construction. Construction of ground floor slabs, beams,
columns and walls will be carried out from the lowest level and process upwards
to roof level. No percussive piling is envisaged under the construction scheme.
Middle Ventilation Building at Wah Fat
Playground Works Area
2.4.2.6
A temporary adit for the Works Area at Wah Fat Playground will be
constructed by drill-and-break Tunnel for the first 50 meters, then
drill-and-blast for the remaining part. Site formation will be carried out at
the works area at Wah Fat Playground for MVB construction, the basement
structure of the building will be constructed first, followed by the above
ground structure of approximately 45m x 40m x 19m tall. The ventilation shafts
connecting the basement of the MVB and the logistic caverns will be constructed
via raised boring.
2.4.2.7
In addition, all the
aboveground construction works at Wah Fat Playground works area will be carried
out within noise enclosure. In order to reduce construction noise impacts on the
noise sensitive receivers (NSRs), temporary full noise
enclosure is recommended to be installed before the commencement of the
construction or as early as possible. It is recommended to complete the
installation of the full noise enclosure prior to the bulk excavation for MVB
so that most of the noise generated by the bulk excavation would be well
contained. This temporary noise enclosure should be decommissioned only when
most of the back filling works are completed.
TBM Launching and Retrieval Points
2.4.2.8
The Southern Portal will be
constructed first to provide a vertical face for TBM launching from surface at
the Southern Portal. The TBM will then be retrieved via a TBM dismantling
chamber. A drill-and-blast / drill-and-break tunnel will be constructed from
the Wah Fat works area towards the Tuen Mun Typhoon Shelter. The exact location
of the TBM dismantling chamber is flexible subject to the actual construction
programme. The TBM dismantling chamber will then be constructed by drill-and-blast / drill-and-break. No noise
enclosure for the TBM dismantling operations is required as, all TBM
dismantling operations will be enclosed within the underground dismantling
chamber. All the TBM pieces will be transported from the underground
dismantling chamber to Wah Fat Playground works area through the adit as
mentioned in Section
2.4.2.6.
2.4.2.9
In order to reduce construction
noise impacts on the NSRs, it is also recommended to install a temporary full
noise enclosure to cover the temporary adit portal and spoil storage area,
leaving mucking outs as the only openings for conveying spoil / transporting
machinery etc during daytime period. Where practicable, the openings of these
mucking outs should be facing towards existing terrain instead of the existing
NSRs. The mucking outs should also be closed during evening, night-time and
restricted periods to minimise noise emanating out.
Re-provisioning Works
2.4.2.10
Some existing facilities will
be affected during construction stage, temporary re-provisioning of the
associated facilities will be required (i.e. basketball court, public toilet
and carparking area and EMSD Servicing Centre). As the facilities are temporary
in nature and will be reinstated in original status, the site formation works,
demolition works and associated civil and superstructure works will be kept
minimal. Associated civil and superstructure works include foundation, building
works, paving, underground utilities installation etc.
Integrated Design and Construction with
Route 11 Project
2.4.2.11
The design and
construction of TMB has been considered in an integrated manner with Route 11
project, taking into account the existing topography to minimize the slope
cutting. For example, closer spacing of portals and shared use of some
operation roads for the two projects will reduce the land required and hence
ope cutting. The site formation at the northern portal area would be
accommodating both TMB and Route 11 project, which means the newly formed
platform would allow portal construction for both projects, adequate
administration and operation area for both projects. This would maximize the
usable area, thus minimizing encroaching into natural hillsides and minimizing
total volume of rock cut. The site formation work for TMB is also planned to be
undertaken together with that for Route 11, which will minimise site formation
extent due to the clearance requirement or works area for separate
construction, and in turn the generation of excavated materials.
Adoption of Steeper Slope Angle
2.4.2.12
The site formation
would adopt steeper slope angle to prevent significant excavation at the
natural hillside. To ensure the slope stability, various slope stabilization
measures would be adopted to prevent slope failure, such as construction of
drain holes and installation of rock anchor. The steeper slope cut angle could
minimize the total amount of excavation spoil generated.
Adoption of Excavation and Lateral
Support (ELS)
2.4.2.13
ELS system instead of
open cut excavation is proposed to be adopted for excavation works at the
existing ground. The ELS system could provide lateral support to the cut slope,
and it would facilitate the construction of pile caps, basement and underground
structures. By making good use of the ELS, the excavation could be minimized by
eliminating the excavation of slope that runs up the sides of the required
excavation area.
2.5
Tackling Environmental Challenges
2.5.1.1
Due considerations have been
given in formulating the design of the Project to overcome environmental
challenges encountered. The hierarchy of “Avoid, Minimize and Mitigate” has
been adopted during the process to protect the environment as much as
practicable. The key design considerations to tackle all the environmental
challenges are summarised in Table 2.2.
Table 2.2 Key
design considerations and the associated environmental benefits
|
Design Considerations
|
Key Design
Considerations and the Associated Environmental Benefits
|
|
Avoidance of Aboveground Works
within Country Park
|
·
No aboveground works within Tai Lam Country
Park. Only tunnelling works and part
of temporary underground adit at the Wah Fat Works Area would be carried out
underneath Tai Lam Country Park. No aboveground works within the Tai Lam
Country Park boundary;
·
No direct loss of aboveground natural habitats and resources within Tai
Lam Country Park boundary; and
·
After considering the latest geological
information at Tai Lam Country Park, it has been determined that the most
suitable construction method for these tunnel sections is drill-and-blast.
Alternative tunnelling methods, including the use of TBM in Tai Lam Country
Park were duly explored but considered not suitable from the engineering
perspective.
|
|
Avoidance of Marine Works
|
·
Avoid reclamation and the associated dredging
works within Tuen Mun Typhoon Shelter have been totally avoided; and
·
Avoid the disturbance of seabed, marine habitat
loss and generation and disposal of marine sediment.
|
|
Minimisation of Potential Water
Drawdown in Tai Lam Country Park
|
·
Good practices and water control strategies such
as including probing ahead, pre-grouting and posting grouting will be
implemented to minimize adverse impact. As a precautionary measures,
monitoring programme will be implemented to monitor the mitigation measures
on groundwater infiltration within Tai Lam Country Park; and
·
Drill-andblast/drill-and-break tunnel section
would be in granite and with sufficient depth below ground, together with the
good practices and mitigation measures, adverse impact on the change in
groundwater table would be insignificant.
|
|
Minimisation of Air Quality
Impact
|
·
Adopt mitigation measures for fugitive dust such
as regular spray, exposed earth surface covered by tarpaulins, standard wheel
washing facilities at the construction site exits, vehicle washing at the
exit of the barging facility with the provision of vehicle washing
facilities;
·
Provision of 3-side with top cover and spraying
system at unloading points at the barging facility;
·
Blasting to be carried out in a fully enclosed
environment;
·
Avoid using exempted Non-Road Mobile Machinery
(NRMM) where practicable;
·
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. Taller site hoardings may be considered for ASRs in close
vicinity to the site boundary, subject to actual site constrains and detailed
design. Good site practice shall also be adopted by the Contractor to ensure
the conditions of the hoardings are properly maintained throughout the
construction period;
·
Connect construction plant and equipment to mains electricity supply
and avoid use of diesel generators and diesel-powered equipment as far as
practicable to minimize air quality impact arising from construction
machinery;
·
Close
the impermeable blast covers at tunnel portals prior to blasting works in
order to ensure blasting works in a fully enclosed environment;
·
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;
·
Dust filtering system shall be installed at the
exhausts of the tunnel;
·
Close liaison between the contractors of other
concurrent projects and the Project would be maintained to minimise dusty
activities to be conducted concurrently as far as practicable;
·
During the subsequent design stage and the
operational stage, the ventilation engineer should conduct adaptive reviews
on the ventilation scheme covering different periods of a day, taking into
account the contemporary circumstance such as latest traffic forecast,
traffic composition, 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 adaptive reviews would allow the designer and
operator to optimize the operation of the ventilation system without
compromising the compliance of AQO; and
·
Proper design of any planned air sensitive uses
within the satellite control building and operation area in Lam Tei, and
maintenance compound and training ground and supporting area in Pillar Point
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, or installation of air
filtering system at FAIs if located within predicted exceedance zone at
1.5mAG). Further review of the layout and design of these TMB highway /
tunnel operation and maintenance facilities in Detailed Design Stage to
ensure compliance of the AQOs.
|
|
Minimisation of Noise Impact
|
·
Adopt noise mitigation measures such as use of Quality Powered Mechanical
Equipment (QPME) and/or quieter mechanical equipment, quieter construction
methods, temporary/ moveable noise enclosure will be considered during
construction; and
·
Install temporary full enclosure at the temporary
adit portal, spoil storage area and excavation area of MVB at Wah Fat
Playground to minimise construction noise impacts on the NSRs.
|
|
Minimisation of the C&D
Material & Risk if Unauthorised Filling Activities
|
·
Segregate C&D materials from other wastes to avoid contamination
and ensure acceptability at PFRFs or reclamation sites;
·
Carry out on-site sorting;
·
Make provisions in the Contract documents to allow and promote the use
of recycled aggregates where appropriate;
·
Implement a trip-ticket system for each works contract in accordance
with DEVB TC(W) No. 6/2010 to ensure that the disposal / handling of C&D
materials is properly documented and verified, so as to avoid the illegal
dumping and landfilling of C&D materials; and
·
All dump trucks and vessels
engaged on site should be equipped with Global Positioning System (GPS) or
equivalent automatic system for real time tracking and monitoring of their
travel routings and parking locations to prohibit illegal dumping and landfilling
of C&D materials.
|
|
Minimisation of Cultural
Heritage Impact
|
·
Avoid the three Sites of Archaeological Interest (SAIs), namely Shek
Kok Tsui, Fu Tei Ha and So Kwu Wat and will not be impacted;
·
Any vibration and building movement induced from the proposed works
will be strictly monitored to ensure no disturbance and physical damages made
to the heritage sites during the course of works; and
·
Avoided direct impact on the Built Heritage at the former Girl Guide
Associate Campsite, no excavation works will be carried out and existing
building structures will not be demolished or removed but only require some
necessary restoration/ refurbishment/ repair.
|
2.6
Proposed Alignment and
Development Scheme
2.6.1.1
Considering all the environmental
constraints identified and engineering/ operational requirements, the design
team has developed the preliminary design for the Project, with the key
elements summarized in the Table 2.3 below. Figure 1.1 shows all the key elements of the Project.
Table 2.3 Key
elements of the Project
|
Key
Element
|
Locations
|
Description
|
|
Drill-and-Blast / Drill-and-Break Tunnelling
|
·
Between Tai Lam Country Park and Tuen Mun Typhoon Shelter
|
·
Tunnel section
underneath
Tai Lam Country Park would be in granite. The
depth of this tunnel section would vary between 43 – 465m below local ground.
|
|
Tunnel Boring Machine Tunnelling
|
·
Between Tuen Mun
Typhoon Shelter and Pillar Point
|
·
The section
within Tuen Mun Typhoon Shelter would be approximately 10 – 60m underneath
seabed.
·
The section from
Tuen Mun Area 44 to Pillar Point would be land based and would be
approximately 10 – 60m below local ground.
|
|
Portal and Interchange
|
·
Northern Portal
at Lam Tei Quarry
·
Southern
Interchange and Portal at TM-CLKT and Lung Mun Road
|
·
Aboveground road
structure and link road.
|
|
Ventilation Buildings
(Tunnel Operation Area)
|
·
NVB: at Lam Tei
Quarry
|
·
A building
structure with main roof level at approximately 21m above ground level. Other
structures, such as E&M plant, lift shaft structure, ancillary features,
water tanks, etc. are located above the main roof. Exhaust discharge from louver of the
M&E plant room above the roof.
|
|
·
MVB: at Wah Fat
Playground
|
·
A building structure with the main
roof level at approximately 19m above ground level. Exhaust discharge from
wall louver of the E&M plant room
at the top floor. Other structures,
such as E&M plant, lift shaft structure, ancillary features, water tanks,
etc. are located above the main roof.
|
|
·
SVB: at hillside
of TM-CLKT northbound.
|
·
A building
structure with the main roof level at approximately 24m above ground level.
Exhaust discharge from wall louver of the
E&M plant room at the top floor.
Other structures, such as
E&M plant, lift shaft structure, ancillary features, water tanks,
etc. are located above the main roof.
|
|
Highway / Tunnel Operation Area (including
satellite control building, administration building, maintenance compound,
recovery/ supporting area and other highway / tunnel operation areas in Lam
Tei)
|
·
Satellite
control building at the northern portal
|
·
An aboveground
building structure.
|
|
·
Administration
building and maintenance compound at the southern interchange
|
·
Ann aboveground
building structure.
|
|
·
Recovery area, training
ground and other supporting area for highway / tunnel operation at the
southern interchange
|
·
At-grade area
for tunnel operation.
|
|
·
Highway / tunnel operation area at the northern
portal in Lam Tei
|
·
At-grade area
for tunnel operation.
|
|
Proposed Works Area
|
· Wah Fat Playground Works Area
|
· Construction
site of MVB and site for TBM retrieval points and storage spoils and
construction material.
|
|
·
Area at the former Girl Guide Association (GGA)
Campsite for site office or other project uses
|
·
The site was
established in late 1950s. Some restoration and repair of building will be
carried for site office and other project uses.
·
No demolition
and removal of structures at the area.
|
|
·
Temporary works
area at Tuen Mun West (near Mong Fat Street)
|
·
Storage of
construction materials and equipment, spoil storage area, slurry treatment
plant and site office
|
|
Barging Point Facilities
|
·
East side
TM-CLKT Northern Landfall vertical seawall.
|
·
4 berths for
delivery of construction waste/ material.
·
Barging points
facilities for marine delivery, storage construction material, spoil storage
area and site office.
|
|
Proposed Works Area for Reprovision of affected
facilities
|
·
Temporary re-provisioning
of basketball court and public toilet at the carpark near Sam Shing Hui (KW
carpark)
|
·
The Wah Fat
Playground would be used at construction works area for MVB construction.
·
The affected
basketball court and public toilet at Wah Fat Playground would be temporary
re-provided.
·
After the
completion of construction works, the Wah Fat Playground will be re-instated
with more spacious area.
·
The temporary
basketball court and public toilet will be demolished.
|
|
·
Temporary
re-provisioning of carparking area at the existing parking lots and open area
with planters in Fung On Street.
|
·
Proposed works
area for re-provisioning of temporary carparking area.
·
After the
reinstatement of KW carpark, the works area at Fung On Street will be
reinstated.
|
|
·
Temporary
re-provisioning of EMSD vehicle servicing centre at the former TM-CKLT Site
Office
|
·
The southern interchange will encroach into
the existing EMSD Tuen Mun Vehicle Servicing Station and temporary re-provisioning will be
required.
|
|
Three magazines (for shared use with Route 11)
|
·
At Lam Tei
Quarry (underground), Pillar Point and Siu Lam
|
·
Storage of
explosives.
|
Note:
[1] Roof level refers to the
approximate main roof finish floor level, excluding any M&E plant, lift
shaft structure, ancillary features, water tanks, etc. above the main roof.
2.7
Tentative Construction Programme
2.7.1.1
A summary of the key
construction works programme is given in Table 2.4. The construction phase
of the Project will commence in 2025 Q2 and complete in 2033 Q3.
Table
2.4 Tentative
construction programme of the Project
|
Description
|
Tentative
Construction Programme
|
|
Re-provisioning works of affected facilities (at
KW Carpark and Fung On Street)
|
2025 Q2 to 2025 Q4
|
|
Site formation works, construction northern and
southern portal, and underground magazine site
|
2025 Q2 to 2027 Q2
|
|
TBM and drill-and-blast/drill-and-break
Tunnelling Works, building works, tunnel operation area, road connecting to
TM-CLKT.
|
2026 Q2 to 2031 Q3
|
|
Route-wide tunnel E&M works, thermal barrier,
tunnel cladding, route-wide TCSS works and testing and commissioning for TMB.
|
2027 Q3 to 2033 Q3
|
3. Summary of Environmental
Impact Assessment
3.1
Air Quality Impact
3.1.1
Construction Phase
3.1.1.1
Potential construction dust
impact would be generated from site clearance, soil excavation, backfilling,
reclamation, construction of tunnels, blasting, barging facilities, and
construction vessels, etc. during construction phase of the Project. A comprehensive
review has been conducted on the monitoring data for similar infrastructure
projects and the construction dust impact assessment indicates that given the
implementation of good site practices and mitigation measures, such as regular
watering, implementation of vehicle washing facilities at the construction site
exits, tunnel blasting in a fully enclosed environment, and open blasting with
blast screens, cages or mats, etc., adverse air quality impact during
construction phase is not anticipated. Nevertheless, continuous dust monitoring is also
proposed at representative locations (i.e. the closest air sensitive receivers
(ASRs) in all directions) to ensure that there is no adverse dust impact on the
nearby ASRs.
3.1.2
Operational Phase
3.1.2.1
Cumulative air quality impact
during operational phase arising from the operation of the Project, concurrent
projects and other emission sources such as vehicular emission from open roads,
emission from public transport interchanges and heavy goods vehicle / coach
parkings, industrial emissions and marine emission within 500m study area has
been assessed for the operation phase of the Project at the worst Year 2048 for
Respirable Suspended Particulates (RSP), Fine Suspended Particulates (FSP) and
Nitrogen Oxides (NOx) with respect to vehicular emission, which has the highest
vehicular emission burden within 15 years after commencement of the Project for
RSP, FSP and NOx. The results concluded
that the predicted cumulative Nitrogen Dioxide (NO2), RSP and FSP
concentration at all ASRs would comply with AQO. No adverse air quality impact is anticipated
arising from the operation of the Project. The Proposed TMB highway / tunnel
operation and maintenance facilities (i.e. the northern ventilation building,
satellite control building and operation area in Lam Tei, as well as
maintenance compound and training ground and supporting area in Pillar Point)
would partially fall within the potential exceedance zone at 1.5mAG. These
facilities shall be properly designed such that any openings, openable windows,
and/or fresh air intakes will be located and avoided from the predicted
exceedance zone at 1.5mAG (or installation of air filtering system at fresh air
intakes if located within predicted exceedance zone at 1.5mAG). Further review
of the layout and design of operation area will be conducted in Detailed Design
Stage to re-affirm compliance of the AQOs.
3.2
Noise Impact
3.2.1
Construction Noise Impact
3.2.1.1
Potential construction noise impact would be generated from the use
of PME during construction phase of the Project. A review has been conducted on
the construction methodology. Temporary noise enclosures have been proposed for
the temporary adit portal and spoil storage area at Wah Fat Playground works
area and the excavation area for middle ventilation building, in view of the
close proximity to nearby noise sensitive receivers. Also, with the
implementation of good site practices and mitigation measures, such as quieter
plant/methods (e.g. non-percussive construction methods, silent press-in piler,
etc.), silencer, movable noise barrier, noise enclosure / barrier, etc.,
adverse construction noise impact during construction phase is not anticipated.
3.2.1.2
A Construction Noise Management
Plan (CNMP) containing a quantitative construction noise impact assessment, the
adopted quieter construction method and equipment, noise mitigation measures
and the construction noise impact monitoring and audit programme will be
submitted to the EPD with reference to the updated and identified plant
inventories once available and in any case before the tender invitation and
commencement of the project construction, and if there is any change to the
construction noise mitigation measures recommended in the CNMP, an updated CNMP
shall be submitted one month before the implementation of such change.
3.2.2
Road Traffic Noise Impact
3.2.2.1
A quantitative road traffic
noise impact assessment has been conducted for planned, existing and committed
noise sensitive uses. No adverse road traffic noise impact due to the Project
is anticipated.
3.2.3
Fixed Noise Sources Impact
3.2.3.1
Potential fixed noise source
impact would be generated from the ventilation shaft of ventilation buildings,
mechanical ventilation system of the administration buildings and satellite
control building, and maintenance compound. A review has been conducted on the
design of these fixed noise sources and it is considered that given the
implementation of good design and mitigation measures, such as quieter plant,
silencer, barriers, enclosures, etc., adverse fixed noise source impact during
operational phase is not anticipated.
3.2.3.2
A Fixed Noise Source Management Plan (FNMP) containing the
quantitative fixed noise sources impact assessment, noise mitigation measures,
and fixed noise sources impact monitoring and audit programme will be submitted
to the EPD with reference to the updated and identified inventories and
utilization schedule once available and in any case before tendering and
commencement of implementation of the Project. If there is any change to the
specifications of the planned fixed noise sources, layout design, operation
modes, mitigation measures, or any other factors that would have implications
on the fixed noise sources impact as concluded in the FNMP, an updated FNMP
shall be submitted to the EPD no later than one month before the implementation
of any such change.
3.3
Water Quality Impact
3.3.1
Construction Phase
3.3.1.1
Given that all marine works
have been avoided, potential water quality impact due to land-based
construction works has been reviewed. The potential sources of water quality
impact during the construction phase are mainly from operation of temporary
barging point and land-based construction activities including construction
runoff, tunnelling and underground works, buildings construction, sewage from
the workforce, construction works in close proximity of inland water,
groundwater from contaminated areas and contaminated site run-off, diversion of
watercourses and accidental spillage. The TMB tunnelling across the Tuen Mun
Typhoon Shelter will pass through the bedrock layer, which will not disturb on
the waterbodies or seabed. Therefore, adverse water quality on marine
waterbodies is not anticipated. With the mitigation measures such as Best
Management Practices (BMPs) and water control strategies during tunnelling and
underground works, adverse impacts are not anticipated during construction
phase.
3.3.2
Operational Phase
3.3.2.1
During the operational phase of
the Project, the major sources of potential water quality impact include road
runoff discharged from paved roads and developments proposed under the Project
including the sewage generated by the proposed satellite control building and
administration buildings, and wastewater generated from washing and maintenance
operations. However, with proper implementation of recommended mitigation
measures and best practices, adverse water quality impacts are not anticipated
during the operational phase.
3.4
Waste Management
Implications
3.4.1
Construction Phase
3.4.1.1
Potential waste management
implications from the generation of waste during the construction phase have
been evaluated. General mitigation
measures of good site practices, waste management measures and strategic mitigation
measures, including the opportunity for on-site sorting, reusing C&D
materials, etc., are recommended to minimise the surplus materials to be
disposed. Recommendations have been made
for implementation by the Contractor during the construction period to minimise
waste generation and off-site disposal.
3.4.2
Operational Phase
3.4.2.1
The types of waste that would
be generated during the operational phase have also been assessed. Recommendations have been made to ensure
proper treatment and disposal of these wastes.
Appropriate waste collectors would be employed to handle general refuse,
chemical waste generated during operation phase respectively.
3.4.2.2
With the implementation of the
recommended waste management measures and good site practices, unacceptable
waste management implications would not be anticipated for construction and
operation phase.
3.5
Land Contamination
3.5.1.1
Site
appraisals, in the form of desktop review and site walkovers, were conducted
under this EIA, to identify any current / historical potentially contaminating
and uses within the Project Area. Based on the findings of site appraisals,
potential land contaminated areas were identified as documented in the
Contamination Assessment Plan (CAP) prepared under this EIA.
3.5.1.2
Site
investigation (SI), sampling and laboratory analysis plan, targeting the
potential contamination area and hotspots identified within the Assessment Area
is recommended in the CAP. Some potential contaminated areas were inaccessible
during the time of preparation of the CAP. It was also observed that all the
potential contaminated areas were in operation and infeasible to conduct SI and
sampling works during the EIA stage. Therefore, prior to the development of
these areas, site re-appraisal of the whole Project Areas should be carried out
in order to address any new contamination issues caused by the (i) changes in
operation of the identified potentially contaminated site and (ii) changes in
land use within the Project Area. Supplementary CAP(s), incorporating the
findings of the site re-appraisal and the updated sampling and testing
strategy, should be prepared and submitted to EPD for agreement prior to the
commencement of SI works.
3.5.1.3
SI works shall then be conducted according to
the supplementary CAP(s). Upon the
completion of SI works. Contamination Assessment Report (CAR) shall be prepared and submitted to EPD for agreement. If land
contamination is identified based on the SI results, a combined CAR-Remediation
Action Plan (CAR-RAP) for formulating necessary remedial measures shall also be
submitted to the EPD for agreement. Any
identified contaminated soil and groundwater should be treated according to the
RAP(s) to be approved by EPD and Remediation Report(s) (RR(s)) should be
submitted to EPD for agreement after the completion of the remediation works.
No development works at the contaminated areas shall be commenced prior to
EPD’s agreement of the RR(s).
3.5.1.4
With the implementation of the
recommended further works mentioned above, any soil/groundwater contamination
would be identified and properly treated prior to the construction works. No
insurmountable land contamination impacts to the Project are therefore
anticipated.
3.6
Hazard to Life
3.6.1
Construction Phase
3.6.1.1
The
Project falls into consultation zone of a Potentially Hazardous Installation
(PHI) (i.e. ExxonMobil LPG Storage Installation located at Tuen Mun Area 44).
Nevertheless, the tunnel alignment of the Project is located at more than 30m
under this PHI. Also, the tunnel alignment of the Project is located at about
30m under the LPG storage installation at Sam Shing Estate. Tunnelling using
Tunnelling Boring Machine (TBM) is adopted for constructing the tunnel section
close to these LPG storage installations, such that at-grade construction
activities and any blasting works in their vicinity have been avoided. In
addition, with reference to monitoring of other similar
project, no ground settlements would be expected for these two LPG storage
installations. Moreover, monitoring and
mitigations measures would be proposed to control the ground vibration or
ground settlement induced by TMB tunnelling. Hence, potential risk during
construction phase is not envisaged.
3.6.1.2
Drill-and-blast works are required for
the tunnel construction and some of the slope works. According to the latest
design, overnight storage of explosives on site is required. Three temporary
explosive magazines at Lam Tei, Siu Lam and Pillar Point have been proposed,
which would be share-used with Route 11.
3.6.1.3
A quantitative risk assessment (QRA)
has been conducted for the transportation, overnight storage and use of explosives. The QRA
has also considered other concurrent projects, such as Route 11 and Lam Tei
Underground Quarrying, for the cumulative impacts. The assessment results show
that the societal risk for the overnight storage and
transport of explosives as well as the use of explosives lie within the “ALARP”
region.
For individual risk, compliance is anticipated. A detailed ALARP assessment has
been conducted. Mitigation measures and best practices, such as provision of dedicated training
programme and implementation of emergency response and training, have been
recommended to minimize the risk even further.
3.6.1.4
A Hazard Management Plan would
be formulated with a view to aligning the understanding of the risk of the
three concurrent projects (Route 11, TMB and Lam Tei Underground Quarrying
(LTUQ)). The measures stipulated in the Hazard Management Plan shall include,
but not limited to, the adjustment of the blasting schedules of the three
projects to minimize the potential cumulative impact, provision of common
trainings and drills to the workforce of all the three projects, etc.
3.6.2
Operational Phase
3.6.2.1
The
Project falls into consultation zone of a PHI (i.e. ExxonMobil LPG Storage
Installation located at Tuen Mun Area 44). Also, the Project is located at some
distance from the LPG storage installation at Sam Shing Estate. However, section of the Project in proximity of these LPG storage
installations is in form of tunnel, the population induced from the tunnel is
all located in a confined space underground and hence, would not be affected by
the hazardous events from these LPG storage installations. Hence, potential risk during
operational phase is not envisaged and thus monitoring
and audit are not required.
3.7
Landfill Gas Hazard
3.7.1.1
A
qualitative assessment on potential hazards associated with landfill gas
migration from the Pillar Point Valley Landfill (PPVL) to the proposed Project
site has been carried out. PPVL is
considered as a “medium” source of gas migration due to the landfill condition
with the implementation of multiple landfill gas controls. The
source-pathway-target analysis shows that landfill gas risk posed by the PPVL
to the Project is “medium” during construction phase and “low to high” during
operation phase.
3.7.1.2
In general, underground rooms or void
spaces within the Consultation Zone should be avoided as far as practicable at
the Administration Building, Maintenance
Compound and temporary re-provisioning of EMSD vehicle servicing centre
of the site within Consultation Zone. Other precautionary and protection
measures during design, construction and operation phases of the Project have
been recommended for elements within the Consultation Zone. It is expected that
with the proposed precautionary measures in place, the potential risk of
landfill gas migration to the respective targets will be minimal.
3.8
Ecological Impact (Terrestrial)
3.8.1.1
The ecological impact
assessment has been carried out based on findings from the literature reviews
and the field surveys conducted for six months covering both wet and dry
seasons completed in 2022. According to the Project alignment and elements, the
Project will cause potential habitat loss in mixed woodland (~2.2 ha),
plantation (~3.1 ha), shrubland/grassland (~0.9 ha), watercourse (~0.3 km).
3.8.1.2
Majority of the identified
impacts are considered to be low in the absence of mitigation measures.
However, the potential impact on direct loss of mixed woodland and watercourses
and direct ecological impact on flora and fauna species of conservation importance
as low to moderate. Necessary mitigation
measures and ecological monitoring programme were proposed.
3.8.1.3
It is predicted that the
impacts will mainly arise during the construction phase, as no activity would
be conducted during the operational phase that would affect the adjacent
habitats.
3.8.1.4
Direct impacts on aboveground
habitats in sites of conservation importance such as Tai Lam Country Park are
avoided while potential indirect impacts and groundwater drawdown resulting
from the tunnelling works will be suitably mitigated and monitored during both
the construction and operational stages.
3.8.1.5
With the implementation of proposed mitigation measures,
adverse residual impacts from the Project on the ecological resources within
and in the vicinity of the Project Area during construction and operation
phases would not be anticipated. The residual impact of the loss is
therefore considered to be minor and acceptable.
3.9
Landscape and Visual Impacts
3.9.1.1
Potential landscape and visual impacts during
construction and operation phases have been minimized through careful
consideration of alternatives to minimize direct conflict with the Tai Lam
Country Park, minimization of works areas, and incorporation of aesthetic
external designs and appropriate landscape and visual treatments along the TMB.
3.9.1.2
A tree group survey has been carried out to assess the general
tree condition and to identify any Trees of Particular Interest (TPIs) within
and near the proposed limit of works. Among the estimated 6208 nos. of existing trees (including an estimated 6207 nos. of
trees in tree groups and 1 no. of TPI, excluding common undesirable species) within the tree
survey boundary 3083 nos. of existing trees
would be retained and protected. An estimated 342 nos. of affected
trees, mostly recent plantings associated with TMCLKL, are considered suitable
for transplanting. An estimated 2783 nos. of affected
trees (including 1 no. of TPI, namely a Ficus elastica with
DBH of over 1m, is recorded within
EMSD Tuen Mun Vehicle Servicing Station) would
be removed due to low “Suitability for Transplanting” as assessed at this
stage. Since most of the affected individual trees are located either on
natural terrain or engineered slopes and in mature size, their survival rate
after transplanting is low and not feasible for transplanting. In this
connection, tree removal is proposed with compensatory planting. To achieve a compensatory
ratio of not less than 1:1 in terms of number of trees to be removed, at least 2783 nos. of compensatory trees
are required. Tree Preservation and Removal Proposals including compensation
planting scheme shall be submitted in accordance with DEVB TC(W) No. 4/2020 -
Tree Preservation.
3.9.1.3
There is
no Registered OVT within the proposed limit of works. Meanwhile, 1 no. of Tree of
Particular Interest (TPI) would
inevitably be affected and proposed to be removed.
3.9.1.4
It is predicted that in year 10 of operation,
there will be Slight adverse residual impacts after mitigation for
LR-PP2 (Plantations in Pillar Point), LR-PP4 (Shrublands in Pillar Point),
LR-TM2 (Plantations in Tuen Mun), LR-LT2 (Plantations in Lam Tei), LCA-TM2
(Tuen Mun Upland Fringe Landscape) and LCA-LT4 (Lam Tei Upland Landscape).
3.9.1.5
It is predicted that in year 10 of operation there
would be Insubstantial residual impact on:
LR-PP10 (Seawater Body in Pillar Point), LR-PP11 (Developed Area in Pillar
Point), LR-TM1 (Secondary Woodland in Tuen Mun), LR-TM11 (Developed Area in
Tuen Mun), LR-TM13 (Playground in Wah Fat Street), LR-LT1 (Secondary Woodlands
in Lam Tei), LR-LT7 (Watercourses in Lam Tei), LR-LT11 (Developed Area in Lam
Tei), LR-NL2
(Plantations in Northern Landfall), LR-NL10 (Seawater Body at Northern
Landfall), LR-NL11 (Developed Area in Northern Landfall), LCA-PP2
(Pillar Point Upland Fringe Landscape), LCA-PP10 (Lung Mun Road Highway
Corridor Landscape), LCA-PP12 (Pillar Point Mixed Modern Institutional Urban
Landscape), LCA-PP13 (Pillar Point Mixed Modern Industrial Urban Landscape),
LCA-TM4 (Tuen Mun Upland Landscape), LCA-TM11 (Tuen Mun Residential Urban
Landscape), LCA-LT2 (Lam Tei Upland Fringe Landscape), LCA-LT3 (Lam Tei Rural Landscape), LCA-NL8 (Northern Landfall Maritime Landscape),
LCA-NL10 (Northern Landfall Highway Corridor Landscape)
and LCA-NL13 (Northern Landfall Mixed Modern Industrial Urban Landscape).
3.9.1.6
There would be Slight adverse residual visual impacts
in Year 10 of the operational phase after mitigation for VSR-TM1 (Residents of
Alpine Garden, Rainbow Garden, Kam Fai Garden, Harvest Garden and Hoi Tak
Garden), VSR-TM9 (Recreational Users of Wah Fat Garden), VSR-TM10 (Travelers of
Wah Fat Street), and VSR-PP1 (Vehicle Travelers at Lung Mun Road).
3.9.1.7
The remaining VSRs will be
subject to an Insubstantial residual
impact in Year 10 of the operational phase after mitigation, namely, VSR-TM2
(Residents of Seaview Garden), VSR-TM3 (Residents of Pearl Island Garden),
VSR-TM4 (Visitors at Tuen Mun Promenade), VSR-TM5 (Visitors at Hong Kong Gold
Coast Dolphin Square), VSR-TM6 (Maritime Travelers to / from Tuen Mun Ferry
Terminal), VSR-TM7 (Vehicle Travelers at Tuen Mun Road), VSR-TM8 (Recreational
Users of Tsing Sin Playground), VSR-TM11 (Hikers of MacLehose Trail Section
10), VSR-TM12 (Visitors of Sam Shing Temple in Castle Peak Road – Castle Peak
Bay), VSR-PP2 (Workers at EMSD Tuen Mun Vehicle Servicing Station and DSD
Pillar Point STW), VSR-PP3 (Workers at River Trade Terminal), VSR-PP4 (Workers
at Tuen Mun Area 40), VSR-PP6 (Recreational Users of Butterfly Beach Park),
VSR-NL1 (Workers and Travelers at Hong Kong International Airport), VSR-NL2
(Travelers at Hong Kong Boundary Crossing Facilities), VSR-NL3 (Workers and
Future Residents at MTR Siu Ho Wan Depot), VSR-LT1 (Residents of Lo Fu Hang),
VSR-LT2 (Vehicle Travellers on Yuen Long Highway (Eastbound)), VSR-LT3 (Trail
Walkers on Fu Tei Country Trail and Lam Tei Irrigation Reservoir), VSR-LT4
(Visitor of Nam On Fat Tong in Fu Fuk Road), VSR-LT5 (Recreational users of Fuk
Hang Tsuen Basketball Court), and VSR-LT6 (Travelers of Fuk Hang Tsuen Road).
3.9.1.8
In
accordance with the criteria and guidelines for evaluating and assessing
impacts as state in Annex 10, Clause 1.1(c) of the EIAO-TM, overall, it is
considered that the residual landscape and visual impacts of the proposed
development are acceptable with mitigation during the construction and
operational phases.
3.10
Cultural Heritage
3.10.1.1
The three Sites of Archaeological Interest, namely Shek Kok Tsui, Fu Tei Ha
and So Kwu Wat are avoided and will not be impacted, and the works area of the Project is
considered to have no archaeological potential. Therefore, no adverse archaeological impact
due to the proposed works is anticipated. No mitigation measure is required. As a precautionary measure, the project
proponent and his/her contractor are required to inform Antiquities and
Monuments Office (AMO) immediately when any antiquities or supposed antiquities
under the Antiquities and Monuments Ordinance (Cap. 53) are discovered during
works.
3.10.1.2
Desktop review identified no declared or proposed monuments, sites/
buildings/ structures in the new list of proposed grading items, and Government
historic sites identified by AMO in the cultural
heritage assessment area.
3.10.1.3
A grade 2 historic building
(GB-02) is located about 49m from the nearby works area for re-provisioning of
facilities. Built heritage items BH-02 and BH-03 are located next to works
area. Potential vibration impact may be a concern due to vibration generation
activities in the works area. Special
attention should be paid to design proposal, method of works and choice of
machinery should be targeted to minimize adverse impacts to the GB-02, BH-02
and BH-03. Any vibration and building
movement induced from the proposed works should be strictly monitored to ensure
no physical damages made to the heritage sites during the course of works.
Monitoring proposal for the GB-02, including checkpoint locations, installation
details, response actions for each of the Alert/ Alarm/ Action (3As) levels and
frequency of monitoring should be submitted for AMO's consideration.
3.10.1.4
For operational phase, no adverse impact was identified, and no
mitigation measure is required. And no adverse residual cultural heritage
impact is anticipated.