1
InTRODUCTIOn
1.1.1
The Northern Link (NOL) (hereinafter referred to
as “the Project”) is one of the seven railway schemes recommended to be taken
under the Railway Development Strategy 2014 (“RDS-2014”). The Project will be a heavy underground
railway line with a route length of about 10.7km between Kam Sheung Road (KSR)
Station on the Tuen Ma Line (TML) and Kwu Tung (KTU) Station on the Lok Ma Chau
Spur Line (LMCSL) of East Rail Line (EAL).
1.1.2
The Project connects the EAL and the TML,
forming a railway loop in the Northern New Territories. Passengers will be able
to interchange at KSR Station on TML and KTU Station on EAL. The Project will also serve the transportation needs of the potential New Development
Areas (NDAs) in the Northern New Territories and enhance cross-boundary
movement. A Project Profile (PP) (No.
PP-629/2021) for the Project was submitted to Environmental Protection Department
(EPD) for application of an EIA Study Brief, which was subsequently issued on 9
August 2021 (No. ESB-346/2021).
1.1.3
The Project is shown in Figure No. C1603/C/NOL/ACM/M50/301,
with the proposed construction method and the proposed works areas/works sites
shown in Figure Nos. C1603/C/NOL/ACM/M50/305
and C1603/C/NOL/ACM/M50/306
to 318 respectively.
1.2.1
The NOL runs underground in tunnel between
KSR(NOL) and KTU(NOL) Stations with three proposed intermediate stations at Au
Tau (AUT), Ngau Tam Mei (NTM) and San Tin (SAT), to support the unleashing of
the development potential along its alignment.
An at-grade depot is proposed at NTM area, and there would be other
aboveground structures including station entrances and ancillary buildings,
i.e. ventilation shafts/buildings, Emergency Access Points (EAPs) and Emergency
Egress Points (EEPs), as well as enabling works to the south of KSR (NOL)
Station for potential southern extension, to the north of SAT Station for
potential bifurcation to Lok Ma Chau Loop and Huanggang Port, and to the east
of KTU(NOL) Station for potential eastern extension to Ping Che areas.
1.2.2
The
Project comprises the following key elements:
i.
Construction and operation of 10.7km underground railway line between
KSR(NOL) Station and KTU(NOL) Station;
ii.
Construction and operation of five new stations, namely KSR(NOL)
Station, AUT Station, NTM Station, SAT Station and KTU(NOL) Station;
iii.
Construction and operation of associated railway
facilities, including ancillary buildings such as ventilation shafts/buildings,
EAPs and EEPs;
iv.
Construction and operation of a depot at Ngau Tam Mei area; and
v.
Enabling works to the south of
KSR Station for potential southern extension, to the north of SAT Station for
potential bifurcation to Lok Ma Chau Loop and Huanggang Port, and to the east
of KTU(NOL) Station for potential extension to Ping Che areas.
1.2.3
A temporary explosive magazine site for
overnight storage of explosives that will be used for construction of
underground tunnel / adit / railway facilities is proposed at Tai Shu Ha in
Yuen Long. This magazine site was
formerly used for the construction of the High Speed Rail (Hong Kong Section)
(HSR) (formerly named as “the Hong Kong Section of Guangzhou-Shenzhen-Hong Kong
Express Rail Link (XRL)”) and the Liantang/Heung Yuen Wai Boundary Control
Point (BCP) project. This site will be
decommissioned upon completion of construction works of the Project.
·
Item A.2 of Part I – A railway and its
associated stations;
·
Item A.4 of Part I – A railway siding, depot,
maintenance workshop;
·
Item A.7 of Part I – A railway tunnel more than
800m in length between portals;
·
Item K.10 of Part I – A depot for the storage of
explosives (as defined by section 2 of the Dangerous Goods Ordinance (Cap.
295);
·
Item Q.1 of Part I – The Project includes
underground works partly in a country park and a conservation area, and
aboveground works in a conservation area; and
·
Item 11 of Part II – Decommissioning of a depot
for the storage of explosives (as defined by section 2 of the Dangerous Goods
Ordinance (Cap. 295)).
1.3
Environmental
Impact Assessment Study
1.3.1
An environmental impact assessment (EIA) study
was conducted for the Project in accordance with the requirements of the EIA
Study Brief (No. ESB-346/2021) and the Technical Memorandum on Environmental
Impact Assessment Process (EIAO-TM).
The purpose of this EIA Study is to provide information on the nature
and extent of environmental impacts arising from the construction and operation
of the Project. The information obtained in the EIA Study will contribute to
decisions by Director of Environmental Protection on:
i.
the overall acceptability of any adverse environmental consequences that
are likely to arise as a result of the Project;
ii.
the conditions and requirements for the detailed design, construction
and operation of the Project to mitigate against adverse environmental
consequences wherever practicable; and
iii.
the acceptability of residual impacts after the proposed mitigation
measures are implemented.
1.4.1
This
Executive Summary (ES) highlights the key information and findings of the EIA
Study.
2.1.1
The
NOL, located in the northern part of the New Territories connecting the EAL and
the TML, is one of the seven railway schemes recommended to be taken forward
under the RDS-2014. The NOL starts at
KSR(NOL) Station and ends at KTU(NOL) Station with a route length of about
10.7km including three proposed intermediate stations at Au Tau (AUT), Ngau Tam
Mei (NTM) and San Tin (SAT).
2.1.2
The KSR Station of NOL is proposed to be located
next to the existing KSR Station on TML.
The proposed location of AUT Station is located at the existing
brownfield site adjoining the planned public housing development in Sha Po,
while both the NTM Station and the SAT Station are located within the planned
development areas in Ngau Tam Mei and San Tin being studied under “Land Use
Review Study for Ngau Tam Mei Area” (by others) and “San Tin / Lok Ma Chau
Development Node - Investigation” (also known as "San Tin Technopole”) (by
others) respectively. The location of
KTU(NOL) Station will be next to the planned KTU Station on EAL, and both KTU
Stations are located in the future town centre of Kwun Tong North New Development
Area (KTN NDA) (by others).
2.1.3
There
is a total of seven Ancillary Buildings (ABs) with the function of
EAP/EEP/Ventilation Building (VB) along the 10.7 km long underground railway
alignment to fulfil statutory requirements of operations, fire services and
evacuation. A depot proposed to the
south of NTM Station will provide train stabling sidings, maintenance
and permanent way facilities for supporting the operation of the Project. The Ngau Tam Mei
Depot (NTD) connection tracks will bifurcate from the crossover in NOL railway
line between Pok Wai Ancillary Building (PWA) and
Long Ha Tsuen Ancillary Building (LHA) and approach
to NTD from the south end.
2.1.4
The
Project as a railway loop in the northern New Territories through connecting
the EAL and the TML could promote land and economic development along the
alignment. Through this railway
corridor, the passengers will be able to interchange at KSR Station with TML
and KTU Station with EAL, which will greatly improve the transport connectivity
in Northern New Territories.
2.1.5
By
serving long-term transport needs, the Project promotes development of the
Northwestern New Territories (i.e. Ngau Tam Mei, San Tin and Kwu Tung) through the provision of transport infrastructure, thereby creating
greater value for the community. The
Project will enhance the convenience for the
public, including for living, housing, working, business and learning in
Northwestern New Territories and even across all of Hong Kong.
2.2.1
As the railway will be powered by electricity,
it is widely recognised as a more sustainable form of transport than road
transport in terms of carrying capacity and energy effectiveness. Potential environmental implications such as
roadside air pollution associated with electrically-powered trains are far less
in comparison with those of road vehicles.
With the anticipated increase in railway patronage and reduction in the
overall road traffic volumes through providing a more convenient, time-saving
and easily accessible transport option brought about by the Project,
improvements in air quality, noise pollution, on-road safety and the overall
quality of the ambient environment will also be afforded.
·
Provision of railway services to the existing
and future communities in Northwestern New Territories to encourage greater use
of the whole railway system, by enhancing coverage, and thereby improving the
mobility and transport connections to the existing TML and EAL, alleviating
traffic congestion, which in turns reducing the road traffic noise and
vehicular emissions; and
·
Support the unleashing of the development
potential of the Northwestern New Territories.
More Connected Mobility for
the Future
2.2.3
The Project will connect the TML and the EAL,
forming a railway loop and shortening journey times in the Northern New
Territories. The road journey between
Yuen Long / KSR and KTU now takes about 60 to 80 minutes during rush
hours. With the commissioning of NOL,
including its three intermediate stations, the journey time by railway from KSR
to KTU is expected to be shortened to about 12 minutes.
2.2.4
The Project will also provide more route
alternatives for residents in the New Territories, helping diverting railway
passenger flow in the Northeastern New Territories and alleviating road traffic
pressure. In addition, the Project
enhances cross-border population mobility, particularly for those living in the
Western New Territories to travel easily to the Lo Wu Control Point and the Lok
Ma Chau Control Point via NOL.
Extend Railway Services to
Existing and Future Communities
2.2.5
The Project is crucial to unleash the
development potential of the largely underutilised land along its alignment and
increase the supply of land and housing.
Except a few low-to-medium density existing/planned residential
developments in the vicinity of KSR(NOL) and AUT Stations, the areas along the
alignment are yet to be developed.
2.2.6
The areas around the proposed KSR(NOL) Station
and AUT Station are currently covered by existing land use, such as Kam Sheung
Road Flea Market, public parking space, the existing Mo Fan Heung, the planned
Kam Tin South and Sha Po Public Housing Developments. Integration between the proposed stations and
the surrounding existing and future developments is encouraged in order to
capitalise the benefits of improved accessibility and connectivity.
2.2.7
Furthermore, the areas around the proposed NTM
Station and SAT Station are currently mainly covered by brownfield sites,
agricultural lands and other rural land uses.
In view of the on-going land use review in the vicinity of the proposed
NTM Station and also the on-going investigation study for the San Tin / Lok Ma
Chau Development Node (STLMC DN) that covers the location of the proposed SAT
Station, there are significant opportunities to promote transit-oriented
development (TOD). A majority of the
developments and population, as well as possible employment, of the new
developments could therefore be located within the catchment area of and
integrate with the proposed stations to optimise land resources and harness the
potential created by the Project.
Support Future Housing
Development and Northern Metropolis Development
2.2.8
The Project will offer an efficient and
environmentally friendly railway transport system to the residents in the
vicinity, reducing the travelling time for the existing population as well as
the additional population arising from the developments in future. The availability of the Project can open up
development opportunities with more efficient and concentrated land uses for
the areas along its alignment, realising the infrastructure-led, capacity
creating planning approach as advocated by government.
2.3.1
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 including those discussed in Section
2.5.
2.3.2
As part of the selection process, various
construction methodologies were also reviewed in order to determine the most
effective means and environmentally friendly construction method(s). The review considered environmental benefits,
engineering feasibility, site conditions and programme aspects.
2.3.3
The selected alignment, locations of station and
depot and construction methods are regarded as a feasible and balanced scheme,
which could achieve the needs of the Project and benefit to the public as
discussed below:
·
Avoidance/minimisation
of the direct impact and disturbance to sensitive ecological areas, including
wetland, sites of conservation importance (including Country Parks,
Conservation Areas, Mai Po Inner Deep Bay Ramsar Site, and species of
conservation interest) through proper selection of alignment.
·
Provision
of depot at Ngau Tam Mei instead of PHD eastern expansion area to limit the number of affected sensitive receivers.
·
Optimisation
by adopting the combination of EAP/EEP and cross passages along the alignment
to minimise the number of ABs as far as practicable to minmise environmental impacts, including ecological, noise,
air quality, landscape and visual impacts to the nearby sensitive receivers,
arising from the construction and operation of ABs. With the combination of functional facilities
and the application of cross passages, the total number of ABs was optimised to
7, such that no ABs would be located within or near the West Rail Compensatory
Wetland (WRCW).
·
Adoption of Modular
Integrated Construction (MiC) and Design for Manufacture and Assembly
(DfMA) method, which is considered to be more environmentally friendly than
tradition construction methods due to reduced in-situ concreting works, waste
generation as well as the associated noise, dust and water quality impacts, for
the construction of the stations and ABs as far as practicable.
·
Thorough scrutinisation of construction
sequences/works to minimise the extent of cumulative environmental impacts due
to interfacing with other concurrent projects as far as practicable.
2.4
Construction
Programme
2.4.1
Construction
of NOL is anticipated to commence tentatively in 2025 with a target on
completion in 2034.
2.5.1
MTR
Corporation attaches great importance to the views and options of stakeholders
and considers that the support of the community is important in the development
of a new railway project. The
Corporation has taken an active approach to conducting continuous dialogue with
different stakeholders.
2.5.2
In
addition to timely consultation with public and local stakeholders, the
Corporation liaised closely with various parties, including District Councils
and Rural Committees, to consult their opinions and share updates of NOL since
March 2021, regular consultations with Green Groups were carried out to obtain
views and understand their interests proactively. In this regard, such that public’s views and
concerns could be incorporated suitably in the design stage to avoid and
minimise the potential environmental impacts.
Apart from consultation activities, public views were also received
during the public inspection of Project Profile (No. PP-629/2021) between 1 Jul
and 14 Jul 2021.
2.5.3
Most
of the feedback received during public consultation and inspection related to
environmental issues were mainly related to construction noise, water quality
and air quality and ecology. Suggestions
received during the public consultation included avoidance of significant
ecological impact by adopting full underground option instead of elevated
option, and provision of environmental mitigation measures to minimise various
environmental impacts.
2.5.4
The
project design has taken into consideration of feedbacks and suggestions to
minimise potential environmental impacts with adoption of appropriate
mitigation measures. Underground scheme
was adopted to avoid / minimize the potential impact on ecological sensitive
areas, dust and noise impact during construction and operational phases. Environmentally friendly design will be
adopted in the station design as far as practicable to cater for sustainability
and blend the station into the surrounding environment. Environmentally friendly design will not only
reduce carbon emissions, enhance energy saving, social connectivity and
environmental sustainability, but also minimise occupation of space by
minimising the provision of fixed plant items (e.g. cooling towers, chiller
plants and ventilation fans). Appropriate aboveground structures design
including proper landscape and visual design measures would be adopted to ease
the public concern as well as to minimise the potential impacts. The NTD will be decked with a small trough
area which would be provided with noise canopies to minimise the potential
noise impact.
3.1.1
The
EIA process provides a means of identifying, assessing and reporting the
environmental impacts associated
with the construction and operation of the Project based on the engineering
design information available at this stage.
It is an iterative process that has been followed in parallel with the
design process to identify the potential environmental issues of various design
options, and develop alternatives as well as appropriate mitigation measures to
be incorporated into the design, construction and operation of the Project. Public views have also been considered and
incorporated into the design and EIA process where appropriate. Mitigation measures were recommended to avoid some potential
environmental impacts, while others are minimized or mitigated to acceptable
levels.
3.1.2
The
findings of this EIA Study have determined the likely nature and extent of the
following environmental impacts predicted to arise from the construction and
operation of the Project:
·
Air Quality;
·
Airborne Noise;
·
Ground-borne Noise;
·
Water Quality;
·
Sewerage and Sewage Treatment Implications;
·
Waste Management Implications;
·
Land Contamination;
·
Ecology (Terrestrial and Aquatic);
·
Fisheries;
·
Landscape and Visual;
·
Cultural Heritage; and
·
Hazard to life.
Assessment Scope and Key
Criteria
3.2.1
Assessment
of potential air quality impacts on air sensitive receivers (ASRs) arising from
the construction of the Project were conducted in accordance with the criteria
and guidelines as stated in Annexes 4 and 12 of the EIAO-TM as well as the
requirements given in Clause 3.4.3 of the EIA Study Brief. The assessment for
construction dust impact is within 500m study area from the
Project boundary including works sites and works areas.
3.2.2
The rail system to be employed in the Project
will be electric-powered, and air-emission free during normal operation. Train
inspection/maintenance/repairing services will be provided at Ngau Tam Mei
Depot, which would not cause any emission. NRMM (non-road mobile machinery) to
be used in the depot would comply with the prescribed emission standard (i.e.
approved NRMM) with relevant labels under the requirements of the Air
Pollution Control (NRMM) (Emission) Regulation, and limited air emission is
anticipated. The potential air quality
impact during operational phase is considered insignificant and quantitative
assessment is deemed unnecessary.
Construction Phase
3.2.3
Potential
air quality impacts from the construction works for the Project would mainly be
related to construction dust from site clearance, site formation, demolition
works, excavation, tunnelling works (e.g. TBM, cut-and-cover, drill-and-blast
and mining), backfilling, spoil handling, vehicle movement on haul roads within
works area/works sites and wind erosion of the exposed site area. Design control measures and dust suppression
measures such as regular watering during the dusty construction activities,
blasting door and regular watering during blasting operation will be
implemented during the construction of the Project, no adverse construction
dust impact is anticipated. A comprehensive EM&A programme would be
conducted to ensure the proper implementation of measures and the compliance of
AQOs during the construction of NOL.
3.3
Airborne
Noise
Assessment Scope and Key Criteria
3.3.1
Assessment
of potential noise impacts on noise sensitive receivers (NSRs) arising from the
construction and operation of the Project were conducted in accordance with the
criteria and guidelines as stated in Annexes 5 and 13 of the EIAO-TM and the
Noise Control Ordinance (NCO), as
well as the requirements given in Clause 3.4.4 of the EIA Study Brief. The assessment covers the NSRs within 300m
study area from the Project boundary including works sites and works areas.
Construction Phase
3.3.2
The construction noise impacts of the
Project during normal daytime working hours were predicted according to the
plant inventory and construction programme developed by the Project
Engineer. All practicable noise mitigation
measures, including the use of QPME, deployment of construction noise barriers
and enclosures, adoption of quieter construction methods (including use of TBM,
large diameter bored piling, MiC, DfMA, silent piling, rubber head poker
vibrator), as well as sequencing of construction activities and proper
scheduling of works at critical works areas, have been exhausted to minimise
the potential construction noise impacts.
With the implementation of the proposed mitigation measures, the
mitigated noise levels at all NSRs would comply with the construction noise
criterion as set out in EIAO-TM, except that exceedance is
anticipated at a planned school site during examination period. Close liaison with representatives of the planned education institution
/ Examination Authority is recommended to confirm the examination period and
avoid noisy construction activities within such periods. Construction Noise Management Plan(s) (CNMP(s)) should
be prepared based on the best available information before the issue of tender
and the commencement of construction works, subject to the contract arrangement
of the Project and agreement with EPD, with details on the construction method,
plant inventory and recommended noise mitigation measures in order to minimise
the construction noise impact and comply with the EIAO-TM.
Operational Phase
3.3.3
The
noise impact associated with operation of the fixed plant noise sources was
assessed. The predicted fixed plant
noise levels at the representative NSRs would comply with the stipulated noise
criteria based on the calculated maximum allowable Sound Power Levels (SWLs) for the planned
equipment. There would be no residual
fixed plant noise impact with the adoption of the proposed maximum permissible
sound power levels for the planned fixed plant.
3.3.4
The NTD has been designed with a concrete deck
with vertical walls which lined internally with noise absorption materials with
due consideration of engineering and operation constraints to further minimize
the noise nuisance to the NSRs nearby from train operation within NTD. The
small trough section has been minimised as far as practicable and would also be
covered by noise canopies with natural ventilation feature. With such design,
there would be no direct line of sight from any NSRs to the airborne railway
noise sources. Therefore, adverse airborne railway noise impact due to the
operation of the Project is not anticipated.
Assessment Scope and Key
Criteria
3.4.1
Assessment
of potential ground-borne noise impacts on the representative NSRs arising from
the construction and operation of the Project were conducted in accordance with
the criteria and guidelines as stated in Annexes 5 and 13 of the EIAO-TM and
the Noise Control Ordinance (NCO), as
well as the requirements given in Clause 3.4.4 of the EIA Study Brief. The assessment covers the NSRs within 300m
study area from the Project boundary including works sites and works areas.
Construction Phase
3.4.2
Construction
ground-borne noise impacts would mainly arise from tunnel boring machine (TBM)
operation for tunnelling works, as well as PME used for rock breaking/drilling
including breakers and rock drills. Predicted results indicate that the PME and
TBM induced ground-borne noise levels would comply with the daytime criteria at
all representative GBNSRs, while potential exceedance of ground-borne noise
criterion at a planned school site was predicted during examination period due
to TBM operation. Close liaison with representatives of
the planned education institutions is recommended to confirm the examination
period and avoid TBM operation within such periods.
Operational Phase
3.4.3
Predictions
of operational ground-borne railway noise levels at the identified
representative NSRs were performed. The predicted operation
ground-borne noise levels at the representative NSRs were ranged from <20 to
47 and <20 to 33 dB(A) during day/evening and night-time periods
respectively, and would not exceed the statutory noise criteria. In
addition, potential cumulative impacts from the operation of existing rail
lines were considered and no adverse cumulative impact is anticipated.
Assessment Scope and Key
Criteria
3.5.1
The
potential water quality impacts were identified and analysed for compliance
with the prevailing Water Quality Objectives (WQOs) stipulated under the Water
Pollution Control Ordinance (WPCO), the criteria and guidelines stated in
Annexes 6 and 14 of the EIAO-TM.
3.5.2
The assessment area
basically covers 500m from the Project boundary including works sites and works areas, Kam Tin River and River Beas catchment area, inland watercourses and
relevant Water Sensitive Receivers (WSRs) within the Deep Bay Water Control
Zone (WCZ).
Construction Phase
3.5.3
During construction phase, the potential water
quality impacts would arise from the wastewater generated from general
construction activities, construction site run-off, groundwater infiltration
and change in groundwater levels, groundwater from contaminated areas,
contaminated site runoff and wastewater from land decontamination, demolition
works, construction works in close proximity to and in inland water, removal or
diversion of watercourses, removal or filling of ponds, accidental spillage of
chemicals and sewage effluent from construction workforce. Provided that proper site management
practices and the mitigation measures including adequate construction site
drainage, provision of sediment removal facilities, practical groundwater
control measures and chemical toilets would be implemented, no adverse water
quality impact during construction phase would be anticipated.
Operational Phase
3.5.4
The key potential source of water quality impact
during operational phase would be related to non-point source stormwater
runoff, sewage and wastewater effluents.
Adequate drainage system should be provided to collect the stormwater
runoff. Most of the sewage and
wastewater effluents generated from operation of depot, ancillary buildings and
stations would be connected to the public sewerage system and diverted to
public sewers. At some satellite
locations without nearby public sewerage systems (Section 7.6 of the EIA Report
refers), sewage generated will be stored at onsite sewage holding tanks before
being tankered away by competent contractors regularly. With proper design of drainage and sewerage
systems and implementation of the recommended mitigation measures, no adverse
water quality impact during operational phase would be anticipated.
3.6
Sewerage and Sewage
Treatment Implications
Assessment Scope and Key
Criteria
3.6.1
The
impact assessment has been carried out in accordance with the criteria and
guidelines outlined in Annexes 6 and 14 of the EIAO-TM, other relevant guidance
note and practice guide, and the requirements given in Clause 3.4.6 of the EIA
Study Brief.
Operational Phase
3.6.2
The
Project is located within the existing Yuen Long sewerage catchment and the
planned STLMC sewerage catchment.
Existing sewerage systems were identified in the vicinity of KSR(NOL)
and AUT Stations, while the planned sewerage systems in Kam Tin South, Sha Po,
Ngau Tam Mei, San Tin and Kwu Tung North as well as the planned Shek Wu Hui
Effluent Polishing Plant (EPP) and / or planned STLMC EPP were also
identified.
3.6.3
The
proposed sewers will be generally connected to nearby existing or planned
sewerage systems via the proposed terminal manholes to minimise the
construction implications. For locations where there are unavailable existing
or planned public sewerage systems nearby, sewage will be tankered away
regularly by competent contractors. It is anticipated that there are no adverse
impacts to the existing and planned sewerage system due to the Project.
Assessment Scope and Key
Criteria
3.7.1
The potential waste
management implications were assessed in accordance with the criteria and
guidelines stated in Annexes 7 and 15 of the EIAO-TM, and the requirements
given in Clause 3.4.7 of the EIA Study Brief.
Construction Phase
3.7.2
Different
types of waste generated from the Project during construction phase would
include Construction and Demolition (C&D) materials (from construction of
stations, NTD and ABs, TBM tunnels,
drill-and-blast tunnels, mined tunnels and cut and cover tunnels), land-based sediments, general refuse from workforce, and chemical
wastes from the maintenance of construction plant and equipment.
3.7.4
It
is anticipated that approximately 64,530m3
of excavated
land-based sediment would be generated during the construction phase. According
to the available sampling works and laboratory testing results at the time of
the EIA study, approximately 31,180m3 out of total 64,530m3, have been classified and the quantities of different category of
sediment were estimated. For the remaining 33,350m3
sediment, it is
estimated based on the assumption of same/nearby sediment profile of
outstanding sediment sampling location according to the nearby completed
sediment sampling works GI information. The proposed outlet for the remaining
land-based sediment will be subject to the sediment testing results to be
obtained after land resumption. The possibility of reusing excavated sediment
will be subject to the further review during detailed design and construction
stages. With the implementation of the recommended mitigation measures and the
requirements of PNAP No. 252 (ADV-21), no unacceptable environment impacts
would be expected from excavation, transportation and disposal of land-based
sediment.
Operational Phase
3.7.5
The
main waste types generated during the operation of the Project would include
general refuse and chemical waste from the staff, commercial operators and
maintenance activities. The handling,
collection, transportation and disposal practices of the identified waste
generated would follow the current practices at other operating railway
lines. With the implementation of
recommended measures and good practices, it is anticipated that no unacceptable
impacts would arise.
Assessment
Scope and Key Criteria
3.8.1
Potential
of land contamination at the Project boundary including works sites and works
areas were examined. A land
contamination assessment was completed in accordance with the guidelines stated
in the Annex 19 of the EIAO-TM, other relevant guidance note and practice
guide, and the requirements given in Clause 3.4.8 of the EIA Study Brief.
Potential
Land Contamination Issues
3.8.2
Potentially
contaminated land within the Project boundary was identified through the site
appraisal exercise. Based on the site
appraisal results, a total of 121 potentially contaminated sites were
identified with potential land contamination concerns within the Project. A sampling and testing programme,
including the potential hotspots identified within the assessment area, was
proposed and documented in the Contamination Assessment Plan (CAP). As the concerned facilities are still in
operation, there could be change in site activities and land uses within the
assessment area prior to the commencement of construction works which may cause
further contamination issues. Further
site re-appraisal within the whole Project Site, associated SI works and any
necessary remediation action are recommended to be carried out after site
operation has ceased but prior to the commencement of construction works by
means of excavation at the concerned area(s). The
remediation works, if required, should be completed and Remediation Report(s)
(RR(s)) demonstrating the completion of remediation works at the area(s) (if
any) confirmed with contamination will be prepared and submitted to EPD for
approval prior to the commencement of construction works by means of
excavation, except for land remediation works, at the contaminated areas.
3.8.3
The
recommended further works, including the submission of Supplementary CAP(s),
Contamination Assessment Report(s) (CAR(s)) / Remediation Action Plan(s)
(RAP(s)) and RR(s), would need to follow EPD’s Guidance Manual, Guidance Note
and Practice Guide.
3.8.4
With
the implementation of the recommended further works for the concerned areas,
any soil / groundwater contamination would be identified and properly
treated. Land contamination impacts are
therefore considered surmountable to future occupants.
Assessment Scope and Key
Criteria
3.9.1
The
potential ecological impact was evaluated based on available information from
relevant literature and field surveys conducted for the purposes of the EIA,
and assessed in accordance with the criteria and guidelines stated in Annexes 8
and 16 of the EIAO-TM and the requirements
given in Clause 3.4.9 of the EIA Study Brief. The assessment area covers 500m from the Project boundary including works
sites and works areas.
Construction and
Operational Phases
3.9.2
Potential
direct impacts on significant ecological resources, such as Wetland
Conservation Area (WCA), Wetland Buffer Area (WBA), Sha Po Marsh, egretries,
ardeid night roosts (ANR), Tai Lam and Lam Tsuen Country Parks, were
avoided/minimised through adopting underground alignment scheme, optimizing the
Project footprint, and selection of construction method. Through underground tunnelling construction
methods, above-ground works were minimised as far as practical and developed
areas with relatively lower ecological values were also selected as
construction works sites and areas as far as practical to minimise the
ecological impacts on natural habitats.
3.9.3
Disturbance
minimizing measures e.g. phasing of works, establishment of buffer zone,
scheduling of working hours, control of construction runoff and groundwater
infiltration will be implemented to mitigate potential indirect impacts to the
ecological sensitive areas along the alignment such as Country Parks, Kam Po
Road Egretry and ANR, WRCW and fishponds.
3.9.4
For
the bat roost found in a classroom of Pok Wai Public School, mitigation
measures including arrangement of construction works programme, bat inspection
before the commencement of demolition work, installation of bat exclusion
devices and provision of a bat shelter are proposed to avoid and minimize
potential direct injury/mortality of the bats.
A detailed vegetation survey would be conducted at the proposed works
sites/areas, and a Protection and Transplantation Proposal should be prepared
accordingly prior to the commencement of construction works to mitigate
potential impacts on floral species of conservation importance recorded within
the Project footprint. It was estimated
that an area of about 1 ha would be required for the wetland compensation due
to the construction and operation of the Project, and potential wetland
compensation area of about 1.9ha was identified. A Habitat Creation and Management Plan (HCMP)
covering habitat design and construction methods, monitoring protocol with
particular focus on target species, detailed design and implementation details
of the compensatory wetland for the unavoidable direct loss of wetlands with
moderate ecological values or above should be prepared to form the basis of the
proposed compensatory wetland.
3.9.5
With
the implementation of the above recommended mitigation measures, no
unacceptable ecological impacts are anticipated to arise from the construction
and operation of the Project.
Assessment Scope and Key
Criteria
3.10.1 The potential impacts on culture
fisheries were evaluated based on available information from relevant
literature and site inspections on pond culture fisheries resources and
activities within the assessment area conducted for the purposes of the EIA, and
assessed in accordance with the criteria and guidelines stated in Annexes 9 and
17 of the EIAO-TM and the requirements
given in Clause 3.4.10 of the EIA Study Brief.
Construction and Operational Phases
3.10.2 The Project would only involve
land-based construction works within the proposed works site/area. Short-term loss of active and inactive
fishponds of 0.71 and 0.23 ha are anticipated respectively due to at-grade construction
works within the assessment area, while short- and long-term abandoned
fishponds loss are anticipated to be 0.61 ha and 0.13 ha respectively. The active and inactive fishponds areas to be
lost (i.e. 0.06% and 0.02% of fishpond areas in Hong Kong respectively) do not
account for a significant proportion of the total fishponds area in Hong
Kong. The fisheries impacts arising from
the Project is therefore considered minor.
In addition, with the implementation of mitigation measures for
controlling water quality impact, the Project would not cause any unacceptable
water quality impact to adjacent active fishponds near NOL alignment during
construction and operation. Impacts on
groundwater table, and indirect impacts due to noise and vibration are
anticipated to be insignificant. Overall, no unacceptable fisheries impact is
anticipated from the Project.
Assessment
Scope and Key Criteria
3.11.1
The
assessment evaluated the impacts to landscape resources and visual sensitive
receivers (VSRs) according to EIAO GN 8/2010 and
the criteria and guidelines stated in the Annexes 10 and 18 of EIAO-TM
respectively, and the requirements given in Clause 3.4.11 of the EIA Study
Brief.
Construction
and Operational Phases
3.11.2
The
Project is an underground railway corridor, with limited aboveground structures
including stations, ancillary buildings and depot. Potential landscape and visual impacts were
therefore minimised and confined to aboveground works only.
3.11.3
The
key sources of impact during construction phase are from activities associated
with the construction of the aboveground structures within the works sites and
works areas of the Project. The surface
works would inevitably affect existing landscape resources such as trees. Potential impacts were considered during the
preliminary design of the Project to minimise works sites and works areas in
order to avoid direct impacts on significant landscape resources. Neither Registered Old and Valuable Trees (OVTs)
nor rare and protected species will be affected by the Project, and the
affected trees are mainly common tree species.
It is estimated that 4,411 nos. of trees (excluding 712 nos. of
undesirable tree species) would be potentially affected by the proposed works,
in which approximately 1,522 removed trees and 45 transplanted trees within
permanent boundary under MTRCL’s future maintenance. Opportunities for tree
compensation have been fully explored and incorporated in the proposed
mitigation measures as much as practicable during the course of EIA study where
potential sites for on-site and off-site tree compensation were
identified/studied in consultation with relevant stakeholders (relevant
government departments including DEVB, ArchSD, HA/HD, HyD, LCSD, AFCD, CEDD and
LandsD etc.). Exact number of trees to
be retained, transplanted and felled and associated compensation proposal would
therefore be further explored with the consideration of available areas for tree
planting and operation constraints during the preparation of detailed Tree Preservation and Removal Proposals (TPRPs) in
accordance with LAO Practice Note 6/2023 to be submitted to relevant government
departments in later stage of the Project with an aim to achieve a tree
compensation ratio of 1:1 in terms of number as far as practicable.
3.11.4
Given
that some of the stations, including the AUT Station, NTM Station, SAT Station
and KTU(NOL) Station, as well as associated above ground railway facilities and
structures, are proposed with the consideration of the planned developments
while the KSR(NOL) Station is within the existing railway related landuse, it
is considered that the Project would not conflict with current and future
statutory town plans of the areas. In
addition to the adoption of aesthetic architectural and green design of the
aboveground structures, potential visual impact arising from these structures
would be acceptable.
3.11.5
Although
the Project will have certain adverse landscape and visual impacts, they will
be mitigated as far as practicable by appropriate mitigation measures including both on-site and off-site
compensatory planting. In view of the
above, it is considered that, with the implementation of the appropriate
mitigation measures, the overall residual landscape impacts are minimised to
marginally acceptable level, and the overall residual visual impacts are
minimised to acceptable level during the construction and operational phases of the
Project.
Assessment Scope and Key
Criteria
3.12.1 The potential impact on cultural
heritage was assessed in accordance with relevant guidelines and the criteria
stated in Annexes 10 and 19 of the EIAO-TM.
The assessment area
covers 500m from the Project boundary including works sites and works areas.
Built Heritage
3.12.2 A desktop literature review and
field surveys were conducted to establish built heritage baseline
condition. A total of 40 built heritage
either granted a declared monument status or
with confirmed/proposed grading and 180 other identified items were identified within 500m assessment
area. No direct impact is anticipated on
any built heritage either granted a declared monument status or with
confirmed/proposed grading during the construction and operation of the Project. Direct impact on two other identified items
is anticipated due to the demolition of Fung Kat Vegetable Marketing
Co-operative Society Ltd. and Pok Wai Public School. Cartographic and photographic record, and
other documentation means (including 3D scanning), should be carried out for
these items prior to the commencement of the construction works at the
respective locations and the record should be shared with AMO for record
purposes and future use, such as research, exhibition and educational
programmes.
3.12.3 There may be potential indirect
vibration impact on the other identified item (i.e. San Yau Vegetable Marketing
Co-operative Society Ltd.) due to close proximity to the works sites. Monitoring of ground-borne vibration, tilting
and ground settlement is proposed for the built heritage that may be
impacted by ground-borne vibration, tilting and ground settlement under
Buildings Ordinance. As the access roads of San Yau
Vegetable Marketing Co-operative Society Ltd. will fall within the project
works site for NTD, temporary change of access may be required. A safe access route should be maintained for the
users of the Society to ensure they can operate as usual. With these measures in place, it is
anticipated that the Project would have no adverse impacts on the identified
items during construction phase.
Archaeology
3.12.4 Archaeological field survey was
conducted as part of the EIA study intended to confirm those areas of uncertain
archaeological potential identified in the at-grade Project’s works sites and
works areas. In the survey and excavation area, a
total of six locations were investigated, and 13 archaeological test pits were
excavated in three of them. All test pits were 2 meters by 1 meter in
size with rectangular
shape. All excavation was conducted until reaching the sterile
layer as much as possible to obtain comprehensive information. Based on the results of this survey, it is
confirmed that Pok Wai Survey Area, Long Ha Tsuen Survey Area, the north of NTM
Station, north of SAT Station, Ki Lun Tsuen Survey Area and Pak Shek Au Survey Area
have low or no archaeological potential.
3.12.5
Based on the desktop review, the archaeological
field survey conducted between April and June 2023, additional survey
information and archaeological impact assessment from recent project and
archaeological prediction modelling, a total of two areas with moderate
archaeological potential and 21 areas with high archaeological potential are
identified within the 500m assessment area.
Among these 23 archaeological potential areas, three of them have
encroached onto the at-grade Project area.
The encroached areas are constituting to three archaeologically
sensitive areas (ASA) that required to be further surveyed/studied, namely Mai
Po Lung (South) ASA, Long Ha ASA and Ngau Tam Mei ASA.
3.12.6
Long Ha ASA and Ngau Tam Mei ASA are located in
the at-grade Project Areas, which include the north of AUT Station, and south
of NTM Station and NTD. Considering
their high archaeological potential and potential direct impact to archaeology,
survey-cum-excavation is proposed at these areas after land resumption and
before the commencement of site formation and construction works, in order to
fully retrieve archaeological data.
Further archaeological investigation should be conducted on NTM-TP3
after land resumption and before the commencement of site formation and
construction works in order to yield adequate archaeological information.
3.12.7
For the sake of satisfying licence requirements
and provide a more comprehensive analysis on the archaeological potential
within the Licence Area, future archaeological survey is recommended on the
south of SAT Station after land resumption and before commencement of site
formation and construction works.
3.12.8
Mai Po Lung (South) ASA is located in the
at-grade Project works site and works area to the northwest of SAT
Station. Considering that the ASA has
experienced some level of modern disturbance yet there might be archaeological
deposits as suggested in past discoveries, archaeological watching brief is
thus recommended to be carried out during the course of excavation works.
3.12.9
If antiquities or supposed antiquities under the
Antiquities and Monuments Ordinance (Cap. 53) are discovered during the
construction phase, the project proponent is required to inform AMO immediately
for discussion of appropriate mitigation measures to be agreed by AMO before
implementation by the project proponent to the satisfaction of AMO.
3.13
Hazard to
Life
Assessment Scope and Key
Criteria
3.13.1 The hazard to life assessment is
conducted in accordance with the criteria and guidelines as stated in the
requirements given in the Clause 3.4.13 of the EIA Study Brief, as well as
Annex 4 of the EIAO-TM.
Potential Hazard to Life
Issues
3.13.2
Given that Au Tau Water Treatment Works (ATWTW)
has been delisted from Potentially Hazardous Installation (PHI) Registers
according to the latest information, and thus there would not be any
hazard-to-life concerns due to the operation of ATWTW.
3.13.3
Within the entire alignment of about 10.7km,
only a 1.1km long tunnels would be constructed by drill-&-blast (D&B)
and mined tunnelling methods which would require the use of explosives. To ensure timely delivery of explosives to
blasting site and maintain the construction process, a temporary explosive
magazine site at Tai Shu Ha (Yuen Long), which had been formerly operated as the
magazine site for the tunnel construction works of MTRCL’s
the Hong Kong Section of Guangzhou-Shenzhen-Hong Kong Express Rail Link
(approved EIA
Report with Register No.: AEIAR-143/2009 refers) and CEDD’s
Liantang/Heung Yuen Wai Boundary Control Point project (approved EIA Report with Register
No.: AEIAR-193/2015 refers), for overnight storage of explosives is
required.
3.13.4
The temporary magazine site at Tai Shu Ha (Yuen
Long) would follow the relevant design requirements in terms of sufficient
separation distances and the design of the storage facilities. Review findings
indicated that the associated risk for the operation of temporary magazine site
would be insignificant.
3.13.5
With proper design and maintenance of the
blasting face and provision of blast door or cover, in addition to the fact
that the blasting would be connected inside the tunnel section and with the
blast cover shut, the associated risk would be well within the acceptable
region during the use of explosives at the D&B tunnel section.
3.13.6
For the storage and transportation risk, a
preliminary review found that there is mainly low-density population within the
100m influence zones. However, since the
number of buildings is noticeable, QRA was conducted and the risk for Overnight
Storage of Explosives and Transport of Explosives slightly enter the “ALARP”
region.
3.13.7
The
assessment results for cumulative risk from storage, transportation and use of
explosives show that the criterion of Annex 4 of the EIAO-TM for Individual
Risk are complied. For the societal risk, although the societal risk for use of
explosives entered the “ACCEPTABLE” region, the result for storage and
transportation of explosives slightly entered the “ALARP” region. Hence, the
societal risk lies within the “ALARP” region.
A Cost-Benefit-Analysis (CBA) was therefore conducted to study the
cost-effectiveness of different measures and justified mitigation measures have
been recommended. It is still recommended to implement all the best practices
to minimize the risk even further.
4
Environmental
Monitoring and Audit
4.1.1
The
EIA Study of the Project has demonstrated its compliance with the EIAO-TM
requirements. Actual impacts during the
construction works will be monitored through a detailed EM&A programme. Full details of the programme are presented
in a separate EM&A Manual associated with the EIA Report. The EM&A programme will provide
management actions and detail the recommended mitigation measures to check the
effectiveness of the recommended mitigation measures and compliance with
relevant statutory criteria, thereby ensuring the environmental acceptability
of the construction and operation of the Project.
5.1.1
This
EIA Study assessed the overall acceptability of the environmental impacts
likely to arise as a result of the construction and operation of the Project,
in accordance with the EIA Study Brief (No. ESB-346/2021), EIAO-TM and other relevant
guidelines and criteria. It has
demonstrated the protection of the population and environmentally sensitive
resources and the acceptability of any possible environmental impacts from the
Project. The findings of EIA Study
indicated that, with the implementation of the recommended mitigation measures,
the Project would be environmentally acceptable and in compliance with the
relevant assessment standards / criteria of the EIAO-TM. Where appropriate, EM&A mechanisms were
recommended to verify the environmental acceptability of the Project and to
check the effectiveness of the recommended mitigation measures.
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