2
PROJECT
DESCRIPTION
2.1
Site Location and History
2.1.1
The
NOL is one of the seven railway schemes recommended to be taken forward under
the RDS-2014. The Project is
located in the northern part of the New Territories, connecting the EAL and the
TML. 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§ (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 at 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 mainline 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
preferred alignment together with the proposed stations and ABs are shown in Figure
Nos. C1603/C/NOL/ACM/M50/301
- 304.
2.2.2
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.
Environmental Benefits of the Project
2.2.3
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
2.2.5
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.
2.2.6
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
2.2.7
The
Project is crucial to unleash the development potential of the largely under
utilised 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.
2.2.8
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 which includes Government, Institution or Community
(GIC) uses, agricultural lands, low-rise residential developments and villages,
and brownfield sites. 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.
2.2.9
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
2.2.10
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.
Scenario ※With§ the Project
2.2.11
The
Project connects the EAL and the TML, offering residents a more efficient and
environmentally friendly railway transport system. By diverting more commuters to
rail-based transport, the vehicular emissions and road traffic noise due to the
existing road traffic would be reduced, cultivating a greener environment. The Project also serves the transport
need of the planned and potential NDAs in the vicinity of the Project.
2.2.12
The
economic benefits accrued to transport infrastructure is generally measured in
terms of time saving to road users.
It is estimated that the Project would save the public a cumulative
total of about 490 million hours over 50 years of operation, the corresponding
economic benefits of which are estimated to be about $47 billion in 2015
prices. It should be noted that the
benefits have yet to take into account the potential additional population
brought about by the NOL through unleashing the development potential of the
land along its alignment. Various
infrastructure projects and new development areas will be completed along the
alignment. This will stimulate
economic growth and enhance cross-boundary movement, thereby providing new
impetus for development and creating a land of possibilities.
Scenario ※Without§ the Project
2.2.13
Without
the Project, the passengers will mainly rely on road-based transport for
travelling in and out of the Northwestern New Territories, leading to unfavourable transport condition for the residents in the
area concerned and a missed opportunity to alleviate air and noise pollution
associated with road-based transport.
2.2.14
The
traffic loading on existing roads is expected to increase continuously along
with the planned developments in the vicinity of NOL and that may cause
potential congestion during the peak hours. Without the Project, the residents and
visitors need to spend more road journey time and that may weaken the economic
and development benefits brought by the Northern Metropolis.
2.3.1
The
Project comprises the following key elements:
﹞
approximately
10.7km of underground railway line between KSR(NOL) Station and KTU(NOL)
Station;
﹞
five
new stations, namely KSR(NOL) Station, AUT Station, NTM Station, SAT Station
and KTU(NOL) Station;
﹞
seven
ancillary buildings which serves as EAP/EEP/VB;
﹞
a
depot at Ngau Tam Mei (i.e. NTD); and
﹞
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.
2.3.2
Apart
from the above key elements, a temporary explosive magazine site at Tai Shu Ha (Yuen Long), a temporary concrete batching plant at San Tin, supporting works
sites/areas and access roads will be required to support the construction of
the Project. A temporary tree
nursery area with minor setup works (e.g. fencing erection and irrigation pipes
installation) will also be included for the transplanted/compensatory
trees. No environmental impact
arisen from the temporary tree nursery area is therefore anticipated. The
information presented below is a summary available from the preliminary design
and will be subject to further study at the detailed engineering design stage.
Overall Alignment
2.3.3
The
Project alignment involves a railway line of approximately 10.7 km long linking
a new KSR(NOL) Station adjacent to the existing KSR(TML) Station with the new
KTU(NOL) Station via three interchange / intermediate stations at SAT, NTM and
AUT, together with supporting facilities for stabling and maintenance in NTD,
and ancillary buildings to support railway operation.
2.3.4
From
the KSR(NOL) Station, the underground alignment runs north and crosses under
Kam Tin River, Kam Tin Road roundabout and Kam Tin Low Flow Pumping
Station. The underground alignment
then continues running through Sha Po Tsuen Road and then curves north passing
Sha Po Marsh toward AUT Station which will be situated adjacent to the
planned Sha Po Public Housing
Development. After the AUT Station,
the underground alignment curves away from San Tam Road towards Ngau Tam Mei
passing under Kai Kung Shan at Lam Tsuen Country Park (LTCP) near Long Ha. After the NTM Station, the underground
alignment passes under Ngau Tam Mei Road and curves north-east towards Tam Mei
Shan and then reaches the SAT Station.
The underground alignment then continues northwards connecting the
underground KTU(NOL) Station at the future town centre of KTN NDA. The Project will pass through private
lots, residential and commercial developments, hilly terrain, wetlands and
agricultural land, etc along its underground
alignment.
2.3.5
The
Project is an underground railway to be operated with a maximum of 8-car train,
supported by an aboveground depot proposed at Ngau Tam Mei. The NTD will be decked with a small
trough area which would be provided with noise canopies with due consideration
of ventilation requirements for tunnel portal. The overall alignment of the Project and
the station locations are shown in Figure No. C1603/C/NOL/ACM/M50/301 with the vertical profile of the alignment illustrated in Appendix 2.1.
Stations and Depot
Kam Sheung Road (KSR) Station (NOL)
2.3.6
The
proposed KSR(NOL) Station is located adjacent to the existing KSR(TML) Station
with adjacent Grand Mayfair and KSR Property Development Package 2 located to
the west and east respectively.
Towards the south on the other side of Tung Wui
Road is Kam Tin South Public Housing Development Site 1 which includes GIC uses
as well.
2.3.7
The
KSR(NOL) Station structure will be below ground with concourse located at
ground level, providing connection to the adjacent KSR(TML) Station concourse,
and platform and mezzanine levels located underground. Localised Back
of House (BOH) and ventilation structures on aboveground level will also be
provided. The KSR(NOL) Station
concourse will be connected to the existing station providing direct
interchange circulation between the two railway lines (i.e. TML and NOL) at
concourse level without unnecessary extended travel.
Au Tau (AUT) Station
2.3.8
The
proposed AUT Station will situate along the edge between the railway reserve
zoned as ※Other Specified Uses§ annotated ※Railway Reserve§ and an area zoned
※Residential (Group A)§ (※R(A)§) and ※Government, Institution or Community§
(※G/IC§) for the planned Sha Po Public Housing Development and the associated
GIC facilities. It is the open area
on the eastern side of the San Tin Highway/San Tam Road which provides
opportunity of natural ventilation for the at-grade concourse at the station
enabling the achievement of sustainable design initiatives.
2.3.9
The
proposed AUT Station will be below ground, with concourse in the form of a
pavilion located at ground level, and platform and mezzanine levels located
underground. Localised
Back of House (BOH) and ventilation structures on aboveground level will also
be provided.
Ngau Tam Mei (NTM) Station
2.3.10
The
present land use near the proposed NTM Station is predominantly rural
settlements and low-rise residential units. There are Green Belt areas with
permitted burial grounds. To the
west of the NTM Station is San Tin Highway and San Tam Road which connects to
the station location by Chuk Yau Road.
2.3.11
The
proposed NTM Station will be below ground, with concourse in the form of a
pavilion located at ground level, and platform and mezzanine levels located
underground. Localised
BOH and ventilation structures on aboveground level will also be provided.
San Tin (SAT) Station
2.3.12
Based
on the San Tin / Lok Ma Chau Development Node (STLMC DN), the location of the SAT Station will be at
a specified location within the planned STLMC DN. The station is proposed to be directly
below the planned road to minimise the interface with the adjacent planned
developments.
2.3.13
The
proposed SAT Station will be below ground with entrances located at ground
level within the development sites of STLMC DN. The concourse level will be provided
directly above the platform level, which is below the road and its junction and
enables potential connectivity to the basement of adjacent developments as
required by Planning Department (PlanD). Localised BOH
and ventilation structures on aboveground level will also be provided
Kwu Tung (KTU) Station (NOL)
2.3.15
The
entrances of the proposed KTU(NOL) Station will be located at ground level
within area zoned ※Open Space§ of KTN NDA while the concourse and platforms
will be located underground.
Ngau Tam Mei Depot (NTD)
2.3.16
The
proposed depot with a footprint of about 11.6 ha will be located at the
existing Ngau Tam Mei brownfield cluster sites to the north of LTCP. NTD will provide maintenance services
including train car internal cleaning and external cleaning, routine
inspection, light maintenance, heavy maintenance and boogie inspection. Apart from the maintenance services, NTD
will also accommodate stabling berths for electric multiple unit (EMU) trains
and engineering trains.
2.3.17
The
NTD connection tracks will bifurcate from the crossover in mainline between PWA
and LHA, and approach to NTD from the south end. The NTD has been designed with
concrete deck and vertical walls to avoid noise nuisance to the NSRs nearby
from train operation within NTD. In
addition, the internal surfaces of NTD would be lined with noise absorption
materials with due consideration of engineering and operation constraints to
further minimise the noise nuisance. The trough area has been minimised to satisfy fire services requirement, and would
also be covered by noise canopies with natural ventilation feature.
Ancillary Buildings
2.3.18
There
will be a total of seven ancillary buildings (ABs) required for ventilation and
emergency access/egress along the alignment. A summary of ABs is presented in Table
2.1 with their locations shown in Figure No. C1603/C/NOL/ACM/M50/301.
Table 2.1 List
of Ancillary Buildings
|
Ancillary Building
|
Function(1)
|
Proposed Location
|
|
Shui Mei Road Ancillary Building (SMA)
|
EAP/EEP/VB
|
It
will be located next to the existing Park Yoho Tower 8 and the planned school
in the G/IC site on the east.
|
|
Pok Wai Ancillary Building (PWA)
|
EAP/EEP/VB
|
It
will be located at a site with an abandoned school and outside a CA. As the site is located at more than
100m offset from the mainline tunnel, two mined / drill & blast adits
were proposed to connect PWA to the crossover in the underground at the
mainline tunnel.
|
|
Long Ha Tsuen
Ancillary Building (LHA)
|
EAP/EEP
|
As the tunnel alignment is under CA, the
aboveground building was proposed to be located at about 60m offset from the
mainline tunnels to minimise direct impact on CA.
LHA
will be connected to the tunnels by adits to be constructed underground.
|
|
San Tin Ancillary Building (SNA)
|
EEP/VB
|
It
will be located at the end of bifurcation box at the north of SAT station and
crossover box.
|
|
Ka Lung Road Ancillary Building (KLA)
|
EAP/EEP
|
With
the consideration of maximum distance requirements measured from station
platform end and SNA at bifurcation box toward north as limited by green belt
area, KLA will be located in the government land under the Outline Zoning
Plan of STLMC DN and surrounded by permitted burial ground in three sides.
|
|
Kwu
Tung Road Ancillary Building (KTA)
|
EAP/EEP/VB
|
Owing
to the limited area in the amenity area and potential road widening of Fanling Highways in this area, the KTA combined with
ventilation building was proposed to be offset from the tunnel alignment and
located in the Logistics, Storage and Workshop land (LSW) under the Outline
Zoning Plan of STLMC DN, next to the CA and the permitted burial ground.
|
|
Pak
Shek Au Ancillary Building (PAA)
|
EAP/EEP
|
PAA
was proposed to be located at government land area under the Outline Zoning
Plan at the west of Kwu Tung North New Development
Area (KTN NDA).
|
Note:
(1)
EEP
每 Emergency Egress Point; EAP 每 Emergency Access Point; VB 每 Ventilation
Building.
Temporary Explosive Magazine Site
2.3.19
A
short section of about 1.1km of crossover and connecting tracks between PWA and
LHA, and NTD would be constructed by drill-&-blast (D&B), mined and
cut-and-cover tunnelling methods for the required excavation profiles to suit
local geological ground conditions.
A temporary explosive magazine site located at Tai Shu Ha (Yuen Long),
which had been formerly operated as the magazine site for the tunnel
construction works of MTRCL＊s the High Speed Rail (Hong Kong Section) (HSR) (formerly named as
※the Hong Kong Section of Guangzhou-Shenzhen-Hong Kong Express Rail Link
(XRL)§) (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), is therefore proposed for overnight explosives storage to support the
excavation by blasting for the Project.
The location of the temporary explosive magazine site is shown in Figure No. C1603/C/NOL/ACM/M50/304.
Works Area(s) / Site(s) and Their Locations
2.3.20
In
the context of the EIA study, works areas/sites were defined according to the
nature of their uses during the construction of the Project. Works site(s) refer to the areas for
temporary construction activities that would involve construction works on site
(e.g. site formation, foundation works, excavation, and construction of
stations and ABs), while works area(s) refer to areas for the provision of site
office and storage of materials, etc in supporting
the construction of the Project.
Areas beyond works sites and works areas but within scheme boundary,
there would be transient and localised activities
such as Temporary Traffic Management Scheme (TTMS), which would not cause any
significant environmental impacts.
The locations of works sites/areas are shown in Figure Nos. C1603/C/NOL/ACM/M50/306
to 318.
Construction Programme
2.3.21
The
construction works of the Project are anticipated to commence tentatively in
2025 for completion in 2034. A
preliminary construction programme for the Project is
provided in Appendix 2.2. The construction elements
of the Project were identified based on the available preliminary design
information and will be subject to further refinement during the subsequent
design stage.
2.4
Consideration
of Alternatives/Options
2.4.2
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.
2.4.3
The
sections below present the consideration of the alternatives/options of the
Project＊s elements and construction methodologies.
Alignment Options
2.4.4
The
Project alignment has a number of pre-determined items that cannot be changed.
These include the preferred locations of KSR(NOL) Station and KTU(NOL) Station
that should be located adjacent to the existing KSR (TML) Station and KTU (EAL)
Station acting as interchange stations.
Various environmental constraints had also been identified and
considered in developing the preferred alignment scheme. The following alignment options were
identified:
﹞
Option A is the elevated scheme;
﹞
Option B is the scheme shown in the Project Profile (PP scheme); and
﹞
Option C is an underground scheme
(Preferred Alignment Option).
Option A 每 Elevated
Scheme
2.4.5
This
scheme was similar to that recommended in Railway Development Strategy 2014, of
which the alignment was mostly on viaduct from KSR(NOL) Station to NTM Station,
at grade at SAT Station and underground between SAT Station and KTU(NOL)
Station. It was mentioned that the Elevated Scheme would result in major land issue
and significant environmental impacts on ecology, noise and landscape and
visual.
Option B 每 PP Scheme
2.4.6
To
minimise the major land issues and significant environmental impacts associated
with the Elevated Scheme, an alternative alignment scheme was investigated to
replace the viaduct sections formerly proposed in the Elevated Scheme by
tunnels. However, the extents of
viaduct and tunnel were not confirmed during the preparation of the PP and
subject to further studies during the preliminary design for NOL.
Option C 每 Underground Scheme
2.4.8
The
different alignment options are presented in Figure No. C1603/C/NOL/ACM/M50/320.
Consideration of
Alignment Options
2.4.9
To
assess the suitability of the alternative alignment options, a range of
environmental, engineering, safety and general community disruption
considerations were developed, which are presented in Table 2.2, to
facilitate the selection of preferred alignment.
Table 2.2 Considerations
and Constraints for Alignment Option Selection
|
Considerations
|
Description
|
|
Engineering
Factors
|
|
Implementation Programme
|
Minimisation of construction period. Shorter construction period would be
preferable as it could minimise disruption period to the community
|
|
Constructability
|
Practicality
in constructing the tunnel, station and ancillary building structures
|
|
Construction /
Operational Safety, Flexibility and Maintenance Requirements
|
A number of safety, flexibility and
maintenance requirements in the design and construction of railway lines
constrain certain alignment options. The considerations included
but not limited to:
﹞
Operational
flexibility;
﹞
Ease of fire fighting and evacuation;
﹞
Flexibility for
stabling requirement;
﹞
Easy for maintenance;
and
﹞
Ability for future
extensions.
|
|
Land
acquisition
|
Minimisation of affected areas to
avoid disruption to local community
|
|
Environmental
Factors
|
|
Terrestrial
Ecology
|
Avoid
direct impact and minimise 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)
|
|
Other Environmental considerations
|
Avoidance/Minimisation
of
﹞
Airborne and
ground-borne noise impact associated with the train movements;
﹞
Landscape and visual
impact associated with the above-ground structures;
﹞
Impact on any
significant landscape resources; and
﹞
Direct/indirect impact
on graded historic buildings and known Archaeological Sites
|
|
Other Factor
|
|
Community Disruption
|
The potential nuisance of construction works
arising from the Project should be
minimised as far as practicable to minimise the disturbance to the community.
|
2.4.10
After
evaluating the pros and cons of the alignment options as presented in Table
2.3, Option C 每 Underground Scheme was selected as the preferred option
with minimum environmental impacts anticipated.
Table 2.3 Comparison
of Alignment Options
|
Considerations
|
Option A 每 Elevated Scheme
|
Option B 每 PP Scheme
|
Option C
每Underground Scheme
(Preferred
Option)
|
|
Engineering Factors
|
﹞ Largest size of private land resumption due
to land requirement for the construction of viaduct
﹞ Relatively less complex in
constructability and shorter construction period than underground schemes
﹞ Relatively easier for maintenance
﹞ Limited flexibility for future
extension
|
﹞ Relatively less land resumption than
Option A as Option B was intended to minimise viaduct sections
﹞ More complex in constructability than Option A
due to uncertainty of ground condition during tunnelling and longer
construction period
﹞ Ancillary buildings as EAP/EEP/VB are required
for the tunnel sections
﹞ Uncertain ability for future extension
|
﹞ Relatively less land resumption than
Option A
﹞ More complex in constructability than Option A
due to uncertainty of ground condition during tunnelling and longer
construction period
﹞ Less interface issues with adjacent developments
﹞ Ancillary buildings as EAP/EEP/VB are required
for the tunnel sections
﹞ Ability to include future extensions
|
|
Environmental Factors
|
﹞ Significant wetland loss and impact to adjacent
wetland
﹞ Substantial land and time required for wetland
compensation
﹞ Significant impact to Kam Po Road Night Roost
& Egretry during construction
﹞ Cumulative impact to Kam Po Road Night Roost
& Egretry during operation
﹞ Direct impact to Sha Po Marsh and Four-spot
midget damselfly
(Near-threatened species in
International Union for Conservation of Native Red List)
﹞ Higher impact to wetland-dependent birds,
herpetofauna & dragonflies utilising West Rail Compensatory Wetland
(WRCW), and Water Birds utilising Kam Tin Drainage Channel
﹞ Higher airborne
rail noise expected along the alignment
﹞ Higher
landscape and visual impact from the viaduct structure and associated site
foundation works
﹞ No direct
impact to graded historic
buildings and known Archaeological Sites
|
﹞ Less wetland loss and wetland compensation
comparing to the Option A.
﹞ Significant direct / indirect impact to Kam Tin River and Kam Po
Road Night Roost & Egretry from cut and cover
works for the crossover at the north of KSR(TML) Station.
﹞
Indirect
impact to Sha Po Marsh and Four-spot midget damselfly
﹞ Minimised the impact to wetland-dependent birds,
herpetofauna & dragonflies utilising WRCW, and Water Birds utilising Kam
Tin Drainage Channel
﹞
Less impact from Airborne Railway Noise
﹞
Less landscape and visual impact
﹞
Ground-borne noise impact arising from tunnelling
works and railway operation
﹞
No direct impact to graded histroic buildings and known Archaeological Sites
|
﹞
Same as
Option B, except that
∫ Option C has less direct / indirect impact on Kam
Tin River and Kam Po Road Night Roost & Egretry
due to removal of crossover at the north of KSR(TML) Station;
∫ Option C
alignment will partially encroach onto
LTCP(1) where will have underground works only;
∫ Option C
alignment will minimise the affected landscape areas and minimise the visual
impact by minimising above ground structures .
|
|
Other Factors
|
﹞
Relatively shorter construction period, but larger
areas of disruption to general public due to viaduct works
|
﹞
Relatively longer construction period, but
localised areas (i.e. the sites of
Stations, ABs and Depot) of disruption to general public
|
﹞
Similar to Option B
|
Note:
(1)
A
railway track system of scissor crossover would be installed between AUT and
NTM Stations to enable the train on one track to cross over to the other. The
scissor crossover and the intersection between mainline and adits from LHA
would be constructed in underground tunnels requiring minimum cover of
competent rock mass of not less than half of the underground tunnel span. In
view of the topography of the existing slope and envisaged rockhead profile, it
would not be feasible to adjust the location of tunnels towards the downhill
side fully outside LTCP, as the depth of effective rock cover was insufficient
to satisfy the above-mentioned requirement. Although alignment will partially
encroach onto LTCP, the section of alignment in concern will be underground
with no direct environmental impacts on LTCP.
Station Options
KSR(NOL) Station and Crossover
2.4.11
The
preferred location of KSR(NOL) Station will be located adjacent to the existing
KSR(TML) Station and will act as an interchange station. The KSR(NOL) Station would be aligned
with the existing KSR(TML) Station to facilitate direct interchange circulation
between the two railways on concourse level without unnecessary extended
travel. The crossover at the
KSR(NOL) Station will allow trains to swap the operation direction.
2.4.12
Two
options of KSR (NOL) Station location were identified and are illustrated in Figure
No. C1603/C/NOL/ACM/M50/320. The preferred scheme was
selected based on the similar consideration factors presented in Table 2.2. The two options of the station
configuration are shown below:
﹞
Option
B 每 KSR(NOL) Station with Crossover South
2.4.13
Option
A was the station configuration for PP alignment scheme. The crossover was intended to be
constructed at the north of KSR(NOL) Station. As the crossover would be constructed by
cut-and-cover method, the construction site would encroach Kam Tin River and
WRCW and cause direct impact to Kam Po Road Night Roost. Significant water quality and ecological
impact is also anticipated.
2.4.14
Option
B is an improvement scheme aiming to minimise the environmental impacts arising
from Option A. In Option B, the
crossover is located at the south of KSR(NOL) Station. The advantage of this option is to
minimise the construction works on Kam Tin River and WRCW, and the associated
impact to Kam Po Road Night Roost.
2.4.15
With
the avoidance of major ecological impacts and water quality impact to Kam Tin
River, Option B of KSR(NOL) Station configuration was selected as the preferred
option. A summary of option
comparison is presented in Table 2.4 below.
Table 2.4 Comparison of
Options for KSR(NOL) Station Configuration
|
Considerations
|
Option A - KSR Station with Crossover North
|
Option B - KSR Station with Crossover South
(Preferred Option)
|
|
Engineering Factors
|
﹞ Construction works required within Kam Tin River and restricted to dry season only
﹞ Programme constraints due to works in proximity
to Kam Po Road Night Roost and Egretry
﹞ Longer construction duration
|
﹞ No programme constraints due to
ecological concerns and construction works (except grouting works) at the Kam
Tin River.
﹞ Shorter construction duration
|
|
Environmental Factors
|
﹞ Wetland loss due to crossover construction
﹞ Additional land and time required for wetland
compensation
﹞ Impact to Kam Po Road Night Roost & Egretry
﹞ Water quality impact due to works within Kam Tin
River
|
﹞ Avoid impact to WRCW, and Kam Po Road Night Roost
& Egretry
﹞ Avoid water quality impact to Kam Tin River
﹞
Slight visual impact due to additional service
building
|
AUT Station
2.4.16
Two
proposed locations for AUT Station were identified at AUT South (i.e. Option A)
and AUT North (i.e. Option B).
2.4.17
The
land uses near AUT South include
medium-rise residential development, i.e. Park Yoho, agricultural lands, fish
ponds, brownfield sites and Sha Po Tsuen, a few future development lots for GIC
and residential uses on the east and an ecological enhancement area on the west
of the station. Option A is
situated on a location abutting the planning areas of both the Nam Sang Wai OZP
No. S/YL-NSW/8 and the Draft Kam Tin North OZP No. S/YL-KTN/10. The areas of the station and its
surrounding areas are mainly covered by ※Road§, ※CDA§, ※Government or
Institution or Community (※G/IC§)§, ※Open Space§ (※O§), ※Open Storage§ (※OS§),
※I(D)§ and ※V§ zones.
2.4.18
AUT
North, i.e. Option B, situated along the edge between the
railway reserve zoned as ※Other Specified Uses§ annotated ※Railway Reserve§ and
an area zoned ※Residential (GroupA)§ (※R(A)§) and
※Government, Institution or Community§ (※G/IC§) rail corridor defined as Other
Specified Uses (OU) and the rezoned industrial (Group D) for the planned Sha Po
Public Housing Development and the associated GIC facilities. It is an open space
on the east side of San Tin Highway/San Tam Road which provides opportunity of
natural ventilation for the at-grade concourse at the station enabling the
achievement of sustainable design initiatives.
2.4.19
Two options of station location are illustrated in Figure No. C1603/C/NOL/ACM/M50/320. Option B was selected as the
preferred option of station location for a better catchment in view of a higher
estimated population at the planned Sha Po Public Housing Development and the
future nearby developments. A summary of option comparison is presented in Table 2.5 below.
Table 2.5 Comparison
of Options for AUT Station Location
|
Considerations
|
Option A 每 AUT South
|
Option B 每 AUT North
(Preferred Option)
|
|
Engineering Factors
|
﹞ More complex in constructability due to interface
with Park Yoho
﹞ Interface with Agriculture, Fisheries and
Conservation Department (AFCD) Au Tau Fisheries Office required
|
﹞ Better catchment in view of the planned Sha Po
Public Housing Development and the future nearby developments
﹞ Avoid interface with Park Yoho and AFCD Au Tau
Fisheries Office
﹞ Better accessibility to adjacent developments
|
|
Environmental Factors
|
﹞ Higher construction noise impact to existing
sensitive receivers at Park Yoho.
|
﹞ Less construction noise impact to existing
sensitive receivers.
|
SAT Station
2.4.20
The location of SAT Station will be
within the planned STLMC DN. Two options of SAT Station configuration with details are discussed
below.
2.4.21
Option A is the configuration of station, pocket track/sidings and the bifurcation box for potential bifurcation to LMC Loop and Huanggang Port.
The configuration is illustrated in Figure No. C1603/C/NOL/ACM/M50/320. In this option, a total of
about 1.1 km long continuous cut-and-cover box
excavation would be required for the station, crossover and potential
bifurcation to LMC Loop and Huanggang Port. The associated construction works would
also have extensive interfaces with the site formation and the road/building
construction works under STLMC DN.
Furthermore, the bifurcation box would have direct impact to green belt
and ancestors＊ graves of local villagers.
2.4.22
Option B would enhance the
operational flexibility through the provision of a pocket track/sidings within
the station box, while crossover box will be provided to the end of the
station, with bifurcation to the north.
With such design, the excavation extent would reduce to 800m to minimise
the interface issues and avoid direct impact to green belt and ancestors＊
graves of local villagers arising from Option A.
2.4.23
According to future operational
considerations and the potential interfaces, Option B was selected as the
preferred configuration for SAT Station. A summary of option
comparison is presented in Table 2.6 below.
Table 2.6 Comparison of
Options for SAT Station Location
|
Considerations
|
Option A
|
Option B
(Preferred Option)
|
|
Engineering Factors
|
﹞ Less operational flexibility
﹞ More land is required
﹞ Longer construction period for cut-and-cover
works due to larger excavation area
﹞
Extensive
interfaces with STLMC DN
|
﹞ Higher operational flexibility
﹞ Less land is required
﹞ Shorter construction period for cut-and-cover
﹞ Less interfaces with STLMC DN
|
|
Environmental Factors
|
﹞ Direct
impact to green belt and ancestors＊ graves of local villagers
﹞ Higher construction noise and dust impact due to
larger excavation area
|
﹞ No direct impact to green belt and ancestors＊ graves
of local villagers
﹞
Lesser
construction noise impact due to smaller excavation area
|
|
Other Factors
|
﹞ More agriculture land at the north of SAT Station
would be affected
|
﹞ Less agriculture land at the north of SAT Station
would be affected
|
Depot Options
2.4.24
Provision of stabling sidings and
maintenance facilities at PHD and Ngau Tam Mei were explored during the
preliminary design stage and the details are discussed below.
Expansion of PHD
2.4.25
Taking
the synergy with PHD integration, the NOL depot was considered to be located at
the PHD eastern expansion area which would require approximately 5.4 ha,
excluding the area required for diversion of Kam Po Road and the drainage
channel. The tentative boundary is shown in Figure No. C1603/C/NOL/ACM/M50/320.
2.4.26
With
consideration of the latest fleet size required for both NOL and potential
extension, ancillary buildings accommodating supporting rooms for maintenance
staff, building services and systemwide plantrooms to fulfil statutory and
operational requirements would be required. It was estimated that the land
resumption for such provision would be about 11 ha, including the diversion of
Kam Po Road and drainage channel.
2.4.27
It was envisaged the modification to
the existing noise barriers and footbridge, diversion of Kam Po Road and
drainage channel would be the key engineering activities to facilitate the
expansion of the PHD. However, it
was noted that the eastern expansion area would affect a significant number of
residential houses / structures, and infringe on Village Environs. In addition, this extensive land
resumption would create substantial uncertainties to the time required for site
possession prior to the commencement of expansion works. Considering the ※minimum land-take§
principle with lessen impact on residents and the programme
risk due to land resumption, further study on the alternative location of the
depot along the NOL alignment was conducted.
NTD Scheme
2.4.28
There was a lot of planned/committed
developments (e.g. Sha Po Public Housing Development, STLMC DN) along the NOL
alignment, avoidance and/or minimisation of conflict
with the planned/committed developments was therefore expected to be one of the
key consideration factors. As
mentioned in Section 2.4.26, stabling sidings, ancillary buildings accommodating
supporting rooms for maintenance staff, building services and systemwide
plantrooms would be required to fulfil statutory and operational requirements
of NOL and potential bifurcation to LMC Loop and Huanggang
Port to the north of SAT station.
With reference to the existing brownfield cluster sites and development
potential identified by Planning Department, an alternative depot location was
identified to the east of the NTM Station.
Comparing with PHD Expansion, the land as affected under NTD Scheme
consists of relatively more sparse houses and mainly for temporary storage
purpose.
2.4.29
Based on the operational
requirements along the NOL and potential future extension, it was estimated
that an area of about 11.6 ha covering the lots zoned as ※Residential (Group
D)§, ※Comprehensive Development Area§, ※Industrial (Group D)§ and ※Green Belt§
would be required for the provision of depot in Ngau Tam Mei. This alternative depot location would be
situated at approximately 165m to the north of Lam Tsuen Country Park but this
location would minimise the need of an additional pocket track between AUT and
NTM Stations for train refuge purpose, and thus the need for land resumption
and construction interfaces with sensitive receivers such as Chan Ming Yam Tong
could be avoided. As such, NOL
depot was proposed to be located at Ngau Tam Mei.
Ancillary Buildings (ABs)
2.4.30
The
NOL is an underground railway corridor of about 10.7 km long, and thus it
requires a number of ancillary buildings with combination of the following
functions to support the railway system:
﹞
Tunnel
ventilation for air exchange route for the railway system during normal operation and for tunnel smoke control system during emergency
condition;
﹞
Traction
power supply;
﹞
EEP
for passenger evacuation through staircase to ground level; and
﹞
EAP
for fireman access from ground level to the tunnel through staircase and lift.
2.4.31
The
integration of ventilation facilities of station and tunnel with the station
structures of KSR, AUT, NTM and SAT Stations was adopted in the design to
minimise the number of ABs. However, in accordance with the
Guidelines on Formulation of Fire Safety Requirements for New Railway
Infrastructures (Oct 2016 edition) issued by Fire Services Department (FSD), an
EAP and EEP shall be provided at regular intervals along the trackway and the
maximum distance between each EAP and EEP shall not exceed 1000 m and 762 m
respectively. In order to minimise
the environmental impacts, including ecological, noise, air quality, landscape
and visual impacts to the nearby sensitive receivers, arising from the
construction and operation of ABs, optimisation by
adopting the combination of EAP/EEP and cross passages along the alignment was
proposed to minimise the number of ABs as far as practicable. 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 WRCW.
2.4.32
Minimum
land take for the ABs were considered during preliminary design stage, however,
apart from the area required for accommodation of aboveground structures,
parking area and permanent Emergency Vehicle Access (EVA) shall also be
provided to each AB for parking of emergency vehicles and access by FSD
vehicles in case of incident inside the rail tunnels.
2.5.1
Sustainability
initiatives as an integrated architectural design response to promote awareness
to the community will be considered during the design stage of the
Project. Priority will be given to
sustainability in accordance with MTR goals. In particular the design will adopt
green features to make the stations community friendly, minimize any visual
impacts, conserve local ecology where possible and adopt features such as
photovoltaic panels for power generation.
Green roof
﹞
Reduce
heat island effect by absorbing some of the heat in evapotranspiration to cool
the surrounding and interior temperature;
﹞
Retain
rainwater and help decreasing surface runoff;
﹞
Create
habitat for flora and fauna; and
﹞
Use
of native and naturalised species to promote
biodiversity.
Modular Integrated Construction (MiC) and Design for Manufacture and Assembly (DfMA)
2.5.3
Modular
Integrated Construction (MiC) is a construction method that employs
the technique of having freestanding volumetric modules (with finishes,
fixtures, fittings, etc.) manufactured off-site and then transported to site
for assembly. In essence, this is a
way of prefabricating as much of a building or facility as possible offsite
before delivering the completed module to site to be installed in a single
operation. The use of MiC can deliver benefits in
terms of improved quality and waste reduction, cost optimization, improved site
safety and cleanliness and programme savings.
2.5.4
Design
for Manufacture and Assembly (DfMA) focuses on ease
of manufacture and efficiency of assembly.
In the construction industry, DfMA has been
adopted for the off-site prefabrication of modular components such as
reinforced concrete beams, slabs and columns, structural steelwork assemblies
and façade units. DfMA techniques can also be adopted for the construction
and installation of bespoke elements subject to constraints that make standard
methods of construction costly and time consuming.
2.5.5
Both
MiC and DfMA
method would be adopted for the construction of the stations and ABs as far as
practicable. MiC
and DfMA is considered to be more environmentally
friendly as it could significantly reduce in-situ concreting works and minimise
waste generation as well as the associated noise, dust and water quality
impacts comparing with the other tradition construction methods. It is also anticipated that the
construction period could be shorter with better construction planning.
Sustainable Building Initiatives
2.5.6
A
number of sustainable building initiatives were also
considered to be practicable at this stage, such as maximisation
of natural ventilation to reduce demand for air-conditioning, appropriate
glazing and/or shading in the façade design to reduce solar heat gain,
allowance for natural daylight penetration to minimise artificial lighting
dependency, onsite renewable energy generation in the form of photovoltaic
panels or micro wind turbines, rainwater harvesting for landscape planting
irrigation, high efficiency potable water fixtures and dual flush systems to
reduce water consumption. These initiatives and the extent of their applications as
well as other details have to be revisited and further established during
subsequent design stage when the engineering design is further developed.
2.6.1
The
NOL will be predominantly in tunnels, which will be primarily constructed by
Tunnel Boring Machine (TBM), with short sections of D&B, mined and
cut-and-cover tunnels for crossover and connecting tracks between PWA and LHA,
and NTD connecting portal. The
Project will involve the following major elements with their construction
methodologies discussed in the sections below:
﹞
underground railway tunnels between KSR(NOL)
overrun tunnels and KTU(NOL), and between mainline tunnel and NTD connecting
tracks;
﹞
five stations and seven ancillary buildings; and
﹞
NTD.
Alignment Tunnel
2.6.2
The
tunnel construction for the Project would adopt bored tunnelling, mined
tunnelling, drill-and-blast or cut-and-cover construction.
Bored Tunnelling Construction Method
2.6.4
The
selection of the appropriate tunnelling machine will depend on different
factors, including the ground conditions, tunnel size and tunnel
alignment. A shielded TBM erecting
an un-drained (i.e. sealed) segmental lining will be specified to ensure the
stability of the tunnel face, safety of the workers, minimize the impact to the
groundwater regime and limit surface settlement.
Drill-and-Blast Method and Mined Tunnel
2.6.5
Drill-and-blast
methods are the conventional method of excavation for large face area hard rock
tunnels within Hong Kong. It
involves using a specialized rock drilling rig to drill holes in the rock which
will then be charged with explosives, and detonated.
2.6.6
The
use of explosive for the bulk excavation of hard rock is the most efficient
method available in the market. As
compared with cut-and-cover method, drill-and-blast construction would involve
less construction plant items and reduce the duration of overall long term
noise from the works, thus reduce impacts on residents living near construction
shafts or above the tunnel route.
2.6.7
The
adoption of mechanical or chemical breaking systems however requires additional
rock drilling and the slow process would extend the construction period and the
noise impact. Feasibility of hard
rock tunnel boring machines was also assessed but the tunnelling machine size
is significantly larger than any utilised in Hong Kong, the ground
conditions are particularly difficult for the technology and the varying cross
sections do not lend themselves easily to a TBM solution.
Cut-and-Cover Construction (C&C) Method
2.6.8
Cut-and-cover
construction is a proven and common method of excavation and construction for
tunnels, stations, ancillary buildings and ventilation buildings. This construction method can accommodate
different shapes of works areas. It
typically requires several overlapping stages of work to be conducted in
sequence, including removal of obstruction and diversion of existing utilities,
installation of pipe pile wall / diaphragm wall / bored pile wall, grouting,
installation of decking where required, soil excavation, construction,
backfilling and reinstatement.
Environmental Considerations of Preferred Construction Method
2.6.9
The
preferred construction method would be predominantly determined by engineering
factors including safety, geological conditions, site conditions / constraints,
accessibility, programme and cost-effectiveness.
2.6.10
Environmental
considerations were also considered to minimise the potential ecological,
noise, air and water quality impacts as well as waste generation. Potential environmental issues
associated with each tunnelling method were reviewed and a summary of the
benefits and dis-benefits of construction methods is presented in Table 2.7.
Table 2.7 Benefits
and Dis-benefits of Construction methods
|
Construction Method
|
Benefits
|
Dis-benefits
|
|
Cut-and-cover construction method
|
﹞
Accommodation of different sizes of works areas
|
﹞
More construction plants will be involved and thus would
generate relatively more noise and air quality impacts
﹞
Sensitive receivers will be affected over a longer construction
period
﹞
Require recycling of bentonite for diaphragm wall construction
﹞
Larger amount of spoil required to be disposed of
|
|
Drill and blast construction
method
|
﹞
All works underground to minimise the disturbance to land,
wildlife and public activities at ground level throughout the period of
construction
﹞
Lesser spoil to be disposed of, as compared with C&C method
﹞
Above-ground works only required for portal construction
﹞
Noise impact could be minimized with the provision of temporary
doors and barriers at the portals and shafts
|
﹞
Higher vibration to adjacent sensitive receivers, but could be
mitigated through blast design and careful monitoring
﹞
Require provision of site explosives magazines for storage of
explosives which would induce potential hazard to life issue
﹞
Transportation of explosives on public roads
|
|
Bored tunnelling construction
method
|
﹞
All works underground to minimize the disturbance to land,
wildlife and public activities at ground level throughout the period of
construction
﹞
Lesser spoil to be disposed of, as compared with C&C method
﹞
Noise impact could be minimized by provision of temporary decks
over the portal
﹞
Above-ground works only required for construction of retrieval
and launching shafts
﹞
Comparatively lower vibration impact
﹞
Lesser impact on groundwater level with the installation of
water tight concrete tunnel lining in pre-cast segments
|
﹞
Preferable for 24hr operation to ensure stability of ground
﹞
Requires additional land for the handling of slurry and spoil
that require processing before disposal
﹞
Potential adverse ground-borne noise impact when excavating in
rock below existing buildings
|
Preferred Tunnel Construction Methods
2.6.11
The
anticipated geological conditions (i.e. type of soil, rock and the presence of
water) along the alignment and radius of the tunnel alignment are critical in
the selection of the construction methods.
2.6.12
TBMs are
commonly used for the excavation of long tunnels in soft and mixed ground, and hard rock. The advantages
of excavation by TBM are relatively high daily production rates as compared
with cut-and-cover method, a controlled excavation profile, and low vibration
and noise generation. TBM would also have no limitation for excavation in
soft and mixed ground as compared with drill and blast, and mined tunnelling
methods. However, the TBM tunnelling would generally involve
continuous operation, which often would be a main source of ground-borne
construction noise impact. In addition, procurement of TBM is
expected to be about 18 months, due to limited number of suppliers, shortage of
manufacturing capability and overall global demand within the buoyant
tunnelling market. As such, the
daily production rate of TBM will be relatively higher than other tunnelling
methods but the overall production rate will be lower for short tunnel
sections.
2.6.13
Excavation
by drill-and-blast method is not a continuous operation and in
general has lower daily production rates than TBM
tunnelling. Drill-and-blast operation will have less lead time
required and there are programme
advantages. Drill-and-blast tunnelling in rock is however better to
manage ground risk issues but temporary explosive magazine will be required for
supporting the blasting.
2.6.14
With
consideration of the above-mentioned engineering constraints, environmental
benefits and dis-benefits, and programme risks,
appropriate tunnelling construction method were selected for different tunnel
sections. The proposed tunnelling
methods for different sections are summarised in Table
2.8, with their locations shown in Figure No. C1603/C/NOL/ACM/M50/305.
Table 2.8 Tunnel
Construction Methods for NOL
|
Tunnel Section
|
Construction Methods
|
|
KSR(NOL) Station overrun tunnels
|
Cut-and-Cover
|
|
Tunnels
between KSR(NOL) Station and AUT Station
|
TBM
|
|
Tunnels
between AUT Station and NTM Station
|
TBM
|
|
Tunnels
for crossover and tunnels between PWA and LHA, and tunnels between LHA and
NTD
|
Drill-and-Blast,
Mined and Cut-and-Cover
|
|
Tunnels
between NTM Station and SAT Station
|
TBM
|
|
Tunnels
between SAT Station and KTU(NOL) Station
|
TBM
|
2.6.15 As mentioned in Section 2.6.3, launching and
retrieval shafts for TBM will be required for bored tunnelling construction
method. In order to minimise the
potential disturbance and impact to the public and environment, works site for
stations/ABs which would be constructed by cut-and-cover method will be
utilised as TBM launching/retrieval shafts. Construction of tunnels by bored
tunnelling method was maximised to reduce impacts
from above-ground works, hence reducing impacts to wetlands and land resumption
at the surface. Based on the
preliminary design, a bored tunnelling plan has been developed and is discussed
below, subject to review in further design development:
﹞
TBMs would be launched from SMA
towards Kam Tin area and finally to be retrieved at KSR(NOL) Station. These
TBMs would then be relaunched at SMA and driven through AUT Station towards
north to NTM Station for retrival;
﹞
TBMs would be launched from
KTU(NOL) Station towards San Tin, dragging through KTA and finally be retrieved
at the north of SAT Station; and
﹞
TBMs would be launched from the
south of SAT Station towards south and be retrieved at NTM Station.
2.6.16
The
adoption of bored tunnelling method was reviewed for the construction of
tunnels between LHA and NTD which would be partially encroach underground
within LTCP in order to further minimise potential impact on the aboveground
habitats in LTCP, however, due to the required excavation profiles of opening
to suit local geological ground conditions, a combination of mined tunnelling and drill-and-blast construction
methods would be required to be adopted for the shaft construction in Long Ha
(i.e. LHA) and a section of about 1.1km long rock tunnel between mainline and
NTD, which runs under Kai Kung Shan to the tunnel portal next to Ching Yau Road
at San Wai Tsuen. Mined tunnelling
method would be adopted for the tunnel section in soft/mixed ground and low
rock cover, while the drill-and-blast method would be adopted for tunnel
section in hard rock.
2.6.17 Cut-and-cover construction method
will be adopted for the areas where require this conventional method, i.e. the
hillside portal of connection tracks to NTD, the overrun tunnels at south of
KSR(NOL) Station, and the crossover and bifurcation boxes at both end of SAT
Station.
Station Construction
2.6.18
Station
construction would mainly utilise bottom-up
construction method or top-down construction method or combination of
both. The consideration on which
construction method is selected based on engineering and site
constraints. The general construction sequence of both methods is provided
below:
Top-down Construction Method
﹞
Install diaphragm wall at the boundary of station
and construct piled foundation;
﹞
Excavate to the uppermost floor level and cast
slab;
﹞
Continue top-down construction to lower floor
levels and cast slabs for lower floor level; and
﹞
Continue top-down construction to formation level
(i.e. the lowest floor level) and cast Base slab.
Bottom-up Construction Method
﹞
Install diaphragm wall at the boundary of station,
and install Excavation and Lateral Support (ELS) support;
﹞
Excavate and install layers of struts and walers
stage by stage until the final excavation level is reached; and
﹞
Construct station structure using bottom-up method.
Environmental Design Considerations of Station Construction
2.6.19
As discussed in Section 2.5.5, DfMA and MiC are environmental friendly
construction methods as they would involve shorter construction period and
reduce in-situ concreting works such that waste generation, the associated
noise, dust and water quality impacts could be minimised
comparing with the other traditional construction methods.
2.6.20
The opportunity for using prefabricated
construction for certain elements will vary subject to various engineering
considerations and other key constraints at the sites. The use of prefabricated
and modular elements would be further studied during detailed design stage with
the intention of simplifying construction, improving quality and safety,
reducing programme durations/risk and reducing cost, however, the following
structural elements were identified as potentially suited for use of MiC and DfMA techniques:
﹞
Underground Level Beam and Slabs;
﹞
Walls and Columns;
﹞
Platform structures;
﹞
Overhead Track Exhaust (OTE) Ducts; and
﹞
Staircase.
Preferred Construction Methods
2.6.21
Based on the current design of the Project, the
construction of AUT, NTM and SAT Stations would utilise bottom-up construction method while the construction of KSR(NOL) and
KTU(NOL) Stations would utilise a combination of
bottom-up and top-down construction method in different zones of the station
subject to engineering design.
Ngau Tam Mei Depot
2.6.22
The existing site levels at the site of NTD vary
with ground level sloping from +29mPD in the south to +7mPD in the north. Retaining walls with various
height will therefore be built along NTD perimeter during the site formation
works. The proposed site formation
level and track level of the stabling sidings are about +12.6mPD and +13.5mPD
respectively, with due consideration of cut and fill optimization, impact on
existing utilities and the extent of slope works. A lower formation level of about +8mPD will
be adopted on the north side where NTM Station is located. After the site formation completed,
depot facilities will be constructed.
Ancillary Buildings (ABs)
2.6.23
ABs
are generally 2- to 3-storey high buildings for ventilation and emergency
access/egress along the alignment.
2.6.24
Cut-and-cover
method will be adopted for the construction of ABs. There would be limited available
construction area for majority of the AB locations, temporary pipe pile wall or
bored pile wall are therefore proposed for the ELS, where the required
construction space for both wall types are relatively less than those for
diaphragm wall as adopted in the stations.
In general, the temporary pipe pile wall with ※bottom-up§ construction
method will be adopted at the underground shaft(s) of the proposed ABs due to
the time and cost advantages. For
ABs that the TBM breakthrough is required, temporary bored pile wall with the
provision of soft eye is proposed to facilitate the break-in/out of TBM. The temporary bored pile wall will be
considered as the alternative of pipe pile wall to provide a better ground
movement control during the ELS works if necessary.
2.6.25
The
※Bottom-up§ construction method consists of first installing the perimeter
temporary pipe pile walls/ temporary bored pile walls and excavating down to
final excavation level whilst the walls are supported by temporary struts and
walers to be installed subsequently during excavation. Once formation level is reached the
structure base slab can be cast and upper levels constructed sequentially until
the uppermost level is completed.
The top of the underground structure can then be backfilled to establish
the finished ground level.
2.7.1
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.
2.7.2
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 proactive. 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.
2.7.3
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. The
corresponding design consideration taken into account of the public views
received is summarised in Table 2.9.
Table 2.9 Key
Public Views and Corresponding Design Considerations
|
Environmental
Aspect(s)
|
Public
Views/Concerns
|
Corresponding Design Considerations
|
|
Air Quality and Noise
|
﹞
Potential construction
dust and noise impact during the construction phase of the Project
﹞
Potential rail noise
impact during the operational phase of the Project
|
﹞
Adopt mitigation
measures including dust suppression measures, regular water spraying, quieter
construction methods, adoption of quality power mechanical equipment and
temporary barriers, etc as far as practicable during construction phase
﹞
Adopt an Environmental
Monitoring and Audit (EM&A) programme to monitor the dust and noise
impact for evaluation of effectiveness of adopted mitigation measures, and to
ensure the proper implementation of measures by the contractor(s)
﹞
Adopt underground
scheme and proper design (i.e. decking at NTD and noise canopies at the
trough area) to avoid/minimise the operational airborne rail noise impact
|
|
Terrestrial Ecology
|
﹞
Potential impact to ecologically
sensitive areas / wetland, such as Mai Po Inner Deep Bay Ramsar Site, Sha Po
Marsh, Egretry near Kam Po Road, WRCW, wetland
within/adjacent to Wetland Conservation Area (WCA) and Wetland Buffer Area (WBA)
﹞
Potential impact on
flight path of ardeids.
﹞
Noise and light
disturbance to ardeids during construction and operational phases
﹞
Concerns on the ardeids
night roost at Night Roosting Site near Kam Tin River
﹞
Concern on habitat
fragmentation
﹞
Direct habitat loss and
off-site impacts
﹞
Avoid site formation
works on river channels as far as possible
|
﹞
Avoid aboveground
encroachment to ecologically sensitive areas including Mai Po Inner Deep Bay
Ramsar Site, Sha Po Marsh, WCA, WBA, aboveground habitats in Country Parks,
and WRCW
﹞
Adopt underground
scheme to minimise ecological impact from noise, light, viaduct structures,
etc on Mai Po Inner Deep Bay Ramsar Site, WRCW, Egretry near Kam Po Road, and flight path
of ardeids
﹞
Adopt appropriate
mitigation measures according to the findings of impact significancy and
baseline ecological survey
﹞
Adopt an EM&A
programme to monitor the ecological impact for evaluation of effectiveness of
adopted mitigation measures, and to audit the proper implementation of
measures by the contractor(s)
|
|
Water Quality
|
﹞
Potential water quality
impact from construction activities.
﹞
Potential hydrological
impacts on groundwater
﹞
The zero-discharge
policy in Deep Bay Area should be strictly observed for the discharge of
wastewater for the Project
|
﹞ Adopt proper ground treatment according to the ground conditions for
minimisation of impact on groundwater system
﹞
Adopt Best Management
Practices (BMPs) of mitigation measures in controlling water pollution and
good site management, as specified in the ProPECC
PN 1/94 ※Construction Site Drainage§ as applicable, to prevent runoff with
high level of Suspended Solids (SS) from entering the surrounding waters
﹞
Adopt an EM&A
programme to monitor the water quality impact and groundwater table for
evaluation of effectiveness of adopted mitigation measures, and to audit the
proper implementation of measures by the contractor(s)
|
|
Waste Management
|
﹞
Potential illegal
dumping of C&D waste in agricultural land and fish ponds.
|
﹞
Adopt GPS or equivalent
system for tracking and monitoring of all dump trucks engaged for the Project
in recording their travel routings and parking locations to prohibit illegal
dumping and landfilling of C&D materials
|
|
Landscape
|
﹞
Preserve mature trees,
and old and valuable trees
﹞
Preserve Fung Shui
woods and secondary woodland
|
﹞
Adopt clearly
demarcation for works sites and works areas to avoid impact to adjoining
landscape resources
﹞
Proper fence off and
protect retained tree(s)
﹞
Adopt an EM&A
programme to audit the effectiveness of adopted mitigation measures as well
as the proper implementation of measures by the contractor(s)
|
|
Cultural Heritage
|
﹞
Potential impact on
cultural resources
|
﹞
Avoid direct impact on
declared monuments and graded historic buildings
﹞
Avoid direct impact on
Site of Archaeological Interest
﹞
Adopt an EM&A programme to audit the effectiveness of adopted
mitigation measures as well as the proper implementation of measures by the
contractor(s)
|
|
Sustainability
|
﹞
Concern on
climate-related impacts on infrastructures
|
﹞
Adopt sustainable
building considerations, such as maximisation of natural ventilation to
reduce demand for air-conditioning, appropriate glazing and/or shading in the
façade design to reduce solar heat gain, allowance for natural daylight
penetration to minimise artificial lighting dependency, onsite renewable
energy generation in the form of photovoltaic panels, rainwater harvesting
for landscape planting irrigation, high efficiency potable water fixtures and
dual flush systems to reduce water consumption, in the station design where
appropriate and practicable.
|
2.7.4
The
project design has taken into consideration of these feedbacks and suggestions
to minimise potential environmental impacts with adoption of appropriate
mitigation measures. The proposed
underground scheme would avoid / minimise the potential direct impact on
ecological sensitive areas such as Sha Po Marsh, aboveground habitats in
Country Parks, etc, and also minimise
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 (Section 2.3.6
refers) to minimise the noise impact.
Details of the mitigation measures to be adopted during the construction
and operational phases are discussed in the relevant chapters of this EIA
Report.
2.8.1
Comments
from district councils, rural committees, green groups, and other stakeholders
were also reviewed and incorporated where practicable. During the EIA study, site constraints
and the impacts arising from the construction and operational phases were
identified and assessed, mitigation measures/good site practices, if necessary,
were recommended to avoid / minimise adverse environmental impacts to the
surroundings.
2.8.2
The
key environmental benefits and achievements of the Project are listed below.
﹞
Reduction
of the reliance on road-based vehicles;
﹞
Promotion
in the use of environmentally friendly rail system; and
﹞
Reduction
of road traffic noise and vehicular emissions.
Table 2.10 Key Recommended Mitigation Measures / Good Site Practices /
Enhancement Measures and their Associated Benefits
|
|
Key
Recommended Mitigation Measures / Good Site Practices / Enhancement Measures
|
Associated
Benefits
|
Air Quality
|
﹞
Implement relevant control measures as required
in the Air Pollution Control (Construction Dust) Regulation to minimise dust
generation.
﹞
Regular watering on heavy construction works
sites / works areas, exposed site surfaces and unpaved haul roads to reduce
dust emission, subject to actual site condition.
﹞
Provision of 2.4m/3m high hoarding from ground
level along site boundary where appropriate.
﹞
Provide regular watering at the unloading point
of spoils generated by the TBM excavation for the mucking-out operation at
TBM launching shafts.
﹞
Install and close the blast door during
blasting. A filtration system comprising watering and dust collector, etc.
with overall dust removal efficiency of at least 80% should be provided at
the ventilation exhaust.
﹞
Avoid the use of exempted Non-road Mobile
Machineries (NRMMs) and deploy electrified NRMMs as far as practicable to
minimise exhaust emission from NRMMs during construction phase.
|
﹞ Protect air
sensitive receivers by reducing fugitive dust emissions and exhaust emissions
from construction plant and equipment
|
Airborne Noise
|
﹞
Liaise with the representative of the planned
education institution predicted with exceedance and/or the Examination
Authority to confirm the examination periods and to avoid conducting noisy
activities during the examination periods if the school is relied on opened
windows for ventilation.
﹞
Adopt quiet
construction method, Quality Powered Mechanical Equipment (QPME), temporary
movable noise barriers, noise insulating fabric, silencer, soundproof hammer
bracket, noise enclosures and good site practices to mitigate the
construction noise impact.
﹞
Provide decking and
vertical walls at NTD as well as noise canopy and vertical louvre walls with
natural ventilation feature at the trough area to avoid noise nuisance during
the operation of the Project.
﹞
Provide acoustic measures
where necessary for the planned fixed plants to ensure noise compliance.
|
﹞ Protect noise sensitive receivers by
reducing construction and operational noise
|
Ground-borne Noise
|
﹞
Liaise closely with representative of education
institutions with exceedance predicted during examination period to avoid TBM
operation in the vicinity within such
period.
﹞
Review the proposed mitigation measures based on the
findings of tunnel impact test to be conducted after the completion of
tunnelling construction and updated information of planned developments.
|
﹞ Protect noise sensitive receivers by reducing construction
and operational ground-borne noise
|
Water Quality
|
﹞
Implement the mitigation measures as detailed in
the ProPECCPN 1/94 ※Construction Site Drainage§ and
ETWB TC (Works) No. 5/2005 ※Protection of natural streams / rivers from
adverse impacts arising from construction works§, as well as other good site practices to minimise the potential
water quality impacts from the construction activities.
﹞
Surface runoff from construction sites would be
collected by temporary drainage system and treated or desilted on-site before
discharging into storm drains via adequately designed sand/silt removal
facilities such as sand traps, silt traps and sedimentation basins. Channels or earth bunds or sand bag
barriers would be provided on site during construction works to properly
direct stormwater to such silt removal facilities. Perimeter channels would be provided
on site boundaries where necessary to intercept storm runoff from outside the
site so that it will not wash across the site. Catchpits and perimeter
channels would be constructed in advance of site formation works and
earthworks.
|
﹞ Protect the
neighbouring Water Sensitive Receivers (WSRs) during construction phase
|
Sewerage and Sewage Treatment
|
﹞
Coordinate with the
relevant Government departments for modifications or upgrading works on the
existing or planned sewerage system where necessary.
|
﹞ Avoid adverse
impact on the sewerage drainage systems
|
Waste Management Implications
|
﹞
Implement good site practices and waste reduction
measures (e.g. reuse of construction and demolition (C&D) materials as
far as practicable before off-site disposal or develop a materials recovery
and recycling programme during construction and operation).
﹞
Submit an Environmental Management Plan (EMP),
which includes the Waste Management Plan (WMP) to the Engineer for approval.
﹞
Implement a trip-ticket system for each works
contract in accordance with DEVB TC(W) No. 6/2010 to ensure that the disposal
of C&D materials is properly documented and verified.
﹞
Adopt GPS or equivalent system for tracking and
monitoring of all dump trucks engaged for the Project in recording their
travel routings and parking locations to prohibit illegal dumping and
landfilling of inert and non-inert C&D
materials.
﹞
Handle chemical waste in accordance with the Code
of Practice on the Packaging, Labelling and Storage of Chemical Wastes, and
disposal of chemical waste at licensed chemical waste recycling / treatment
facilities.
|
﹞ Minimise
waste generation
﹞ Ensure
proper handling of chemical waste
﹞ Ensure
proper disposal of the C&D materials to the designated outlets
|
Land Contamination
|
﹞
Prior to the commencement of the site
investigation (SI) works, review the Contamination Assessment Plan (CAP)
provided in Appendix 9.1 and conduct
site re-appraisal to confirm whether the proposed SI works (e.g. sampling
locations, testing parameters etc.) are still valid, and to confirm the
appropriate RBRGs land use scenario for the development.
﹞
Should any changes in operation which lead to any
new or the relocation of contamination hotspots or occurrence of spillage or
accident be found in the review, supplementary CAP(s), presenting the
findings of the review, the latest site conditions and updated sampling
strategy and testing protocol, should be submitted to EPD for approval.
﹞
The SI works should be carried out according to
EPD＊s approved CAP(s).
﹞
Contamination Assessment Report(s) (CAR(s))
should be prepared to present the findings of the SI works and to discuss the
presence, nature and extent of contamination. If contamination is identified in the
CAR(s), Remediation Action Plan(s) (RAP(s)) which provides details of the
remedial actions for the identified contaminated soil and/or groundwater
should be developed prior to construction works at the concerned areas. Submission to EPD for approval of the
supplementary CAP(s), CAR(s) and, if required, RAP would be carried out in
stages according to the programme of NOL.
﹞
If required, carry out soil/groundwater
remediation works according to EPD approved RAP(s) and submit Remediation
Report(s) (RR(s)) afterwards for EPD approval prior to the commencement of
construction works at the contaminated areas.
|
﹞ Land
contamination issues could be resolved before commencement of construction
works by mean of excavation
|
Ecology
|
﹞
Impacts on ecological resources are largely avoided
through the alignment selection process and construction methods for the
Project, as discussed in earlier sections. Through adopting the underground
tunnel scheme, the aboveground works of the Project are confined to stations,
ABs, depot and their associated works site/area thus minimising
different types of direct impacts.
﹞
Provide
a bat shelter and wetland compensation area.
﹞
Adopt
noise mitigation measures, glare reduction measures, and dust suppression
measures.
﹞
Erect
site hoarding of 3 m high around the works site and works area of SMA where
are adjacent to wetlands before commencement of construction activities.
﹞
Noisy
construction works using Powered Mechanical Equipment (PME) within 100 m from
Kam Po Road Egretry should be scheduled outside the
breeding season through careful phasing of works as far as practicable.
﹞
Approximately
30 minutes before sunset, no noisy construction works should be undertaken
within 100m from Kam Po Road ardeid night
roost (ANR).
﹞
Use site hoarding that is opaque and in dull colour, non-transparent panels as the noise enclosure and
adopting non-glaring tinted materials, as per Guidelines on Design of Noise Barriers (EPD & HyD,
2003) and Practice Notes No. BSTR/PN/003 (Revision E) Noise Barriers
with Transparent Panels (HyD, 2020).
﹞
Conduct
a Detailed Vegetation Survey in the identified affected areas (i.e. SPAUT and
SATSWW areas) and, if necessary, prepare a Protection and Transplantation
Proposal for the affected plant species of conservation importance.
|
﹞
Avoidance of
direct impact on Recognised Sites of Conservation Importance and Core Areas
of Ecologically Sensitive Areas
﹞
Minimise disturbance
impacts to the surrounding habitats and associated wildlife nearby during
construction phase.
﹞
Avoidance of bird
collision
﹞
Avoidance of impact to
species of conservation importance
|
Fisheries
|
﹞
Implement the mitigation measures as detailed in
the ProPECCPN 1/94 ※Construction Site Drainage§ and
ETWB TC (Works) No. 5/2005 ※Protection of natural streams / rivers from
adverse impacts arising from construction works§, as well as other good site practices to minimise the potential
water quality impacts from the construction activities.
﹞
Surface runoff from construction
sites would be discharged into storm drains via adequately designed sand/silt
removal facilities such as sand traps, silt traps and sedimentation
basins. Channels or earth bunds
or sand bag barriers would be provided on site during construction works to
properly direct stormwater to such silt removal facilities. Perimeter channels would be provided
on site boundaries where necessary to intercept storm runoff from outside the
site so that it will not wash across the site. Catchpits and perimeter
channels would be constructed in advance of site formation works and
earthworks.
|
﹞ Minimisation
of potential impacts to nearby fisheries resources.
|
Landscape and Visual
|
﹞
CM1 Tree Preservation
and Transplantation 每 Tree without impact from the proposed works should be retained and
any existing trees unavoidably affected by the works should be transplanted
as far as possible in accordance with LAO Practice Note 6/2023.
﹞
CM2 Control of
Night-time Lighting Glare 每 Control of night-time lighting glare to
prevent light overspill to the nearby VSRs and into the sky. Relevant best practices as suggested
in the "Charter on External Lighting"
and ※Guidelines on Industry Best Practices for External Lighting
Installations§ promulgated by ENB should be adopted.
﹞
CM3 Erection of Decorative Screen Hoarding 每 Erection of decorative screen hoarding or hoarding
compatible with the surrounding setting.
﹞
CM4 Mangement
of Construction Activites and Facilities 每 Construction facilities on work sites and areas should
be carefully managed and controlled on the height and disposition/arrangement
to minimise visual impacts.
﹞
OM1 Aesthetically
Pleasing Design of Aboveground Structures 每 Aesthetically
pleasing design as regard to the form, material and finishes should be
incorporated to Stations, Entrance, Ancillary Buildings and other
associated engineering facilities so as to blend in the structures to the
adjacent landscape and visual context.
﹞
OM2 Buffer Screen
Planting 每 Buffer screen planting, including shrub to
provide screening to ventilation building, engineering structures and
associated facilities.
﹞
OM3 Roof Greening 每 Roof greening at the roof area of the proposed structures as far as practical to enhance the
landscape quality of the structures and mitigate any potential visual impact
on adjacent VSRs at high level.
﹞
OM4 Compensatory Tree
Planting 每 Compensatory tree planting in accordance
with LAO Practice Note 6/2023.
﹞
OM5 Landscape Treatments on Slope or Retaining Structure 每 Landscape
treatments on slope or retaining structure should be made reference to GEO
Publication No. 1/2011 每 Technical Guidelines on Landscape Treatment for
Slopes.
|
﹞ Minimise
landscape and visual impact during construction and operational phases
|
Cultural Heritage
|
Built Heritage
﹞
Monitor ground-borne vibration, tilting and
ground settlement under Buildings Ordinance for the other
identified item (i.e. San Yau Vegetable Marketing Co-operative Society Ltd.)
during construction phase.
﹞
Conduct cartographic and photographic record, and
other documentiation means (including 3D scanning),
at two other identified items including Pok Wai Public School and Fung Kat
Vegetable Marketing Co-operative Society Ltd. before commencement of construction works at the respective areas.
Archaeology
﹞
Conduct
archaeological survey-cum-excavation at Long Ha Archaeologically Sensitive
Area (ASA) and Ngau Tam Mei ASA, further archaeological investigation at NTM-TP3, and further archaeological
survey at the south of SAT
Station after land resumption and before commencement of site formation and
construction works.
﹞
Conduct
archaeological watching brief at the northwest of SAT Station during the
course of excavation works.
﹞
Inform the AMO by the
project proponent immediately in case of discovery of antiquities or supposed
antiquities under the Antiquities and Monuments
Ordinance (Cap. 53) during the construction phase, so that appropriate mitigation measures,
if needed, can be timely formulated and implemented in agreement with AMO.
|
﹞ No impact to
cultural heritage resources anticipated
|
Hazard to Life
|
﹞
Implement all the good practices to minimize the
hazard-to-life even further and ensure that the services, utilities, slopes,
retaining walls, buildings and structures will not be affected through ground
vibrations or other effects:
﹞
Blasting Works: The good practice could make
reference to the latest guideline including, but not limited to, Practice
Note for Authorized Persons and Registered Structural Engineers (APP-72) by
Buildings Department (BD).
﹞
Overnight Storage of Explosives: The good practice
could made reference to the latest guideline including, but not limited to,
※Guidance Note No. GN 8 How to
Apply for a Mode A Store Licence for Storage of
Blasting Explosives§ by CEDD.
﹞
Transportation of Explosives: The good practice
could made reference to the latest guideline including, but not limited to
※Guidance Note No. GN 2 Approval
of an Explosives Delivery Vehicle§ and ※Guidance Note No. GN 3 Application and Handling of a
Removal Permit§ by CEDD.
|
﹞ Protect nearby sensitive receivers due to
transportation, storage and use of explosives
|
2.9.1
Major
committed and planned projects that are located in the vicinity of the Project
and may interface with the construction and operation of the Project
were identified for evaluation of any potential cumulative environmental impacts to sensitive
receivers/resources. The associated
mitigation measures were also recommended where necessary to minimise the
potential cumulative environmental impacts to the sensitive
receivers/resources. The concurrent
projects would include:
﹞
Kam Tin
South Public Housing Development;
﹞
Grand
Mayfair (under construction);
﹞
Kam Sheung
Road Package 2 Property Development;
﹞
Kam Tai
Road Residential Development (under construction);
﹞
Park Yoho
Phase 2 & 3 Development;
﹞
Sha Po
Public Housing Development;
﹞
Land Use
Review Study for Ngau Tam Mei Area;
﹞
Proposed
watermains under Ngau Tam Mei Water Treatment Works Extension;
﹞
San Tin
Lok Ma Chau Development Node 每 Investigation (also known as San Tin
Technopole);
﹞
Kwu Tung
North New Development Area 每 Advance Works;
﹞
Kwu Tung
North New Development Area 每 Remaining Phase; and
﹞
Kwu
Tung Station on Lok Ma Chau Spur Line.
2.9.2
The
locations of the identified concurrent projects are shown in Figure No. C1603/C/NOL/ACM/M50/319. The potential cumulative
environmental impacts of the identified concurrent projects during the
construction and operation of the Project were reviewed and are discussed in Table
2.11.
Table 2.11 List
of Concurrent Projects and Potential Cumulative Impacts
|
Concurrent
Project
|
Programme
|
Potential
Cumulative Impact
|
|
Start
|
Complete
|
Construction
Phase
|
Operation
Phase
|
|
Kam Tin
South Public Housing Development
|
Site 1
Phase 1: 2022,
Phase 2: 2022
Site 4A
Phase 1: 2022,
Phase 2: 2022,
Phase 3: 2025
Site 6
Phase 1: 2022,
Phase 2: 2022
|
Site 1
Phase 1: Feb 2027 / 2028,
Phase 2: Jan 2027
Site 4A
Phase 1: Mar 2028,
Phase 2: Dec 2028,
Phase 3: Jan 2030
Site 6
Phase 1: Mar 2027,
Phase 2: Mar 2028
|
Details of construction programme and
plant inventory is not available during the preparation of this EIA study for
detailed impact assessment, except that cumulative air quality and ecological
impact were evaluated in Section 3 and Section 10 of this EIA Report,
respectively.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Grand
Mayfair
|
Under Construction
|
2024
|
The construction of the concurrent
project would be completed before the commencement of the Project. No
cumulative environmental impacts anticipated during construction stage.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Kam
Sheung Road Package 2 Property Development
|
Under Planning
|
Under Planning
|
Details of construction programme and
plant inventory is not available during the preparation of this EIA study for
detailed impact assessment, except that cumulative ecological impact was evaluated in Section
10 of this EIA Report.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Kam Tai Road Residential Development
|
Under
Construction
|
Q3 2025
|
There would be no aboveground
construction activity to be carried
out in the vicinity of the concurrent project. No cumulative environmental
impacts anticipated during construction stage.
|
Cumulative
environmental impacts, where appropriate, was evaluated in different
sections of this EIA Report.
|
|
Park
Yoho Phase 2 & 3 Development
|
Under Planning
|
Under Planning
|
Details of construction programme and
plant inventory is not available during the preparation of this EIA study for
detailed impact assessment, except that cumulative ecological impact was evaluated in Section
10 of this EIA Report.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Sha Po
Public Housing Development
|
Site Formation: Sep 2025 每 Sep 2026
Foundation: Sep 2026 to Dec 2027
Building: Dec 2027 to Apr 2031
|
2031
|
Details of construction programme and
plant inventory is not available during the preparation of this EIA study for
detailed impact assessment except that cumulative air quality and ecological
impact were evaluated in Section 3 and Section 10 of this EIA Report,
respectively.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Land
Use Review Study for Ngau Tam Mei Area (NTM LUR)
|
Under Planning
|
Under Planning
|
Details of construction programme and
plant inventory are not available during the preparation of this EIA study
for detailed impact assessment except that ecological impact was evaluated in
Section 10 of this EIA Report.
|
Proposed land uses are not available
for cumulative assessment.
|
|
Proposed
Fresh Water Trunk Main under Ngau Tam Mei Water Treatment Works Extension
|
Under Planning
|
Under Planning
|
Details of construction programme and
plant inventory is not available during the preparation of this EIA study for
detailed impact assessment except that cumulative ecological impact was evaluated in Section
10 of this EIA Report.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report
|
|
San Tin
Lok Ma Chau Development Node 每 Investigation (STLMC DN)
|
2024
|
2034
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Kwu Tung North New Development Area 每 Advance works
(KTN NDA)
|
2019
|
2026
|
Cumulative
environmental impacts, where appropriate, was evaluated in different
sections of this EIA Report.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Kwu Tung North New Development Area 每 Remaining
Phase (KTN NDA)
|
2024
|
2031
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
|
Kwu Tung Station on East
Rail Line (KTU(EAL) Station)
|
2023
|
2027
(Major construction works would be completed
before 2026)
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|
Cumulative environmental impacts,
where appropriate, was evaluated in different sections of this EIA Report.
|