2.1.1.1
The Project area is located
to the west of Kwu Tung North (KTN) and Fanling North (FLN) New Development Areas (NDAs) and Fanling and Sheung Shui New Towns, and to the northeast of
Yuen Long and Tin Shui Wai New Towns. The
Project area is bisected by San Tin Highway into northern and southern parts, and bounded by the Shenzhen River and the proposed
Sam Po Shue Wetland Conservation Park (SPS WCP) to the north; the Loop to the
northeast; some village settlements and Ki Lun Shan to the east; San Tin
Barracks and Ngau Tam Shan to the south; and Tam Mei Barracks and some
residential developments to the southwest.
The two “Village Type Development” (“V”) sites covering the existing
Shek Wu Wai village and the village clusters (San Tin Seven Villages) bounded
by San Tin Highway, San Tin Tsuen Road and Tung Wing On
Road are excluded from the Project boundary.
2.1.1.2
As compared with the PODP
released in March 2021, the Project boundary has been extended from about 320
ha to about 610 ha. The expanded area
mainly covers (i) the formed land at LMC BCP which
will be released for development upon commissioning of the new Huanggang Port with colocation arrangement on the Shenzhen
(SZ) side, (ii) the fish ponds and rural land adjacent to the existing LMC BCP,
and (iii) a “Green Belt” (GB) south of Ki Lun Shan at Pang Loon Tei, which is
also a response to the suggestion raised by LegCo members during funding
application of the subject Study in 2021. The Project boundary is shown in Figure 1.1.
2.2
Need for Project
2.2.1.1
The 2013 Policy Address first stated the need to take
forward further development of the New Territories North (NTN) with a view to
developing a modern new town. Under the
Preliminary Study, an area in San Tin / Lok Ma Chau (STLMC) was identified as having potential for further
development. Subsequent
to the Broad Land Use Concept Plan (BLCP) of STLMC promulgated in 2016 and the eight
land supply options recommended by the Task Force on Land Supply in 2019, “Study
on Phase One Development of New Territories North - San Tin / Lok Ma Chau
Development Node - Feasibility Study” (STLMC FS) and subsequent Investigation Study were
commissioned in 2019 and 2021 respectively.
With the National 14th Five-Year Plan supporting Hong
Kong (HK) to develop into an international I&T centre, it is aspired to
develop the Northern Metropolis into a “new international I&T city”.
2.2.1.2
Located at the heart of
Northern Metropolis and in close proximity to SZ’s
I&T zone in Huanggang and Futian, San Tin
Technopole is strategically positioned to be a hub for clustered I&T
development that creates synergy with SZ’s I&T Zone. It will contribute to
the development of the South-North dual engine (finance – I&T), and become
a new community for quality, healthy and green living.
2.3.1.1
The Project area has a
mixed urban-rural character. Land in the northern portion is predominantly
occupied by wetland as well as village developments with some brownfield sites
mainly open storage and warehouse uses, whereas land in the southern portion is
mainly occupied by domestic structures and village developments with some
scattered brownfield operations (mainly open storage, warehouse and workshop
uses). These are described further below.
Northern Project
Area
2.3.1.2
The northern extent of the
Project area refers to the portion located to the north of San Tin Highway and Fanling Highway. San Sham Road, which is an existing road,
together with the LMC BCP, bisects the northern part of the Project area.
2.3.1.3
Area to the east of the San
Sham Road is physically characterised by existing wetland, knolls
and hills. Domestic structures, non-domestic structures
and brownfield sites mainly vehicle parks and open
storage are particularly prevalent within the eastern part of this area. The
HSITP in the Loop of about 87 ha for I&T development locates at the
immediate northeast of the Project area. Development of the HSITP has commenced
and first phase development is estimated to be completed in phases from 2024 to 2027.
2.3.1.4
Area to the west of the San
Sham Road is mainly occupied by existing wetland which stretches across the
area and connects to the wetland to the west. Cluster of existing villages is located at the south to the LMC BCP but have been
excluded from the Project area. Some other domestic structures, non-domestic
structures and brownfield sites mainly open storage and warehouse sited within
the Project area. The
Mai Po Lung Village (MPLV) Egretry is also sited
within the northern Project area. While the Mai Po Village (MPV) Egretry and a Site of Special Scientific Interest (SSSI) are
located outside the Project area and partially within the Project area
respectively, their combined ecologically importance should be considered.
2.3.1.6
Currently,
the northern Project area is bounded by the SZ River, fishponds as part of
Wetland Conservation Area (WCA), the Loop and the hill of Tit Hang. This setup
characterised the Northern area with flat and open view of wetland. Pockets of planting, green knolls and
watercourses promote a sense of rural landscape character around the area. The existing blue resources are mostly fishponds
/ channelised watercourse with concrete bank. These natural surroundings host a
great variety of mature/semi-mature trees, fauna and
flora species in vicinity and within the northern Project area. This includes
but not limited to existing night roosts, wetland habitat, mammals, water birds,
etc.
Northern Project Area at the north of San Tin
Highway and Fanling Highway
Southern Project
Area
2.3.1.7
The
southern and southeastern part of the Project area is bounded by Ki Lun Shan and
Ngau Tam Shan. The southern part of the Project area is significantly
dissected by existing roads with cultural heritage and knolls and hills
scattered around. This has a significant impact on the morphology of this area
and in combination with other transport routes effectively subdivides the area
into definable parts.
2.3.1.8
The
southern part of the Project area are currently proposed
to be developed for land uses of various scales and characters under this
Project. Shek Wu Wai village, which is an
existing recognised village outside of the Project area, is
located in the middle of the southern Project area. Domestic structures,
non-domestic structures and brownfield sites mainly open storage, warehouse and
workshops are particularly prevalent within the southern Project area. The
domestic structures in these areas are widely dispersed and intermingled with
many existing non-domestic temporary structures.
Southern Project Area bounded
by Ki Lun Shan and Ngau Tam Shan
2.3.2
Development Constraints and Opportunities for Project Development
2.3.2.1
A number of existing
and planned infrastructure, social and environmental features create
opportunities and impose constraints to the Project development.
Development Opportunities
Ø
Sam Po Shue Wetland Conservation
Park
2.3.2.2
The
Agriculture, Fisheries and Conservation Department (AFCD) has commenced a
Strategic Feasibility Study on the Development of Wetland Conservation Parks
System, which proposed the SPS WCP as the first park to be developed. The
Government will establish the SPS WCP to enhance the ecological quality and
biodiversity of the Northern Metropolis, provide quality outdoor eco-education
and recreation facilities for public enjoyment, as well as introduce modernised aquaculture in the park. The SPS WCP, with a proposed area of
approximately 338 ha, will serve dual purposes.
First, it allows the Government to enhance the
overall ecological value, biodiversity and connectivity in the Deep Bay area
through proactive conservation and management.
Secondly, it will enhance the ecological function and capacity of 288 ha
of wetlands with active conservation management and enhance the fisheries
resources of 40 ha of fishponds with modernised
aquaculture, to compensate for the loss in wetland habitats and fisheries
resources arising from the development of San Tin Technopole and to achieve
no-net-loss in ecological function and capacity of the wetlands concerned. Within the SPS WCP, there will be 253 ha of
ecologically enhanced fishponds compensating for pond habitat loss, 35 ha of enhanced freshwater wetland habitat compensating
for other freshwater wetland habitat loss, 40 ha of enhanced fishponds
compensating for fisheries loss, and about 10 ha reserved for other supporting
facilities. The derivation of the enhancement area is further elaborated under
this EIA Study.
Ø
Highly Accessible
2.3.2.3
San Tin Highway is the major
external road link between the Project and the rest of Hong Kong’s strategic
road network. The Project will connect to SZ’s new Huanggang Port by an elevated primary distributor providing
direct connection between the existing San Tin Interchange (STI) and an
at-grade district distributor joining the Project’s internal roads. It will also
allow potential connection to the future Northern Metropolis Highway at the south-east
for a direct and convenient connection with the rest of the Northern Metropolis.
Ø
Enhanced Cross-Boundary Traffic Connectivity
2.3.2.4
With the future
implementation of the “East-in East-out, West-in West-out” cross-boundary
strategy, LMC BCP would carry much less cross-boundary goods vehicles’ traffic.
The strategic repositioning of the cross-boundary crossings would reduce the
cross-boundary traffic flows at San Sham Road and its associated connections
with STI.
Ø
Enhanced Railway Network and Integrated Public Transport
Network
2.3.2.5
The proposed
San Tin Station under the proposed Northern Link (NOL) Main Line as well as the
proposed NOL Spur Line with
intermediate station near Chau Tau would serve as the backbone of the public transport
network, multi-tier public transport systems would also be needed to serve both
external and internal public transport demands to achieve transit-oriented
development strategy. A comprehensive public transport network, including two
Transport Interchange Hubs (TIHs) and a Public Transport Interchange (PTI) as
an integral part of the smart and green mobility system would reduce private
vehicle trips generated by the Project, thus further alleviating the traffic
pressure at adjacent strategic roads, and allowing for further potential in the
development scale of the Project.
Ø Favourable Geographical Location
2.3.2.6
Being located at the heart of Northern
Metropolis and close to the KTN and FLN NDA, Tin Shui Wai, Yuen Long and Sheung
Shui New Towns, Huanggang in SZ, and connected
by a number of existing and planned strategic
transport links to other parts of the Territory, the Hong Kong International
Airport and SZ, there is potential for the Project to be developed as a
regional centre and strategic employment hub. This geographically favourable
location enables development of the area in promoting economic activities.
2.3.2.7
Since
the site is bounded by natural hillsides in the south and east, significant
elevation differences are foreseen subject to the site formation design.
Locally, existing topography will be largely retained for smaller hillsides
identified within the site particularly in the southern part. With appropriate
slope works and natural terrain hazard mitigation measures implemented,
continuity within the development areas can be maintained and the risk of
landslide can be kept under control. Ground improvement works associated with
reclaimed ponds can also boost future development potential of the northern
part of the Project area.
Ø
Plentiful Natural and Landscape Features
2.3.2.8
A number of natural and landscape features are identified
within and surrounding of the Project area. These features could be utilised to
create and enhance a pleasant living environment. This includes the uplands and
valley landscape, green knolls, ridgeline/mountain backdrops of Ngau Tam Shan,
Ki Lun Shan and Tit Hang, woodlands, and Mai Po Village Egretery and Mai Po Lung Village Egretries. The ponds and wetland to the north of the
project area foster a distinct local identity and openness. Proper planning and
land use zoning could maintain these landscape and ecological capital and establish an integrated
green network for the Project. The two major drainage channels namely STEMDC and
STWMDC running through
the Project area offer good opportunities for blue-green
infrastructure, creating
distinct local character and provides a pleasant riverfront experience.
Ø
Rich Cultural Heritage
Ø
Land Resources
2.3.2.10
At present a large proportion of land is occupied by ponds, temporary structures and brownfield operation. The vast
extent of the temporary structures and brownfield operation in the area are
disorder and has created environmental and interface problems. However, with
the aspiration to turn such land for more optimal uses, it provides
opportunities for supporting the future development of Hong Kong.
Development Constraints
Ø
Infrastructure Constraints
2.3.2.11
A number of
constraints posed by the existing infrastructure require careful consideration
in the planning of the Project:
i)
The elevated section of LMC
Spur Line and the two major distributors traversing the Project area, i.e. San
Tin Highway and Fanling Highway, will pose
environmental constraints to the nearby developments. Other existing major
distributors including Castle Peak Road – San Tin, San Tam Road, Kwu Tung Road, Lok Ma Chau Road
and Ha Wan Tsuen East Road are also potential air pollution and noise sources
that will likely generate environmental impacts to the nearby developments.
ii)
The existing overhead line cables near Chau Tau area at the
east and Pang Loon Tei area at the south of the Project require vertical and
horizontal separation distance from adjacent proposed land uses in accordance
with the Hong Kong Planning Standards and Guidelines would limit the
development potential of the adjacent Project areas.
iii)
There is an existing pig farm falling outside of the Project
area to the east of Chau Tau Village. Besides, a sewage treatment plant is
located within San Tin Barracks in close proximity of
the Project area. The future developments should observe relevant requirements
on odour impacts, with reference to the findings of the EIA report of this
Project.
Ø
Environment Constraints
2.3.2.12
The following constraints posed by the existing
environment also require careful consideration in the planning of the Project:
i)
The feasibility of surrounding lands is considered
comprehensively when planning the land use of the Project. To fully
leverage the strategic positioning of the Project, a substantial area of land
for I&T purposes shall be provided. However, due to the presence of hills
on the eastern and southern sides of the Project, particularly the natural
slopes in the southeastern part of the Loop, where the terrain is high and
steep, substantial earthwork, soil filling, and infrastructure works would be
required to form extensive sites. Considering factors such as associated
environmental impact, ground condition, cost, and development programme, the said natural slope is therefore not
recommended for development for I&T purposes. Hence, the development lands
shall expand towards the inland area closer to the fishponds, while minimising any impact on bird habitats and bird flight
corridors. By utilising a portion of the fishponds in
a reasonable manner, the planning layout of the Project can be enhanced.
ii)
The existing conservation-related zonings, including CA,
OU(CDWEA), OU(CDWRA), GB and SSSI have been carefully reviewed in the formulation of the Revised
RODP to uphold the principle of co-existence of development and conservation
within the context of sustainable development.
Ø
Consideration of the Traditional Villages and Permitted
Burial Grounds during planning
2.3.2.13
Existing
recognised villages are retained and reserved for village development. Potential
interface issues between the villages and the proposed developments will need
to be addressed. Permitted burial grounds (PBG) located
mainly at the hillslopes of Ki Lun Shan and Ngau Tam Shan, and some isolated
knolls in the Project area would generally be retained.
Ø
Proliferation
of Brownfield Operations Grounds
2.3.2.14
At present, considerable parts of the Project area are being utilised
as brownfield operations including logistics, vehicle repair, vehicle parking,
open storage and warehouse etc. While recognising that there may be opportunities to accommodate
some brownfield operations through developing multi-storey
buildings (MSBs) at the reserved sites in the Area or other NDAs, this is
likely to be an incremental process. The interface of new developments with the
existing brownfield operations during the intervening period needs to be
addressed.
Ø
Government, Institution or Community Developments
2.3.2.15
A cluster of cultural facilities, service reservoirs, STLMC effluent polishing plant (EPP),
electricity substations (ESSs), District Cooling System
(DCS), STLMC water reclamation plant (WRP), refuse
transfer station (RTS) as well as potential educational, healthcare and youth facilities are
expected to be developed in the Project area. Facilities with potential environmental impact such as EPP and RTS
should be sited away from sensitive uses such as residential and educational
facilities.
Ø
Preservation
of Ecological, Natural and Landscape Features
2.3.2.16
Due considerations should be
given to avoid/minimise adverse impacts of the future developments on the
existing ecological, natural and landscape features as mentioned in Section 2.3.2.8 above.
Ø
Flooding
Risk
2.3.2.17
Areas
adjoining Shek Wu Wai, Chau Tau, Wing Ping Tsuen
and Yan Sau Wai are in
the flood plain where flooding is evident. Site formation and the drainage
system should be designed to minimise flooding risk to the planned developments
and the nearby existing settlements.
2.4.1
Planning Vision and Positioning
2.4.1.1
The
following planning vision and positioning were formulated for planning and
designing the Project.
2.4.1.2
With
the National 14th Five-Year Plan supporting Hong Kong to develop into an
I&T centre, we aspire to develop the Northern Metropolis into a “new
international I&T city”. Located at the heart of Northern Metropolis and in close proximity to SZ’s I&T zone in Huanggang and Futian, San Tin Technopole, which comprises
the Project area and the Loop, is strategically positioned to be a hub for
clustered I&T development that creates synergy with SZ’s I&T zone. It will contribute to the development of the
South-North dual engine (finance - I&T), and become a new community for
quality, healthy and green living.
2.4.2
Size, Scale, Shape and Design
of the Project
2.4.2.1
The Project with an area of approximately 610 ha will accommodate 147,000 to 159,000 population with provision of about
165,000 jobs upon full development.
The project will mainly include land for residential, I&T,
commercial and “Government, Institution and Community” (“G/IC”) uses.
2.4.2.2
To put land resources into
optimal use, higher development parameters have been adopted, including a plot
ratio (PR) of 6.5 – 6.8 for housing sites and a maximum PR of 6 for I&T land. Mixed use sites comprising residential
development, office, hotel, retail, dining and
entertainment facilities etc. will adopt a PR of 7 to maximise its development
potential.
2.4.2.3
An overview of the
key planning elements and land uses of the Revised RODP is provided in Table 2.1
and the Revised RODP adopted for this EIA study is shown in Figure
2.1. Key amendments from RODP to Revised RODP will be elaborated in Section 2.7. The preliminary
construction schedule under various phases is summarised in Table 2.1 with reference to Appendix 2.1. The key infrastructure of each phase
is described in Section 2.4.3.
Table 2.1 Land Use Budget of the Revised RODP
|
Land Use
|
Area (ha)
|
%
|
|
Residential and Mixed Uses
|
60.2
|
11.2%
|
|
Other Specified Uses (I&T)
|
211.7
|
39.3%
|
|
Other Specified Uses (Logistics, Storage and
Warehouse)
|
16.2
|
3.0%
|
|
Public Facilities
|
90.7
|
16.8%
|
|
Open Space
|
55.6
|
10.3%
|
|
New Roads
|
76.7
|
14.2%
|
|
Amenity
|
27.5
|
5.1%
|
|
Total Development Area
|
539
|
100%
|
|
Existing Road
|
33.5
|
-
|
|
Green Belt
|
37.5
|
-
|
|
Total Project Area
|
610
|
-
|
Remarks:
The above Land Use Budget is based on the Revised RODP. Due to rounding, the
figures presented may not add up precisely to the totals provided and
percentages may not precisely reflect the absolute figures.
Public Housing,
Private Housing and Mixed Uses (“RSc”, “R1” & “OU(MU)”)
2.4.2.4
The planning intention of public housing (“RSc”) sites is primarily for high density subsidised
housing developments and may be with compatible non-domestic uses, including
retail, commercial, social and community uses.
“RSc” sites are reserved for public rental
housing (PRH), subsidised sale flat (SSF), other forms of subsidised housing,
or a mix of them to cater for the future demand for subsidised housing.
2.4.2.5
The planning
intention of private housing (“R1”) sites is primarily for high-density private
residential developments and may be with compatible non-domestic uses to
provide local needs and services.
2.4.2.6
The mixed use (“OU(MU)”) sites
are intended primarily for mixed use development comprising with a mix of
commercial / office, hotel, retail/dining/entertainment
(RDE) and residential uses incorporated with a TIH.
Village Resite
2.4.2.7
Under the Revised RODP, an area
to the south of San Tin Highway is designated for village resite,
which is intended for re-provisioning the affected village house/building lots
under the Village Removal Terms due to the Government Projects.
I&T
2.4.2.8
The planning intention of the I&T
(“OU(I&T”) sites is to provide space for I&T development to cater for
the needs of different industry players and to develop different I&T fields
at different stages of the I&T value chain.
To promote the concept of “work-live-learn-play” and to nurture I&T
development, a range of complementary uses which could provide business support
(e.g. office, convention facilities, hotel, etc.), living support (e.g. talent
accommodation, retail, dining, etc.) and other uses which attract businesses
are also allowed in the zone.
Logistics,
Storage and Workshop (“LSW”)
2.4.2.9
The planning intention of logistics, storage and workshop (“OU(LSW)”) sites is primarily
for logistics, storage and workshop (LSW) uses.
The sites could be used for development of MSBs for modern industries,
which may also accommodate brownfield operations affected by Government
projects. Open-air operations are also allowed to suit the operational needs of
various kinds of LSW uses.
Public
Facilities (“G/IC”)
2.4.2.10
“G/IC”
sites are intended primarily for the provision of G/IC facilities serving the
needs of the local residents and/or a wider district,
region or the territory. These facilities will serve the work of Government,
instead of residents. These sites are also intended to provide land for uses directly related to or in support
of the work of the Government, organizations providing social services to meet
community needs, and other institutional establishments. The G/IC provision has
been planned in response to relevant departments’ request and in accordance
with the Hong Kong Planning Standards and Guidelines. Facilities such as
schools, police station, fire station, Joint government office, G/IC complex,
cultural and recreational complex, youth facilities, healthcare facilities and
AFCD Wetland Conservation Park Management Office, etc. have been proposed. The overall provision would be adequate to
serve the planned population of the Project.
Infrastructural Facilities
2.4.2.11
Six District Cooling Systems
(DCS), in which four of them are zoned under “OU(DCS)” are provided to supply
chilled water to buildings planned for non-residential purpose and non-domestic
portion of residential sites within the Project area for air-conditioning
purpose. The remaining two DCS are zoned under “OU(I&T)” and are intended
to serve I&T uses. One Effluent Polishing Plant (EPP) and Food Waste
Pre-treatment Facilities under “OU” is provided to cater for the sewage flows
arising from the existing and planned developments in San Tin area. Apart from
the existing Mai Po Substation, eleven ESS are zoned under “OU”.
2.4.2.12
Three sewage pumping stations (SPS)
are zoned under “OU” for collecting sewage flows from the Project area and
pumping to the planned EPP for treatment. Two stormwater pumping stations are
zoned under “OU” for flood protection purpose.
A WRP is zoned under “OU” to receive treated effluent from the planned
EPP for further treatment to raise the quality of reclaimed water for
non-potable use.
2.4.2.13
An “OU” site has been reserved
for co-locating the RTS and RRF to cope with the wastes generated by the
proposed residential and working population and to encourage sustainable use of
resources and help collect different types of recyclables in the local
community.
2.4.2.14
In terms of railway facilities,
sites have been reserved for railway ancillary facilities and zoned as “G/IC” to
support railway development of the proposed NOL and site zoned as “OU(Railway)”
for the existing LMC Spur Line, and a site designated to reflect the existing
Chau Tau Ventilation Building (VB) of the LMC Spur Line and zoned as “OU(VB)”.
2.4.2.15
A PTI is planned to improve the
connectivity of Pang Loon Tei, while two green fuel stations are planned for
the provision of green fuel stations for vehicles.
Open
Space
2.4.2.16
Open space (“O”) is primarily for the provision
of outdoor open-air public space for active and/or passive recreational uses
serving the needs of both the local residents,
workers, as well as the general public.
“O” connects major activity nodes to promote active lifestyle and serves
as a green buffer between the village and the high-density developments as well
as part of the overall sustainable drainage system, etc.
Amenity
2.4.2.17
Amenity strips will be provided at roadside as far
as possible to enhance the amenity and to serve as visual buffers between
existing villages and new developments. They offer good opportunities for
landscaping and tree planting.
Green
Belt
2.4.2.18
The
green belt (“GB”) mainly reflects the existing permitted burial grounds and
areas densely occupied by existing graves, natural features and mature vegetation .
Site Formation
2.4.3.1
The
site formation to be carried out in the Project covers the
majority of the Project area. The types of site formation works to be adopted at various areas within the Project area
will be determined based on the approach mentioned in Section 2.8.7.
2.4.3.2
The
surplus inert C&D materials generated from the site clearance and formation
works and construction of new buildings and infrastructure works would be
reused either within the development for backfilling at later stage or in the
concurrent projects. The quantity of C&D materials is detailed in Section 7.
Roadworks and Utilities
·
Primary
distributor road – P1
·
District
distributor road – D1, D2, D3, D4, D5 and D6
·
Other local roads
Other than the construction of elevated
Road P1 at the realigned San Sham Road, typical construction method for
at-grade road construction would be adopted.
The works would involve earthworks, utilities laying, construction of Common Utilities Enclosure (CUE),
laying of sub-base materials and laying of bituminous or concrete surfacing
layers.
Viaduct
2.4.3.4
The
Road P1 include viaduct construction works and temporary traffic arrangement to
maintain cross boundary traffic throughout the course of construction
activities. The viaduct can be erected
by cast in-place concrete construction method, prefabricated steel structure
construction method and precast concrete construction method, subject to the
scale, site condition, design, cost-effectiveness and
environmental friendliness of the proposed viaduct.
Fresh
Water Service Reservoir (FWSR) and Reclaimed Water Service Reservoir (RWSR)
2.4.3.5
Facilities
for fresh water supply and reuse of treated sewage effluent (TSE) involve the
service reservoirs and the associated pipeworks. The
major construction works will include earthwork, concrete works for service
reservoir structures and construction of maintenance roads. Cut and fill slopes
shall be formed for the formation of platform for the service reservoirs
construction. Installation of soil nail
may be carried out for slope stabilisation.
Effluent
Polishing Plant (EPP)
2.4.3.6
The
proposed EPP will be designed up
to tertiary level treatment standard to treat the sewage generated from the
development site which enable for reuse of reclaimed water while the rest of
sewage effluent is suggested to discharge to the Deep Bay. The major construction works will
include earthwork, concrete works for EPP structures and construction of
maintenance roads.
STLMC
Water Reclamation Plant (WRP)
2.4.3.7
STLMC WRP includes construction of superstructures and water reclamation system
together with associated pipeworks connecting the
RWSR and proposed land parcels, which support the population and occupation of
the Project.
River Revitalisation
Works
2.4.3.8
The
river revitalisation works of STEMDC and STWMDC are proposed to improve the
flood resilience and adaptation to climate change of the development area. Landscape and recreation provisions will be
provided along revitalised STEMDC and STWMDC. These provisions including
planting of suitable trees would enable connectivity and usage for mammals and
avifauna.
Flood Attenuation Measures
2.4.3.9
Flood attenuation measures such
as underground storage tanks, integrated ponds and retention ponds are proposed
along the upstream of STEMDC and STWMDC to mitigate the flood risk of
downstream due to increase of surface runoff due to climate change. In view of the large spatial condition of retention lake, the latest
requirements within the open space could not be fulfilled. As such, integrated
approach is proposed as the only way to maximise open pond, which is more
sustainable, and to compensate with underground tank to meet end century
requirements.
District
Cooling System (DCS)
2.4.3.10
The
proposed DCS sites serve a large-scale centralised district cooling system
comprising chiller plant and cooling tower plant which deliver cooling water to
non-domestic buildings within a district via underground insulated pipeline in
an energy efficient way. The major construction works will include earthwork,
concrete works for DCS plants structures and construction of maintenance roads.
Refuse
Transfer Station (RTS)
2.4.3.11
RTS is proposed for
handling residual municipal wastes. The major construction works
will include earthwork, concrete works for RTS structures and waste transfer
system and construction of maintenance roads, which support the population and
occupation of the Project.
Landscaping
Works at Open Spaces, Amenity Areas and Slopes
2.4.3.12
Landscaping
works at open space, amenity areas and slopes will be conducted after site
formation works and slope works. As these will mainly involve planting and
pedestrian facilities, environmental impact is not anticipated.
Building
Works
2.4.3.13
Building
works of each site will be carried out by Project Proponent or B/Ds or future
developers after site formation works and site handover. Phased implementation of site formation works
and building works will be carried out to minimise concurrent construction
works, thus minimise the generation of construction environmental impact and nuisance
to the public throughout the course of construction.
Cavern
Development
2.4.3.14
The potential cavern
development, namely Ngau Tam Mei (NTM) cavern area under the Project Profile
and EIA SB, is located to north of the Ngau Tam Mei Water Treatment Works (NTMWTW).
The opportunities of cavern development have been reviewed and assessed to
accommodate facilities such as RTS and EPP to support the RODP. As discussed in
Section 2.8.4 and 2.8.6, it
is considered infeasible to accommodate RTS and EPP into cavern, the cavern
option is therefore not included in the Revised RODP.
2.4.4
Transport Network
Road
Transport
2.4.4.1
There
are four major external connections linking the Project to the surrounding
area. It will be served by the existing
San Tin Highway and Fanling Highway in the East –
West direction, joined to the new Huanggang Port at
the North by a primary distributor road, and linked to future Northern
Metropolis Highway at the South-east of the Project.
2.4.4.2
The
proposed layout of the Project’s road network seeks to
provide better linkage between developments located at the North and South of
the San Tin Highway. The existing Shek Wu Wai
Interchange (SWWI)
provides slip roads at its western side connecting Shek Wu Wai Road and Mai Po
Lung Road to San Tin Highway but does not allow connection to San Tin Highway
at its eastern side. To enhance the accessibility of the Project, a pair of new
slip roads is proposed at the eastern side of SWWI to facilitate traffic
movement. At the same time, improvement to the slip roads from STI towards
westbound San Tin Highway is proposed to strengthen future connectivity. With
the close proximity of the proposed improvement works
and other adjacent slip road accesses, simultaneous merging and diverging along
San Tin Highway between SWWI and STI may lead to the convergence of merging and
diverging traffic at the nearside lane of San Tin Highway which is considered
not desirable in terms of road safety. To reduce safety risks, a lane-gain
arrangement is proposed at the end of the merging slip roads such that the
traffic lane continues towards the adjoining diverging lane. Such widening of
San Tin Highway between SWWI and STI is achieved by utilising the amenity /
reserve area and no additional traffic is anticipated to be generated from such
lane-gain arrangement. Noise mitigation
measures will be incorporated along the San Tin Highway to facilitate the development
of the Project if necessary.
2.4.4.3
The
proposed SWWI shall be utilised as the key access to the development area for
traffic coming from the west of San Tin Highway. The existing STI will be maintained and
transformed into another key access to the development area for traffic coming
from east of San Tin Highway. The overall road network shall make use of these
two interchanges as the main connection points to integrate the Project’s internal
road network with San Tin Highway and Fanling Highway.
2.4.4.4
To
minimise adverse impact to the sensitive surrounding uses, special treatment of
the road segment between the existing villages, wetlands to the north of the
Project and the proposed San Tin North I&T Park is being explored. For
example, diversion of some traffic to the underground level of the adjoining
I&T land use will be considered.
2.4.4.5
Vehicular
traffic is proposed to be located underground / avoided at sizable I&T
developments at San Tin North to reserve for various ingress/egress and allow
flexibility for I&T uses as well as Living Avenue at San Tin South. Such
proposal has the following benefits:
·
Reduction in
vehicles travelling along at-grade level brings consequential benefits to air quality;
·
Reduction in
noise impacts;
·
Reduction in
the area occupied by roads thereby making land available for other uses such
as greening; and
·
Freed-up road space could be proposed as pedestrian oriented zone
to encourage walking and cycling.
2.4.4.6
In
addition to the above, the disposition and arrangement of land use has been
considered with the environmental impacts that can arise from traffic in mind.
A particular strategy has been considered to locate land uses that attract
heavy goods vehicles (HGV) to the east and south-east of the Project area near
the STI and the future potential external connection at the South-east
of the Project respectively.
Such intention is to provide a short and direct route for these HGV to / from
San Tin Highway / Fanling Highway / future Northern
Metropolis Highway to minimise the environmental impacts brought by HGV to the
Project’s internal road network.
2.4.4.7
The
major components of the proposed road hierarchy for the Project are as follows:
Primary Distributor (Dual 2-lane Standard)
2.4.4.8
The
existing San Sham Road will be re-aligned to a primary distributor (PD) Road P1
(elevated road) and district distributor Road D6 (at-grade road) are located
adjacent to the existing LMC BCP. Road P1 connects STI and the existing San
Sham Road at the North of the Project providing direct access to / from SZ. It
is proposed as a viaduct with an aim to bypass the traffic junctions along the
at-grade Road D6 underneath.
District Distributor (Single
2-lane / Dual 2-lane Standard)
2.4.4.9
A
total of six district distributors (DD) as described in Section 2.4.3.3 are
proposed serving as the major linkage between the four external connections and
the Project’s local road network.
Local Distributor (Single
4-lane / Single 2-lane Standard)
2.4.4.10
A
total of twenty-six local distributors (LD) serves a major role in linking up
the proposed development parcels and existing developments (such as existing
villages) with the proposed district distributors / existing road network.
Existing Roads
2.4.4.11
Apart from the section of Castle Peak Road fronting Yan Shau Wai, Ha Wan Tsuen East
Road, and a
section of Lok Ma
Chau Road, the existing
road system is to be largely demolished / realigned / upgraded. The construction of the
proposed new roads and realignment / improvement of existing roads will be
implemented progressively in accordance with the proposed development
programme.
Public
Transport
Rail-based Public
Transport
2.4.4.12
The
proposed NOL Main Line and NOL Spur Line along with the existing Lok
Ma Chau Spur Line will provide passenger services for the Project. These
railways will serve as the backbone of the Project’s public transport facility.
Two proposed railway stations are provided within the Project boundary, including
proposed San Tin Station and proposed station near Chau Tau.
2.4.4.13
While the proposed NOL Main Line and proposed
NOL Spur Line are
expected to be constructed below ground level, the section of the existing Lok
Ma Chau Spur Line within the Project area runs on an underground track from the
east and ascends to a viaduct with an elevation of approximately 21mPD at Lok
Ma Chau Station.
Road-based Public Transport
2.4.4.14
Apart from railway, road-based public transport services will be provided with
public transit infrastructures planned at strategic locations. Upon full
development, the population and employment within the Project is anticipated to
be approximately 147,000 to 159,000 and 165,000 or more jobs respectively, the need for
additional bus routes will be generated to meet local demand with current bus
routes servicing the Project area expected to be maintained.
2.4.4.15
Two
TIHs and one PTI would be provided within the Project. With reference to Figure 2.1, one of the TIHs is provided adjacent
to the proposed station near Chau Tau, together with park and ride facilities,
to provide a convenient and pleasant setting for multi-modal transport
interchange activities. Another TIH adjacent to the proposed San Tin Station is
proposed considering its convenient location to the south-western portion of the
Project. The PTI is proposed at Pang
Loon Tei for interchanging of road-based public transport services.
2.4.4.16
Further
to the above-mentioned major public transport facilities to be provided in the
Project, Smart Green Feeder System (SGFS) is also proposed as feeder services
for population and employment clusters sited away from the railway catchment
areas. The proposed SGFS traverses the core of residential, commercial, and
I&T sites within the Project area. Although the system that will ultimately
be adopted is subject to future decision, SGFS in the form of electric bus
transit has been assumed under the EIA.
2.4.4.17
An inter-district Green Transit System (GTS)
has been introduced under the Agreement No. CE51/2051 (TT) Traffic and
Transport Strategy Study – Feasibility Study (TTSS). From on-going liaison with
the TD, the potential route for the GTS has been identified within the Project
area to connect the proposed San Tin North I&T sites, existing village
establishment, and the proposed railway station near Chau Tau. The carriageway
and roadside greenery areas along the potential GTS route have been designed to
allow for the potential operation of GTS in the future.
Pedestrian
Walkway and Cycle Track Networks
2.4.4.18
There will be a comprehensive
network of cycle track and pedestrian walkway system connecting various planning
areas, developments, public spaces and activity nodes
of the Project, with a view to realising the 15-Minute Neighbourhood concept,
promoting a healthy and active lifestyle.
Pedestrian Infrastructure
2.4.4.19
Pedestrian
footpaths are provided along both sides of the road network and vehicle free pedestrian
passages will also be provided along the arterial open space corridors. Elevated
pedestrian crossings will be avoided where possible to enhance universal
barrier free access. However, as the Project is dissected by the San Tin
Highway, footbridge cum cycle track on both sides of Yan Shau Wai spanning
across San Tin Highway and a pedestrian subway cum cycle track beneath SWWI are
proposed to strengthen pedestrian connectivity between the north and south of the
Project. To facilitate movements across San Tin Highway/Fanling
Highway, 3 new crossings for pedestrians and cyclists will be constructed in
addition to 4 existing underpasses/footbridges. Given the gradients prevailing within the
Project, ease of movement should be available to all. The proposed footpaths of
the Project will be joined to existing footpath network at the periphery of the
Project boundary.
Cycling Provision
2.4.4.20
To encourage the use of active transport modes, a
comprehensive cycling network will be provided along all roads. Cycle track
network within the Project has been designed to tie in with the existing cycle
tracks. As mentioned above, footbridge
cum cycle track on both sides of Yan Shau Wai spanning across San Tin Highway
and a pedestrian subway cum cycle track beneath SWWI are proposed to link up
the cycle network between the north and south of the Project seamlessly.
2.4.5
Designated Projects
2.4.5.1
Based
on the RODP, the Project would comprise the following designated projects by virtue
of items A.1, F.1, F.2, F.4, G.2, H.1, I.1 and P.1, of Schedule 2 of the EIAO.
DP 1
– Construction of New Primary Distributor
and District Distributor Road
2.4.5.2
The
Project will be
served by a network of PD, DD and LD roads.
The PD will run between the existing STI and San Sham Road at the northern
part of the Project area in form of viaduct structure. DD roads will run through the Project in the form
of a ring serving as the major linkage between the Project’s LD network and the
four external connections including San Tin Highway, Fanling Highway, new Huanggang Port, and the potential external connection at
the South-east of the Project. LD roads will have several connections to the
proposed DD roads.
2.4.5.3
On
top of the existing slip roads at SWWI, two additional slip roads will be
constructed to connect the Project with the eastbound and westbound of San Tin
Highway. Furthermore, one slip road will be constructed along the southbound of
Road D6 connecting to the southbound of Road P1 to facilitate the traffic
connection at the northern part of the Project.
2.4.5.4
Moreover,
the existing road system is to be largely demolished / realigned / upgraded apart
from the section of Castle Peak Road fronting Yan Shau Wai, Ha Wan Tsuen East
Road, and a section of Lok Ma Chau Road.
2.4.5.5
The
proposed PD, DD, and improvements to existing roads including re-alignment and junction
improvement works will fall into the category of Item A.1, Part I, Schedule 2
of EIAO.
DP2–
Construction of STLMC EPP
2.4.5.7
A
new sewage treatment works, which will be a tertiary EPP, will be built to
support the population of the Project. The treatment capacity of the EPP is
proposed to be at 125,000 m3/day.
2.4.5.8
The
proposed EPP will fall into the category of Item F.1 & F.2, Part I, Schedule 2 of EIAO.
2.4.5.9
The location and general layout
of EPP is presented in Figure 2.10
and 2.11.
DP3
– Construction of STLMC WRP
2.4.5.10
A
new WRP will be built to support the population of
the Project. The capacity of the STLMC WRP is proposed to be around 112,500 m3/day.
2.4.5.11
The
proposed STLMC WRP will fall into the category of Item F.4, Part I, Schedule 2 of EIAO.
2.4.5.12
The location and general layout
of the STLMC WRP is presented in Figure
2.12 and 2.13.
DP4
– Construction of RTS
2.4.5.13
In
the eastern part of the Project area along the Fanling Highway, site OU.1.9 has been
proposed for the provision
of a new RTS with treatment
capacity of 3,000 tonnes per day (tpd) together with
a new resource recovery facility (RRF) to
cope with the new population waste generation
of the Project and also for territory treatment
purpose.
2.4.5.14
The proposed RTS will fall into the category of
Item G.2, Part I,
Schedule 2 of EIAO.
2.4.5.15
The location of the RTS is presented in Figure 1.2.
DP5 – Construction of 400kV Electricity
Substation (ESS)
2.4.5.16
Two
400kV ESS are proposed within the Project area to cope with the power demand
generated from the new development. These include sites OU.1.7 and OU.4.2.
2.4.5.17
The proposed 400kV ESS will fall into the
category of Item H.1,
Part I, Schedule 2 of EIAO.
2.4.5.18
The locations of the 400kV ESS are presented in Figure 1.2.
DP6 – Revitalisation of San Tin Eastern
Main Drainage Channel
2.4.5.19
The
current STEMDC that sits within the Project boundary is mainly concrete
channelised waterway. The proposed waterway framework aims to maximise
opportunities for open channel treatment and enhance benefits from flood
resilience infrastructure. The revitalisation of the drainage channels is
proposed via dechannelisation where appropriate and
applicable. It is proposed that the embankments of the channel be treated with
greening measures appropriate to each individual context. This includes
strategy such as naturalisation of channel bank, replacing concrete bank with
sloped green edge, gabion wall design, planting with native vegetation etc.
Most of the vegetation species along the channel should comprise native species
and refer to existing local flora.
2.4.5.20
The
STEMDC is located within 300m from an existing Conservation Area,
revitalisation works would fall into the category of Item I.1, Part 1, Schedule
2 of the EIAO, subject to the change in land use proposals in future zonings of
the concerned “Conservation Area” as shown in Figure 1.2.
2.4.5.21
The
revitalisation of STEMDC is proposed to improve the flood resilience and
adaptation to climate change of the development area. Flood attenuation measures such as
underground storage tank, integrated ponds and retention ponds are proposed
along the upstream of STEMDC. The
existing engineered channel at downstream is proposed to be naturalised
embankment which provides green buffer along the revitalised water channel and
further enhances ecological and landscape value. Open spaces encompassing
STEMDC will be designed with floodable landscape treatments to enhance the
resiliency of the adjacent area.
2.4.5.22
To
cater for the upgrading works of existing Tun Yu Road, the STEMDC is proposed
to shift eastwards and re-profile with natural and hybrid embankment treatment.
The width of riverbed between the natural and hybrid embankment is
approximately 28m. The arrangement is
detailed in Section 14. The
revitalisation works will run along the STEMDC, which is located within 300m of
Conservation Area, are identified in Figure 2.14.
DP7 – Recreational Development within
Deep Bay Buffer Zone 2
2.4.5.23
With
reference to the demarcation of Deep Bay Buffer Zone, open space provided with
tree planting and water features locating at site O.1.1, O.1.2 and O.1.3 within
Deep Bay Buffer Zone 2 are proposed as recreational development for the
enjoyment of the general public. The Mai Po Lung
Village Egretry will be preserved at O.1.3.
2.4.5.24
The proposed development within Deep Bay Buffer Zone 2 will fall into the category of
Item P.1, Part 1,
Schedule 2 of EIAO.
2.4.5.25
The general layout of the Deep Bay Buffer Zone 2 is presented in Figure 1.2.
2.4.6
Environmental Acceptability of
the Schedule 2 Designated Projects
2.4.6.1
With reference to
the Project scope as stated in Section 1.2, the EIA has provided an assessment of the potential
environmental impacts associated with the construction and operation of the Project, based on the
engineering design information available at this stage. This has included
specific assessment including key mitigation measures for the Schedule 2
Designated Projects (DP) subject to environmental permit application under this
Project (DP1, DP2, DP3,
DP6 and DP7) within the individual chapters.
2.5.1.1
The Project aspires
to turn the existing brownfield uses including logistics &
freight operation, vehicle-related operation, warehouse/workshop, and open
storage, which have created considerable environmental, traffic, visual, and other nuisance, to more
optimal uses and better land utilisation for future development of Hong Kong.
Meanwhile, the Project will have the opportunity to promote
balanced development alongside the proposed SPS WCP.
The development of the Project could result in the following benefits
and bring in environmental initiatives:
Direct Benefits
2.5.1.2
Develop into an international I&T Hub –The Project, together with the Loop to the northeast,
is positioned as the “San Tin Technopole”. Given its strategic location
situated near SZ I&T Park and the proposed Futian Central Innovation District, it is
critical to seize this unique opportunity to develop the Project area into the
international I&T Hub to synergise with
the I&T zone in SZ. As sustainable and long-term development of the I&T
industry is essential to reach this target, some 212 ha
land is planned for I&T use under the Project. Together with the 87ha of
land of the HSITP at the Loop, about 300ha I&T land would be provided for
the development of San Tin Technopole. This would establish a complete and
vibrant I&T ecosystem in Hong Kong.
2.5.1.3
Diverse housing options to meet long-term housing
needs of Hong
Kong – Different
housing types will be provided to meet long-term housing needs of Hong Kong,
engendering a sense of belonging for people and ultimately enhancing their
quality of life. The Project
will provide about 50,000 to 54,000 new flats, in which about 70% would be
public housing.
Besides,
by providing talent accommodation that will be integrated within I&T
development, this offers a level of convenience and accessibility that is
highly attractive to talents.
Village resite area is also provided to the re-provision of
affected village houses/building lots under the Village Removal Terms due to
the Government projects.
2.5.1.4
Diversify economic base to
serve the Northern Metropolis – Approximately 165,000 or more new jobs would be generated upon full development of the Project,
through a mix of I&T, commercial (office, hotel, RDE), retail,
logistics, storage and workshop, community and government land uses. This would promote the growth of I&T
industry and ecosystem, providing diversified job choices and economic
activities, hence to become a prominent employment
node.
2.5.1.5
Provide GIC facilities – To support both existing and planned population,
as well as regional and territorial demand on specific aspects, a wide
range of GIC facilities including educational, social welfare, sports,
cultural and recreational, healthcare, youth facilities, etc. will be provided.
2.5.1.6
Improving home-job balance to reduce cross-district commuting – The Project
is planned to become a prominent employment node. With the vast
employment opportunities available in the Project, a higher level of
self-containment could be achieved and in return minimising the need for
cross-district commuting to improve home-job balance.
2.5.1.7
Proposed infrastructures for future green transport – GTS such
as automated and green feeder services are proposed within the Project area. TIHs
/ PTI will be equipped with ancillary facilities to support the operation of
future green transport systems. Corridor of the GTS has been identified within the
Project area to connect other NDAs in Northern Metropolis. The carriageway and roadside amenity areas along the
potential GTS route have been designed to allow for the operation of the
potential GTS in the future.
2.5.1.8
Facilitate development of modernized aquaculture industry – With the provision of the AFCD Fisheries Research
Centre within the I&T uses in the northern portion of the Project, there is
potential benefit on the development and promotion of scientific research on
aquaculture to facilitate the upgrading and transformation of the fisheries
industries supporting the proposed SPS WCP.
2.5.1.9
Improving air quality by removing existing odour sources – A number of existing livestock farms, including seven pig
farms and two chicken farms, will be removed. As operation of livestock farms could be odourous, the clearance of farms would remove these sources
of odour emissions thus improving the overall air quality in the area.
2.5.1.10
Improving the degraded area by rezoning
brownfield sites for development - Within the Project area, there are about 126 ha of brownfield, mainly
concentrated south to the existing San Tin Highway, and some fronting the
existing wetland areas. These brownfield sites are replanned
comprehensively for residential,
open space, GIC facilities and economic uses. Hence the Project would improve the degraded areas due to various
brownfield operations, especially their interface with the villages and
wetland.
2.5.1.11
Sewerage system provision and reuse of
reclaimed water– The Project will improve sewerage infrastructure and
sewage treatment facilities of the areas, which would benefit both the population
generated by the existing and proposed developments. To promote sustainable use of water, the
potential of using reclaimed water for non-potable purposes within the Project
would be explored.
Environmental
Initiatives
2.5.1.12
Minimise industrial / residential interface
– At present,
the proliferation of brownfield
operations in Project area has created considerable environmental, traffic, visual,
flooding and other
problems. One of the objectives of developing the Project is to convert these brownfield sites to other
uses with orderly developments and improve the overall environment of the area. Several sites located along Fanling Highway and San
Tin Highway, as well as at Pang Loon Tei near the potential connection
with the future Northern Metropolis Highway, are reserved for “OU(LSW)”. These sites would accommodate some of the existing
brownfield operations through
the possible development of MSBs or other land efficient means.
These sites would help to alleviate
existing industrial/residential interface
issues resulting from existing brownfield operations. Upon development, HGV to and from these sites would have direct
access to major existing and proposed highways thereby eliminating the needs
for travelling through built-up areas.
2.5.1.13
Walkability and cycling – Walkability and
cycling are the key elements for the
Project. A comprehensive and attractive
pedestrian walkway and cycle track network is planned throughout the Project
area. Key destinations, such as key public transport nodes, major employment
nodes and residential communities, would be linked up by pedestrian walkways,
cycle track and open spaces. This would allow a safe, convenient
and comfortable movement within the Project area and create local communities
with easily accessible daily necessities to promote an active and healthy lifestyle to reduce
mechanized vehicular trips and hence carbon emissions.
·
Comprehensive
pedestrian network – Comprehensive
pedestrian network of the Project connects residential and employment nodes to
provide continuous walkways for pedestrians. It could promote walking from
homes to workplaces, retail and services, as well as
the revitalised drainage channel for various purposes.
·
Open space
network / green linkages – A series of open space corridors branching off the
main comprehensive pedestrian network, including the open spaces along drainage
channel and linear parks along major road. They shall provide additional
pedestrian connections to the surrounding residential communities and
employment areas, and further to the green and natural areas.
·
Robust cycling network – The Project
provides a robust cycling network which link effectively to the existing and
planned cycle tracks within and outside the Project. The proposed cycling network would connect to
the existing cycle tracks from Yuen Long to KTN and the Loop to create a continuous cycling environment that
extends to other destinations beyond the Project area. Routes within the Project
would be provided parallel to the major roadways to serve commuting needs, as
well as to provide some other routes within the proposed open space areas for
leisure.
2.5.1.14
Optimisation
of ecological resources – The core
area of the Mai Po Lung Village Egretry within
the Project area and Mai Po Village Egretry located to the
western portion of the Project area will be preserved. Mai Po Village Egretry would be excluded from the Project area. The surrounding area of Mai Po Lung Village Egretry would be enhanced with provision of open space and
NBA for bird flight corridor to promote ardeid use and enhance biodiversity.
At the northern portion of the Project area adjacent to the Loop,
NBA and building height control are stipulated to maintain the existing bird flight corridor
for bird flight movement between the east and west. Wildlife corridors are proposed to facilitate
movement of non-flying mammals. The principle of avoidance and minimisation
for all other ecological resources have been considered in the development of
the Revised RODP. Recommendation for compensation and
enhancement have been provided as appropriate.
2.5.1.15
Landscape buffer – The
proposed SPS WCP is adjacent to the Project. In this regard, a generous landscape
buffer is proposed along the fringe area of “OU(I&T)” sites. They are proposed at area facing the
proposed SPS WCP and between OU(I&T) and STEMDC area serving as natural
landscape to create a sensible landscape transition between rural / natural
assets and new developments.
The landscape buffer is envisioned to
have limited provision of recreation facilities to minimise
human disturbance from lower activity level such that only appropriate
landscape features for cyclist and pedestrian are proposed. The area
would largely be characterised by natural habitats
and natural trails where visitors are still welcome to the
landscape buffer
to appreciate the nature,
but at a lower interaction and activity level.
Nonetheless, more active open space corridors are proposed alongside
within the corresponding development parcels to facilitate seamless integration
between different green environment along the public realm.
2.5.1.16
River revitalisation – Two main drainage channels (STEMDC
and STWMDC) are proposed for
revitalisation. Various treatments have been proposed, such as to maintain or
restore existing wetland, to serve as green buffer or to be integrated within
the public open space for public enjoyment. These proposals would bring
positive impacts to the nature and future population of the Project.
2.5.1.17
Preserve and promote cultural heritage resources – No graded historic buildings and Declared
Monuments is identified
within the Project area. Nevertheless, a number of
cultural heritage spots, such as buildings in the new list of proposed grading
items, Declared Monuments,
proposed monuments and Site of Archaeological Interest are identified around
the Project area. In
particular, a cluster of ancestral halls, temple and the Tai Fu Tai
Mansion are located within the San Tin Seven Villages and a portion of Mai Po
Site of Archaeological Interest is located within the western portion of the
Project area. To better harness the cultural values of these cultural heritage
sites, improved
connectivity to existing
villages and archaeological sites shall be designed, incorporating
appropriate interfaces that foster integration between existing and new uses. This aims at creating a proper synergy
that provides opportunities for heritage promotion and cultural tourism,
ultimately resulting in an enhanced quality of life for the community as a
collective benefit.
2.5.1.18
Improve
the infrastructures, transport connectivity and community services to
the existing villages – Existing villages can benefit from the
comprehensive planning of G/IC facilities, an integrated open space network
intertwined with blue-green elements, improved rail-and-road transport
connectivity, and other infrastructure services brought by the Project. Water quality beneficial effect would be induced by providing new sewerage to the
existing unsewered areas. These enhancements provide collective benefit and contribute to
improving the quality of life within the existing villages.
Promoting Biodiversity
2.5.1.19
Create liveable environment - The landscape framework should be formulated based on the findings
of the ecological survey.
Below are the five core principles applied in the landscape framework: (i) Optimise key existing ecological capital where possible.
(ii) Maximise green space coverage for habitat creation and leisure activities;
(iii) Create linkages among habitats; (iv) Diversify landscape typologies
through a rich mix of landscape characters and activities for both people and
wildlife; and (v) Create a mutual respect culture between people and nature
through design. While
maintaining and enhancing ecological value of the Project, livable environment
will be reflected via the landscape network by creating a diverse set of
natural habitats, leisure and recreation programs that caters for people of all
ages, abilities, and backgrounds.
2.5.1.20
Robust landscape network to promote biodiversity
– The landscape
areas are presented in a network format to form a robust landscape
network. The form and alignment of this network considers the following: (i) Ensuring that the retained ecological capital are not
cut off or engulfed by urban components where possible; (ii) Maximising areas for potential greenery with
an aim to create diverse habitats within the landscape network; (iii) Ensuring
the network connects with adjacent woodlands, wetlands, and essential habitats
to support wildlife movements where appropriate and possible; (iv) Synergy with
adjacent land usage to lay foundation for future landscape design; (v) Relating
future leisure and recreational provisions to the overall urban design; and (vi) Promoting
walkability within the Project area through open space.
2.6
Formulation of Revised RODP
2.6.1.1
The Revised RODP has evolved from the RODP, taking into account the latest
planning vision and positioning, technical assessments and the outcome
and findings of the public engagement (PE) exercise. These are discussed in the following
sections.
2.6.1.2
A 2-month PE was conducted from 6 June to 5
August 2023 (PE Period) to solicit public views on the RODP. During the PE period, the project team
conducted seven roving exhibitions in Hong Kong and SZ, and
arranged mobile exhibition centre. In addition, a total of 12 briefings
sessions / meetings were conducted.
Apart from various statutory and advisory bodies (including Town
Planning Board, Planning Sub-committee of the Land and Development Advisory
Committee, Yuen Long District Council and Heung Yee Kuk), the project team also
met the I&T sector, professional institutes and
green groups. Briefing sessions were
arranged for local stakeholders with over 500 attendees, including San Tin
Rural Committee, affected villagers, business operators and owners of
brownfield operations, fishponds, agricultural businesses
and livestock farms. A project website was also launched to ensure effective
dissemination of information related to San Tin Technopole.
2.6.1.3
Comments received during the PE exercise can be broadly
categorised in five major aspects, including I&T development, land use
planning & urban design, transport & infrastructure, environment,
ecology & landscape, and implementation arrangement. The key environmental and ecological related
comments received from the public during the PE are summarised in Table 2.2.
Table 2.2 Summary of Key Concerns Related to Environment
|
Key Issue
|
Public Concerns
|
Responses
|
|
Sustainability and Climate
Resilience
|
Sustainability should be a key
consideration during the planning process.
Measures to mitigate possible impacts from climate change, global
warming and heat island effect should be recommended.
|
•
To align with the call of Hong Kong’s Climate Action Plan 2050 (HK’s
CAP2050), the Project would adopt smart and sustainable mobility with green
transport modes. Blue-green
infrastructure with water bodies, tree canopies and vegetations, as well as
breezeways have been incorporated in the planning design to mitigate the heat
island effect.
|
|
Ecology and Wetland Conservation
|
Details for preservation of
ecological corridor and bird flight path at the north of San Tin Technopole
should be provided. Some considered
that although the planning of San Tin Technopole would safeguard the flight
path of migratory birds, it would destroy their habitats.
|
• In view of the habitat loss under the
Project, appropriate mitigation measures (including compensation of wetland
habitats and minimisation of disturbance) have been proposed to include the
wetland habitats and associated bird species.
Details are laid down in Section 10 and 11 of this EIA Report.
|
|
Information on wetland affected by
the development of San Tin Technopole including their locations and area, and
compensation arrangements for the loss of wetland should be provided. Some considered not acceptable to have the
wetland loss of about 150ha. The Government should demonstrate that there
would be “no-net-loss in wetland” arising from the development of San Tin
Technopole. Information should be
provided to justify the need for affecting a large area within the WCA.
|
• Under the Project, appropriate
enhancement measures have been proposed on the loss of habitat, to compensate
the loss in ecological function and capacity of wetland habitats arising from
the Project, including wetland compensation measures such as consolidating
smaller ponds, reprofiling pond banks, creating habitat islands, adopting
modernised aqaculture, to be implemented in SPS
WCP. Details are available in Section
10 and 11 of this EIA Report.
|
|
Concern
on the population of Eurasian Otters and their associated habitat that would
be impacted under the pond filling works under San Tin Technopole.
|
• No individuals of Eurasian
Otter were sighted from
ecological surveys under the EIA Study. Provision to cater for the potential
population of Eurasian Otters such as wildlife corridor have been considered.
Details are available in Section 10 of this EIA Report.
|
|
Interface with the Ramsar Site
|
Interface with the Mai Po Inner
Deep Bay Ramsar Site which was recognised as a Wetland of International
Importance.
|
•
A piece of land of 980 m2, which is currently occupied by
temporary structures and without any ponds, at the easternmost tip of the Mai
Po Inner Deep Bay Ramsar Site was originally included in the RODP.
While this piece of land is intended to be part of the proposed landscape
buffer (designated as NBA) between the I&T Park and SPS WCP on the RODP,
in view of the concern on the encroachment onto the Ramsar Site, the project
boundary has been revised to exclude the said piece of land.
|
|
Impact
on agricultural land
|
Loss of unique values of traditional
farming such as landscaping and ecological functions which could not
be replaced by hydroponics or vertical farming in the proposed urban farm.
|
•
About 7 ha of farmland was originally proposed
to be retained, but there were views querying the need for such agricultural
land in the central part of the new development area and considering it
incompatible with the overall positioning and land use planning of the area.
To optimise the land resources, the site is now
planned for a cultural and recreational complex and open space.
•
With 55 ha of open
space earmarked for San Tin Technopole, a site reserved for “Urban Farm” has been
incorporated as part of the open space to provide greater flexibility and to optimise the functions of open space for public
enjoyment.
|
|
Landscape
proposal
|
Suggestions
to introduce more landscape and streetscape treatments to add vibrancy and
diversity to the character of San Tin Technopole.
|
•
The detailed landscape design will be considered at the detailed
design stage of the Project.
|
|
Validity of EIA Study Brief
|
Replacement of EIA Study Brief due
to expansion of project boundary, which includes the adjustment of assessment period,
sampling method and the assessment area for the expanded project
boundary.
|
•
EPD has confirmed that the EIA Study Brief
issued in June 2021 remains applicable for the latest Project area as all the
potential environmental issues which need to be assessed under the EIA study
are already covered in the Study Brief, and that the study approach and
details of the methodology such as sampling, duration and frequency of the
ecological survey therein remain valid.
|
2.7
Major Amendments from RODP to
Revised RODP
2.7.1
Major Amendments from RODP to Revised
RODP
2.7.1.1
Taking into
account the public views collected in PE and
further assessments, the following refinements to the RODP are proposed.
2.7.1.2
The changes include refining
the project boundary to avoid encroachment onto the Ramsar Site, incorporating the
“Urban Farm” site as part of the “O” zone, rezoning part of the road to “O”
zone to reflect the continuous open space beneath it, rezoning a site near the
alignment of NOL Spur Line to “Government, Institution or Community”, etc.
2.7.2
Comparison of Development
Parameters of RODP and Revised RODP
2.7.2.1
As
a result of the abovementioned changes, the development parameters have been
updated and summarised in Table 2.3.
Table 2.3 Comparison
of Key Development Parameters between RODP and Revised RODP
|
|
RODP
|
Revised
RODP
|
|
Area
|
~611
ha
|
~610
ha
|
|
Population
|
~147,000
to 159,000
|
|
Estimated Employment
|
~165,000
|
|
No. of flats
|
~50,000
to 54,000
(with
~70% public housing)
|
2.8
Consideration of Alternatives and Development of the Preferred
Option
2.8.1
Consideration of No Development
Scenario
2.8.1.1
Under
the “no development” scenario for the Project, the area would remain in its
present state. As a result, no
strategic land parcels in the adjacent areas of the Project would be developed
to provide housing to meet the
increasing population. In addition, the present mix of non-compatible land uses (e.g. village houses located
next to brownfield operations including open
storage or port backup areas with limited strategic planning) would
remain. The current living environment would also remain unchanged, which includes traffic
congestion and
unpleasant landscape
and streetscape without fully
utilize the land resources.
2.8.1.2
However,
there is shortage of land supply for I&T and housing development in Hong
Kong leading to an urgent need to have strategic sites
for I&T and housing as well as associated
infrastructure provisions and other facilities. As a result,
development within this part
of Hong Kong would not only bring
social, economic and environmental benefits to the
local community
but also to the whole territory. Without the Project, the developments would also
be scattered within the region without
any strategic planning. This could further
decrease the quality of the living environment than the present
unacceptable situation.
2.8.2
Consideration of Alternatives
for Road P1 Alignment
2.8.2.1
The
proposed elevated Road P1 was initially planned to run on the at-grade level. The
existing down ramps from the elevated STI connecting the existing San Sham Road
were originally planned to be retained i.e. traffic from STI would merge with
traffic coming from Castle Peak Road, slip road from eastbound of San Tin
Highway, and slip road from westbound of Fanling
Highway at the at-grade level before the junction of Road P1 / Road D4 / Road L15
and continues to travel along the at-grade level to the northern end of San
Sham Road. The initial alignment for Road P1 is shown in Appendix 2.4.
2.8.2.2
During
the planning process of the Project’s road network, suggestions
were received from the Innovation, Technology and Industry Bureau (ITIB) and
the Innovation and Technology Commission (ITC) to provide an undisturbed
corridor to connect with SZ in the Project. Taking into
account their suggestion, the current proposal of elevated Road P1 with
Road D6 running along the at-grade level beneath Road P1 was formed.
2.8.3
Consideration of Alternatives
for Protection of Mai Po Lung Village Egretry
2.8.3.1
The
initial layout of SWWI takes the form of an elevated roundabout located above
San Tin Highway with slip roads connecting San Tin Highway and down ramps
joining Road L11 and Road L5 at the north and south of San Tin Highway
respectively. However, this option will bring direct impact to the Mai Po Lung
Village Egretry which may lead to potential
abandonment of the egretry and disturbance to the
flight path used by the ardeids. The
initial layout of SWWI is shown in Appendix 2.6.
2.8.3.2
To
minimise impact to the egretry, the layout of SWWI
was revised and positioned underneath San Tin Highway making use of the
existing Shek Wu Wai Road with slip roads connecting San Tin Highway and up
ramps joining Road L11 and Road L5. Road D3 has been shifted to the east, while
the proposed Road L11 and L12 connecting to the existing Castel Peak Road have
been shifted to the south. With the re-alignment of roads layout, the
configuration of the adjoining land parcels has been adjusted. The proposed
open space (Site O.1.3 under RODP) was expanded to include the Mai Po Lung
Village Egretry.
A NBA is designated at the OU(I&T).1.1.3 to
the north of the Egretry to preserve the
southeast-northwest flight corridor of the ardeids.
2.8.4.1
An
EPP is required for the Project to treat about 125,000 cum/d of Average Dry
Weather Flow (ADWF). An EPP with a preliminary estimation of about 10.7 ha is
proposed to accommodate the design flow in the Project. The effluent from EPP will be further treated
in a WRP to provide flushing water and other potential non-potable uses
including DCS and irrigation. A 1-ha food waste pre-treatment facility is also
proposed to serve the development of nearby New Territories. Considering the
synergy in terms of similar nature of sewage and food waste infrastructures,
co-location of EPP and the food waste pre-treatment facilities is recommended
with a total of 11.7 ha. Co-location of WRP in the vicinity of EPP is also
recommended in terms of energy efficiency and cost-effectiveness. The alternative locations of the EPP are
indicated in Appendix 2.5.
Option
1 – South of SPS WCP
2.8.4.2
Under
this option, the land area requirement is satisfied but is incapable to
complete by the first population intake under Initial Phase in Year 2031.
According to the preliminary construction and
population intake schedule (Appendix 2.1), the site formation works at this
land area shall commence in 2028 earliest with an anticipated 5-year
construction period to commission in Year 2036 due to land resumption of
private lands/ponds would be required. In addition, this land use arrangement
would impair comprehensiveness of the proposed San Tin North I&T Park at
the north of San Tin Highway and the planning intention of development of a
prominent I&T park alongside the wetland.
Option
2 – Southwest of Shek Wu Wai Interchange
2.8.4.3
The land area is located at the south-western portion of the Project in close proximity of the existing Shek Wu Wai Village and
situated alongside existing San Tin Highway and Shek Wu Wai Interchange. It is sufficient
to accommodate the 11.7-ha co-location of facilities and capable to commission
in time by Year 2031. This land mostly comprises of government lands. According to the preliminary development
phasing plan, the site formation works at this land area shall commence in 2024
earliest with an anticipated 2.5-3 years of site formation works in addition to
5 years of facilities construction period to commission in Year 2031. Located
closer to the town centre and high-density residential clusters of the Project,
it allows a shorter sewerage pipe route and higher efficiency of sewage
pumping. Buffer distance between EPP and nearby air-sensitive receivers (ASRs)
would be maintained so that no odour nuisance to ASRs would be envisaged. Moreover, the EPP is
a noise tolerant use providing a buffer for other noise-sensitive land uses
from San Tin Highway.
Option
3 – NTM Cavern Area
2.8.4.4
From land use point of view,
the cavern option enables relocation of the facility from the Project area to the NTM cavern area, reserving developable land for other
priority uses, but with high cavern development cost and excessive C&D
material generation.
2.8.4.5
Considering the synergy of the
co-digestion process, the co-location of EPP, WRP and food waste pre-treatment
facilities is preferable. However, given the development of cavern could
provide sufficient footprint to co-locate the EPP, WRP and food waste
pre-treatment facilities, it is a confined area in which no dangerous goods
shall be stored. This is because the ultra-filtration and chlorine contact
tanks in WRP and digestors in EPP cannot be placed in the cavern as they are
sensitive to the surroundings. Besides, locating the EPP inside cavern is also
not recommended due to the emergency bypass at upstream which may cause
potential environmental impact.
Selected Option – Brief Assessment
2.8.4.6
Out
of the three options, only Option 2 is capable to meet the programme
requirement to commission by Year 2031 without posing safety hazards. In
addition, in view of the land use efficiency for holistic planning, operation
consideration, financial consideration, environmental considerations, Option 2
is preferred and considered as the more suitable site for the co-location of EPP
and the food waste pre-treatment facilities.
2.8.5
Consideration of Alternatives
for Fresh Water Service Reservoir and Reclaimed Water Service Reservoir Locations
2.8.5.1
A
FWSR and RWSR are required to meet the increased fresh water and flushing water
demand due to new population and employment
in the Project. RWSR is proposed for flushing purpose as salt water is not
available in the Project and it will store the treated water from the WRP.
2.8.5.2
It
is anticipated that the new FWSR and RWSR should maintain a minimum residual
head under peak-flow conditions of 20m and 15m respectively. The alternative locations
of proposed FWSR and RWSR are indicated in Appendix 2.3.
Option 1 – Pang Loon Tei
2.8.5.3
In
this option, geotechnical works such as site formation works (mainly excavation
works) in relatively massive scale shall be required for construction of water
reservoirs and associated infrastructures including roads and drainages. The
proposed levels of the water reservoirs are much higher than the level of the
closest road of more than 35m height difference. Thus, a long stretch of
at-grade road shall be needed to climb up to the designated level.
2.8.5.4
This
option is situated in hilly terrain located in Conservation Area zone with key
ecological resources including site of conservation importance, natural
terrestrial habitats, and fauna species of conservation importance recorded in
nearby wooded habitats. The proposed development of water reservoir would
result in the direct loss of the grassland and shrubland habitats and
vegetation within Conservation Area, and subsequently cause potential habitat
fragmentation from decreased connectivity of nearby natural habitats. Indirect
disturbance impacts may also arise during both construction and operation
phases resulting in further habitat deterioration and displacement of wildlife
in Conservation Area and nearby natural habitats.
Option
2 – Ngau Tam Shan
2.8.5.5
Considering
the topography in the vicinity of this option, smaller scale of geotechnical
works shall be encountered for construction of water reservoirs and associated
infrastructures. This option encroaches into the permitted burial ground (PBG)
and may cause impact to the graves in PBG. The level of the closest road is
relatively similar to the proposed levels of the water
reservoirs with about 20m height difference. Therefore, a shorter route shall
be required to reach the designated level.
2.8.5.6
The proposed development at this location would
result in the loss of mixed woodland, plantation, grassland and shrubland
habitats and the vegetation. No species of conservation importance were
recorded in this area and in the immediate vicinity. While disturbances to
nearby habitats may be arised from construction and
operation phases.
Selected Option – Brief Assessment
2.8.5.7
Compared with Option 1, Option 2 provides the
greatest geotechnical and civil benefits
as well as the least environmental disturbances, it is therefore preferred to
locate the FWSR and RWSR at Ngau Tam Shan.
Table 2.4 Comparison of Benefits and Dis-benefits for FWSR and RWSR Locations
|
|
Dis-benefits
|
Benefits
|
|
Option 1
|
·
Massive scale of geotechnical works
·
Greater level difference between the
ends of the access road resulting in an extended road alignment
·
Located within Conservation Area
with key ecological resources
·
Direct loss of grassland and shrubland habitats and
vegetation
·
Potential habitat fragmentation from decreased
connectivity of nearby natural habitats
|
·
Avoid graves clearance within PBG
|
|
Option 2
|
·
Loss of woodland, plantation, grassland and
shrubland habitats and the vegetation
·
Potential impact to graves
|
·
Smaller scale of geotechnical and civil works
·
No direct impacts to species of conservation importance
·
No direct impact to sites of conservation importance
|
2.8.6.1
When considering the location
of RTS, factors such as distance from sensitive use such as residential areas,
and distance from other major planned odour emission sources such as EPP were
considered. The alternative locations of the RTS are indicated in Appendix 2.8.
Option 1 – NTM Cavern Area
2.8.6.2
From land use point of view,
the cavern option enables relocation of the facility from the Project area to
the NTM cavern area, reserving developable land for other priority uses, but
with high cavern development cost.
2.8.6.3
In terms of the implementation
programme, the construction period of cavern formation and subsequent RTS would
take more than 5 years and 3 years respectively after obtaining the required
EP. It is envisaged that the RTS and RRF shall only commission in Year 2037,
which is incapable to support the first population intake in Year 2031.
Option 2 – Eastern Part of the Project Area Along the Fanling Highway
2.8.6.4
The proposed location as
described in Section 2.4.5.13 is in the vicinity land
uses for logistics, storage and workshop and San Tin Highway and adjacent to
hilly terrain. It provides a buffer for sensitive uses from potential odour
impact. With reference to Appendix 2.1, the development at the proposed location will commence under the
Initial Phase and complete by 2031 to support the first population intake.
Option 3 – Southwest of Shek Wu Wai Interchange
2.8.6.5
Under this option, the RTS is
capable to complete by the first population intake under Initial Phase in Year
2031, but the land area requirement is not satisfied. It comprises an area of
about 1 ha. Being located close to
various sensitive uses such as residential sites, odour impact would be anticipated.
Option 4 – Pang Loon Tei
2.8.6.6
The proposed location is close
to the future Northern Metropolis Highway. It provides a short and direct route
to/from the RTS enhancing convenience and serves as a buffer for sensitive uses
from potential odour impact. However, the land is envisaged to operate after
Year 2034, which is incapable to support the first population intake in Year
2031.
Option 5 – Ngau Tam Mei Development Area
2.8.6.7
As the proposed location is
outside of the Project area, it is subject to the implementation programme of
the Ngau Tam Mei Development Area. In view of the urgency to operate in Year
2031 to support the first population intake, this option is not recommended due
to substantial uncertainties.
Selected Option – Brief Assessment
2.8.6.8
Despite the large-scale
footprint available under Option 1, 2, 4 and 5, only Option 2 is capable to
meet the programme requirement to commission by Year 2031. Option 2 to locate
the RTS at the eastern part of the Project area along the Fanling
Highway is also more favourable in terms of financial, land use efficiency for
holistic planning.
2.8.7.1
According
to the site formation levels shown in the RODP, there are level differences
between the existing roads and proposed sites and roads. Specific retaining
measures shall be provided for the site formation works and to maintain the
elevation differences between land parcels, existing and newly proposed roads,
and the site boundary.
Option
1 – Cut Slope (with or
without soil nailing)
2.8.7.2
A
straightforward option is to trim the existing ground profile with designed
angle. The excavated soil would be reused for backfilling in other development
sites within the Project.
2.8.7.3
However, the formed slope may occupy a large area
of land and restrict the available levelled area for development. Therefore,
different formation profiles can be achieved by controlling the cutting angle
which are typically ranged between 30° and 45° to allow for planting of grass, trees and shrubs on the slope surface.
Option
2 – Fill Slope
2.8.7.4
Another
option to support elevation difference is to form fill slopes when a raise in
platform is required. If found suitable, excavated soils from nearby
stockpiling or cutting works can be reused.
2.8.7.5
Since soil fabrics is not
preserved in disturbed soil, fill slopes are usually formed at a gentler
gradient when compared to cut slopes. A typical filling angle of 26.5° can
generally be stable without the need of reinforcement and allow planting of
grass, trees and shrubs on the slope surface.
Alternatively, steeper gradient or even sub-vertical profile can be achieved by
adopting the reinforced fill technique associated with suitable wall finishing
panels. However, steeper gradient may
cause restrictions, to a certain extent, on the vegetation growth on slope face.
Option
3 – L-shaped Retaining Wall
2.8.7.6
One
other option to maintain elevation difference vertically is to adopt
conventional L-shaped R.C. retaining wall. Soils excavated from temporary
cutting can be reused for backfilling behind the wall face.
2.8.7.7
However,
soft landscape on the wall face is difficult and may incur high future
maintenance cost. The appearance of the
wall may need to be improved by providing features in the finished face or
decorative facings.
Option
4 – Cantilevered Pile Retaining Wall
2.8.7.8
Another
option is to install cantilevered pile wall to retain the level difference
between the proposed sites and existing
roads, to maximise
the land use of
the development sites.
Cantilevered pile wall is best suited when soil nailing is not permitted
and if greater retained height is required in areas with limited space allowed
for the retaining structures.
2.8.7.9
It
is however noted that cantilevered pile wall will involve piling works that
export of large quantities of excavated material may trigger higher
construction traffic volume and poses more adverse dust and noise impact to the
surrounding residents. Besides, piling
works will incur much higher construction cost, in particular
when large diameter bored pile is adopted.
2.8.7.10
Similar consideration as in L-shaped retaining
wall is applicable.
Option
5 – Tie-back Wall
2.8.7.11
Tie-back
wall is an effective design approach for retaining wall. By providing
intermediate tie-back anchors/soil nails, the retaining height of retaining
wall can be enhanced.
2.8.7.12
However,
similar to soil nailing in slopes, tie-back
anchors/soil nails may restrict the development flexibility at the wall top.
This is not a major issue if anchors/soil nails are intruded into natural
hillside when permitted.
2.8.7.13
Similar consideration as in L-shaped retaining
wall is applicable.
Selected Option – Brief Assessment
2.8.7.14
Generally,
for most of the site development, Option 1 cut slope and Option 2 fill slope
with less excavation can minimise the C&D material generation. However, in
some other development sites where the land is limited, the size of the land
formed will be smaller than the required footprint for the development when
adopting the Option 1 and 2. Option 3 L-shaped retaining wall, Option 4
cantilevered pile retaining wall and Option 5 tie-back wall may be more preferable for providing more land for development
subject to various retaining height. The
recommendations of site formation works (Options 1-5
or other options) should be taking into consideration of environmental friendliness,
practicability of works, cost effectiveness etc. during detailed design of the
Project.
Table 2.5 Comparison of Benefits and Dis-benefits for Site Formation Works
Options
|
|
Dis-benefits
|
Benefits
|
|
Option 1 – Cut Slope
|
·
Less spaces available
for development of smaller site as the slope would occupy a significant
footprint
|
·
Slope can be formed
in a relatively short period of time
·
Surplus
of soils/rock resulted from slope trimming can be reused for backfill and
other purposes
·
Vegetation
growth is more possible
|
|
Option 2 – Fill Slope
|
·
Less spaces available
for development of smaller site as the slope would occupy a significant
footprint
|
·
Slope can be formed
in a relatively short period of time
·
Rock material
unsuitable for other construction purposes can be used as backfill
·
Vegetation growth is
more possible
|
|
Option 3 – L-shaped Retaining Wall
|
·
Vegetation growth is
difficult and incur high maintenance cost
|
·
Vertical wall face
can be formed to maximise development area
·
Economical
design can be achieved as the self-weight of backfill is used to stabilise
the wall.
|
|
Option 4 – Cantilevered Pile Wall
|
·
Relatively costly for
constructing cantilevered pile wall, in particular large diameter bored piles
·
Heavy plants and
equipment for construction
·
Vegetation growth is
difficult and incur high maintenance cost
|
·
Ability to retain
greater height
·
Maximised
development area on both sides of the retaining wall.
|
|
Option 5 – Tie-back Wall
|
·
Tie-backs may be restricted by
the development at wall top
·
Vegetation growth is
difficult and incur high maintenance cost
|
·
Ability to retain
greater height economically
|
2.8.8
Consideration of Alternatives
for District Cooling System
Option 1 –
Conventional A/C Cooling
2.8.8.1
For
a development area with different kinds of commercial use, conventional
air-conditioning system using chiller plant & cooling tower will be
implemented for each building premise. The local A/C cooling plant will provide
central air-conditioning for cooling the internal space of the entire premise.
Each premise will include a central chiller plant, outdoor cooling tower plant
for heat rejection and air-handling units to distribute cooling to individual
rooms. A/C makeup water is required for the cooling towers to replace the water
loss due to evaporation loss, drift loss and bleed off. Bleed off water from
the cooling tower will be discharged to retention tank before discharge to the
public sewerage system.
Option 2 – District Cooling System
2.8.8.2
Instead
of providing dedicated chiller plant and cooling tower plant for each premise, a large-scale centralized air-conditioning system or
district cooling system comprising chiller plant and cooling tower plant is
proposed to deliver cooling water to buildings within a district via
underground insulated pipeline. In this regard, plant spaces for chiller
plant and cooling tower plant are no longer required for individual premises.
The chillers used for district cooling is of large scale and is more energy
efficient than the localised air-conditioning system. The maximum pipe run
between each DCS plant to the targeted consumer building will be limited to 2km
which is aimed to minimise the pipe laying cost and to achieve maximum effect
of energy efficiency. A/C makeup water is required for the cooling towers to
replace the water loss due to evaporation loss, drift loss and bleed off. Bleed
off water from the cooling tower will be discharged to retention tank before
discharge to the public sewerage system. Reuse of bleed off water will be
further assessed to minimise the freshwater consumption.
Selected Option – Brief Assessment
2.8.8.3
Based
on cost-benefit analysis of both Options, District Cooling System is preferred
than Conventional A/C Cooling.
Table 2.6 Comparison of Benefits and Dis-benefits for District Cooling System
|
|
Dis-benefits
|
Benefits
|
|
Option 1 –
Conventional A/C Cooling
|
·
Lower energy efficiency
·
Higher demand on water consumption
·
Higher capital cost and operation cost
|
·
Individual air-conditioning system
owned by developer
|
|
Option 2 – District
Cooling System
|
·
Centralised district cooling system owned and
managed by government
|
·
Higher energy efficiency
·
Lower demand on water consumption
·
Lower capital cost and operation cost
|
2.8.9
Development Options of a New WRP
2.8.9.1
A
new WRP will be constructed to support the population of the Project. The
capacity of the WRP is proposed to be around 112,500 m3/day.
Considering the synergy of the reclamation process knowing that the source of
the WRP is the effluent of the EPP, it is preferred to locate adjacent to the
EPP. It is also beneficial in terms of energy efficiency and
cost-effectiveness. The proposed locations of the EPP are indicated in Appendix 2.7 and further
elaborated in terms of environmental in Section 8.9.3 to 8.9.5.
Option 1 – Southwest of Shek Wu Wai
Interchange
2.8.9.2
Under
this option, the available land area is approximately 1.2 ha. However, due to
population intensification, a greater design capacity of secondary service
reservoir is required to cater for the additional water demand. It is estimated
that a footprint of 3 ha or more is needed to accommodate the expanded WRP. As
the land area requirement cannot be met, this option is not preferred.
Option 2 – South of Shek Wu Wai
Interchange
Option 3 – Near the Service Reservoirs
(SRs) at Tam Mei Shan
2.8.9.4
Similar to Option 2, this option comprises a large
footprint which is sufficient to accommodate the expanded plant and commission
by 2031 without posing any insurmountable technical problem. However, the
proposed location, situated at Tam Mei Shan, which is far away from the EPP, poses
more energy requirement from the pumping process of effluent from EPP compared
with Option 2, and would generate substantial C&D materials from the site
formation works of the WRP.
Selected Option – Brief Assessment
2.8.9.5
Both Option 2 and 3 comprises a
greater footprint which is sufficient to accommodate the expanded STLMC WRP and
commission by 2031 to serve the first population intake without causing any
insurmountable technical problem. In view of the synergy of the reclamation
process, Option 2, which is located close to the EPP, is recommended. This
Option is also beneficial to avoid generation of substantial C&D materials.
2.8.10
Consideration of Alternatives
for River Revitalisation Works of STEMDC
2.8.10.1
The
STEMDC is proposed for revitalisation. Various treatments have been proposed,
such as to maintain or restore existing wetland, to serve as green buffer or to
be integrated within the public open space for public enjoyment. These
proposals would bring positive impacts to the nature and future population of
the Project.
Option 1- Existing profile
2.8.10.2
Under
this option, the STEMDC will remain its existing profile and condition with
concrete/grasscrete finishes and low-medium quality
of the vegetation/ wetland habitat along the downstream of STEMDC. In order to meet the end century flood risk requirement, the
proposed site formation will further segregate people physical and visual
connection to the channel and undermine the full potential of developing an
integrated blue-green infrastructure and connections for people and wildlife.
Hence, this option is not preferred.
Option 2- Hybrid profile and natural
embankment
2.8.10.3
Under
this option, the STEMDC is proposed to be revitalised. The eastern bank is
proposed to be converted into a natural embankment (targeting a 1:4 slope
aspect) to enhance planting opportunities and habitat creation. Where possible,
landscape islands are introduced within the waterway to break visual monotony
and provide birds more places to roost. Plant and tree coverage are diversified
on the slope, which is connected to the 20-meter-wide landscape buffer, to form
a transition between the rural setting and contemporary built environment. In order to maximise
the freshwater habitat, the western bank is proposed at a steeper gradient with
gabion finishes. This allow opportunities for aesthetic finishes and habitat
creation to be incorporated along the gabions bank.
Selected Option – Brief Assessment
2.8.10.4
The
location of STEMDC is adjacent to the I&T land use and in relation to other
environmentally sensitive consideration, such as the bird flight corridor,
existing mitigation wetland and fishpond. In view of the environmental,
landscape and visual considerations, Option 2 is preferred and considered as
the more suitable option to optimise the potential of the channel.
2.9.1.1
Table 2.7 presents the key environmental problems that
have been avoided and any sensitive areas protected by environmentally friendly
options in the development of the Revised RODP.
Table 2.7 Summary of Key Environmental Problems Avoided and Sensitive Areas
Protected
|
Design
Approaches
|
Environmental
Problems Avoided and Sensitive Areas Protected
|
|
Avoidance of impact on
core area of Mai Po Lung Village Egretry and
protection of the birds’ flight path
|
·
The core
area of MPLV Egretry would be retained and
protected in “O”. A 70m wide NBA to
the north of MPLV Egretry would be designated to
protect the flight paths for birds.
|
|
Avoidance of impact on Mai
Po Village Egretry and protection of the
birds’ flight path
|
·
MPV Egretry falling outside of the Project boundary would be
retained and not be affected.
·
Most bird
flight paths would not be affected by the Project while some bird flight
paths would also be protected by 35m wide NBA at the western fringe of the I&T
site and restricting the building height of AFCD Wetland Conservation Park
Management Office to 2 storeys.
|
|
Reprovision of San Tin
Open Storage Area Night Roost at “O” along the bank of the diverted STWMDC
and Ha Wan Tsuen Night Roost at an area adjacent to the proposed AFCD
Fisheries Research Centre
|
·
To
compensate the two affected night roosts (San Tin Open Storage Area Night
Roost and Ha Wan Tsuen Night Roost) located within the Project area
|
|
Preservation of a
300m-wide bird flight corridor between LMC Meander and Sam Po Shue
(i)
Providing 20m and 35m wide
NBAs at I&T sites and imposing stringent building height control (≤15mPD) along the 300m wide bird flight corridor
(ii)
Restricting building
height adjacent to the 300m wide bird flight corridor to 35mPD
|
·
To protect
the east-west bird flight corridor near the Loop
|
|
Provision of 35 wide NBAs
along the development boundary fronting Sam Po Shue with building height
restrictions (35mPD / 15mPD) descending towards the NBAs
|
·
NBA
serving as “eco-interface” together with descending building height
restrictions would minimise the disturbance
impact on wetlands in Sam Po Shue
|
|
Enhancement of wetlands at Proposed SPS WCP
|
·
The ecological function and capacity of wetlands in Sam
Po Shue would be enhanced under the Proposed SPS WCP
|
|
Provision of Fisheries Enhancement Area at Proposed SPS WCP
|
·
The fisheries resources of the proposed SPS WCP would
be enhanced
|
|
Provision of AFCD Fisheries Research Centre
|
·
Allow promotion of scientific research on aquaculture
to facilitate the upgrading and transformation of the fisheries industries
supporting the proposed SPS WCP
|
|
Revitalisation of mitigation wetland and provision of 20m wide NBA along STEMDC
|
·
STEMDC would be revitalised
to enhance biodiversity
·
The NBA could serve as “eco-interface” to minimise disturbance on the revitalised
mitigation wetland and promote wildlife usage
|
|
Revitalisation of STWMDC
|
·
STWMDC will be revitalised
to serve as green buffer and enhance biodiversity
|
|
Provision of wildlife corridors
|
·
Wildlife corridors are proposed to mitigate habitat
fragmentation and maintain the movement corridor for non-flying mammals
including species of conservation importance
|
|
Avoidance
of encroachment on the existing recognised villages
|
·
Existing
recognised villages including Shek Wu Wai, Chau Tau Tsuen, Tung Chun Wai, Yan
Shau Wai, On Loong Tsuen, Wing Ping Tsuen, Fan Tin, San Loong Tsuen and Ching Loong Tsuen would be preserved
|
|
Avoidance of encroachment
on cultural heritage resources
|
·
No
Declared Monuments and Graded Historic Buildings within the Project boundary
·
Declared
Monuments and Graded Historic Buildings in the vicinity of Project boundary
would not be affected
|
|
Reuse of treated sewage
effluents
|
·
To reduce
amount of effluent discharge from the new EPP thus minimise pollution loading
to Deep Bay
|
|
Clearing of existing odour
sources
|
·
All
livestock farms within the Project boundary will be removed
|
|
Avoidance of direct
impacts on natural watercourse
|
·
The
natural watercourse near the woodland habitat at Pang Loon Tei would be
retained
|
|
Providing greening to create natural carbon sink
|
·
Green
coverage would be increased to include vertical greening and multi-layered
green space
|
|
Providing sustainable
transport infrastructure to promote low-carbon
living
|
·
Pedestrian-friendly
environment and robust cycling network are proposed to promote walkability
and cycling for low-carbon living
|
2.10.1
Development Phasing
2.10.1.1
The
Project would be commissioned in phases with the first population intake in
Year 2031. The construction work is targeted to
commence in Year 2024 and be completed by Year
2039 for full population intake. The
preliminary construction schedule under various phases is summarised in Table 2.8 with reference to Appendix 2.1. The
construction programme is presented in Appendix 2.2.
Table 2.8 Preliminary Construction and
Population Intake Schedule
|
Development
Stage
|
Area
|
Rationale
of Phasing
|
Earliest
Date for Commencement of Infrastructure Works
|
Earliest
Date for Availability of Land for Building Works
|
Anticipated
First Occupation/ Population Intake Date
|
|
Initial Phase
|
North-east of the Project area including Government land, I&T
land, LSW land, infrastructures, etc;
West of the Project area including Residential, Government land, LSW
land, Effluent Polishing Plant, Service Reservoirs, other infrastructures,
etc.
|
- Key
infrastructures
- Areas with road
connection from existing road network
|
End 2024
|
2026
|
2031
|
|
Main Phase
|
North-west of the Project area including mainly I&T land;
South of the Project area including Residential, Government land,
I&T land, infrastructures, etc.
|
- To commence
infrastructure works for targeted population intake
|
2026
|
2029
|
2034
|
|
Remaining Phase
|
Area surrounding San Tin Station and proposed
station near Chau Tau including
Residential, Mixed Use and Government land
|
- Remaining works to
suit the programme of other interfacing works
|
2032
|
2034
|
2039
|
2.10.2
Initial Phase
2.10.2.2
The
major site formation and infrastructure works in this development phase will
include:
·
Site
formation and development works for one “Public Housing” (“RSc”) site, one “Dedicated Rehousing
Estate” (“DRE”) site, village resite and one “Private
Housing” (“R1”) site at south-west of the Project area
·
Site
formation and development works for “Other Specified Uses” (“OU”) sites for key
infrastructures including EPP, food waste pre-treatment facilities, FWSR and
RWSR, STLMC WRP, DCS, sewerage pumping stations (SPSs), stormwater pumping stations (SmPSs), ESS, RTS, refuse collection point
(RCP), etc.
·
Site
formation and development works for “Government, Institution or Community”
(“G/IC”) sites
·
Site
formation and development works for “Other Specified Uses (Innovation and
Technology)” (“OU(I&T)”) sites and “OU(LSW)” sites
·
Site
formation and development works for “Education” (“E”) sites
·
Primary
Distributor Road P1 and associated interchange/junction works connecting with
San Sham Road, Castle Peak Road and San Tin Interchange
·
District
Distributors Road D1 (portion), D2 (portion), D3, D4 and D6, associated
interchange/junction works connecting with San Tin Highway and Castle Peak
Road, local roads, pedestrian connectivity including footbridge and subway, and
associated pedestrian walkway and cycle tracks
·
Common Utilities Enclosure
(CUE) along the roads and utilities laying works for future development of
relevant sites, such as watermains, power supply cables, DCS pipes,
telecommunication cables, etc.
·
Associated
open spaces and amenity areas
2.10.3
Main Phase
2.10.3.2
The
major site formation and infrastructure works in this development phase will
include:
·
Site
formation and development works for “RSc” and “R1” sites at south and
south-east of the Project area
·
Site
formation and development works for “OU” sites for key infrastructures
including DCS, ESSs, PTI, FSD facilities, etc.
·
Site
formation and development works for “G/IC” sites
·
Site
formation and building works for “OU(I&T)” sites at north-west and
south-east of the Project area
·
Site
formation and development works for “E” sites
·
District
Distributors Road D1 (portion), D2 (remaining portion) and D5, associated
interchange/junction works connecting with San Tin Highway and Kwu Tung Road, local roads, pedestrian connectivity
including footbridge and subway, and associated pedestrian walkway and cycle tracks
·
CUE
along the roads and utilities laying works for future development of relevant
sites, such as watermains, power supply cables, DCS pipes, telecommunication
cables, etc.
·
Associated
open spaces and amenity areas
2.10.4
Remaining Phase
2.10.4.2
The
major site formation and infrastructure works in this development phase will
include:
·
Site
formation and development works for “RSc” site at south of the Project area
·
Site
formation and development works for “Other Specified Uses (Mixed Use)”
(“OU(MU)”) sites at proposed San Tin Station and proposed station near
Chau Tau including the associated TIHs
·
Site
formation and development works for “G/IC” sites for Cultural and Recreational
Complex and Wetland Conservation Park Management Office
·
District
Distributors Road D1 (remaining portion), local roads connecting the sites with
existing and completed road network and associated pedestrian walkway and cycle
tracks
·
Utilities
laying works for future development of relevant sites, such as watermains,
power supply cables, DCS pipes, telecommunication cables, etc.
·
Associated
open spaces and amenity areas
2.10.5
Existing Brownfield Interface
with New Development
2.10.5.1
The potential interface issues which
could arise during
the implementation stages
have been assessed within individual chapters (e.g.
air quality/construction dust, construction noise, and visual impacts on existing and planned sensitive receivers).
Where required, mitigation measures have been recommended to avoid or minimise
potential impacts. A review of existing
land uses (with a particular focus on sites currently occupied by
brownfield operations) and the phasing plan was also undertaken to
identify any locations where other
impacts may arise (e.g. population intake at locations adjacent to existing
brownfield operations). In most cases the population moves in
after clearance of the surrounding brownfield
sites. As a result, any potential
interface issues are minimised through the development phasing.
2.11
Concurrent
Projects
2.11.1.1
The EIA has assessed the potential cumulative impacts of the Project and associated works that may arise through interaction
or in combination with other existing, committed and planned developments in the vicinity of
the Project and associated works. In addition,
interactions between different impacts (i.e. synergistic impacts) for
key sensitive receptors have also been considered.
2.11.1.2
Several major projects are identified in the
vicinity of the assessment area as
having the potential to run concurrently with the proposed Project and hence have the potential to result in
cumulative impacts on the environment. The planned
construction period and a brief description of the projects identified has been summarised in Table 2.9. Many of the projects will be completed in
advance of the construction programme
for the Project (i.e. are not concurrent projects), and due to their nature, potential cumulative impacts with
the Project are not anticipated. The location of the remaining projects for which potential
cumulative impact may arise is illustrated in Figure 2.15. Cumulative impacts from the concurrent projects
have been assessed
in the individual sections of this EIA Report and summarised in Table 2.9.
2.11.1.3
During the subsequent detailed design stage of
the Project, it is proposed to conduct an environmental
review to collate any further available information to update the cumulative impact assessment, including
but not limited to the implementation programme
of concurrent projects.