MTR Corporation Ltd. - epd.gov.hk · MTR Corporation Ltd. SCL - NEX/2206 EIA Study for Tai Wai to Hung Hom Section Executive Summary 25445 Final | October 2011 This …

MTR Corporation Ltd.

SCL - NEX/2206 EIA Study for Tai Wai to Hung Hom Section

Executive Summary

25445

Final | October 2011

This report takes into account the particular

instructions and requirements of our client.

It is not intended for and should not be relied

upon by any third party and no responsibility is

undertaken to any third party.

Job number 25445

Ove Arup & Partners Hong Kong Ltd

Level 5 Festival Walk

80 Tat Chee Avenue

Kowloon Tong

Kowloon

Hong Kong

PRC

www.arup.com

MTR Corporation Ltd. SCL - NEX/2206 EIA Study for Tai Wai to Hung Hom Section

Executive Summary

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Contents

Page

1 Introduction 1

1.1 Background 1

1.2 EIA Study Brief 1

1.3 Need for the Project 2

2 Consideration of Revised Scheme Alignments 3

2.1 Overview of Alignment Corridor 3

2.2 Public Consultation 3

2.3 Convenience for the Population to be Served 4

2.4 Base Scheme Alignment in the EIA Study Brief 4

2.5 Development of the Revised Scheme Alignment 4

2.6 Comparison of Base Scheme and Revised Scheme Alignments 5

2.7 Selection of the Alignment 11

3 Project Description and Construction Methodology 12

3.1 General Alignment 12

3.2 Summary of Design 12

3.3 Implementation Programme 13

3.4 Proposed Construction Methodology 13

3.4.1 Alignment Sections 13

3.4.2 Stations and Entrances 15

3.4.3 Ventilation Building 16

3.4.4 Tunnel Portals 16

3.4.5 Off-Site Temporary Works Areas 16

4 Summary of Key Findings in EIA Study 18

4.1 General 18

4.2 Cultural Heritage Impact 18

4.3 Ecological Impact 18

4.4 Landscape and Visual Impact Assessment 19

4.5 Air Quality Impact 22

4.6 Airborne Noise Impact 22

4.6.1 Construction Noise 22

4.6.2 Operational Noise 22

4.7 Groundborne Noise 22


Executive Summary

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4.8 Water Quality 23

4.9 Waste Management 23

4.10 Land Contamination 23

4.11 Hazard to Life 24

4.12 Environmental Monitoring and Auditing Requirements 24

5 Overall Conclusion 25


Executive Summary

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Figures

Figure 1.1 General Alignment of SCL Figure 1.2 Locations of Off-site Works Areas Figure 2.1 Comparison of Base Scheme and Revised Scheme Alignment


Executive Summary

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1 Introduction

1.1 Background

The Shatin to Central Link (SCL) is one of the railway projects recommended for

implementation in Railway Development Strategy 2000. It is an integral component of the

expanded rail network, which will be required to support the economic, social and population

growth of the HKSAR in the coming years. In particular, it will support the urban renewal of

the existing Kowloon City District, planned Kai Tak Development (KTD) and further

developments in North East New Territories (including Ma On Shan) by providing direct and

efficient rail service between Shatin and the Central Business District of the Hong Kong

Island via KTD.

The SCL is also one of the ten large-scale infrastructure projects announced by the Chief

Executive in his 2007-2008 Policy Address. According to updated information, SCL is

targeted to commence construction by 2012. For the purposes of the Environmental Impact

Assessment (EIA), five EIA Studies have been conducted to cover different sections of the

SCL. They include:

• SCL – Tai Wai to Hung Hom Section [SCL (TAW-HUH)] (hereinafter referred to as “the

Project”, being considered in this EIA) – the extension of Ma On Shan Line from Tai

Wai Station via Hing Keng, Diamond Hill, Kai Tak, To Kwa Wan, Ma Tau Wai and Ho

Man Tin to Hung Hom, and link up with the existing West Rail Line, along with a

proposed stabling sidings option in Diamond Hill (DHS)1;

• SCL – Mong Kok East to Hung Hom Section [SCL (MKK-HUH)] – the realignment work

for the existing East Rail Line tracks from the tunnel portal near Oi Man Estate (Portal

1A) to the proposed North Ventilation Building (NOV) in Hung Hom;

• SCL – Hung Hom to Admiralty Section [SCL (HUH-ADM)] – the section from NOV,

Plant Rooms and Emergency Access in Hung Hom across the harbour to the

Causeway Bay Typhoon Shelter (CBTS), Exhibition Station (EXH) and then to ADM;

• SCL Protection works at Causeway Bay Typhoon Shelter – the section of

approximately 160m long of the SCL tunnel protection works at the crossing over

Central-Wan Chai Bypass (CWB) tunnels, which would be constructed under the CWB

project; and

• SCL – Stabling Sidings at Hung Hom Freight Yard [SCL (HHS)] – another stabling

sidings option for SCL (TAW-HUH) proposed at the former freight yard in Hung Hom1.

The proposed tentative alignment of SCL (TAW-HUH) is shown in Figure 1.1 and the

tentative locations of off-site works areas (e.g. office, general storage), off-site works sites

(e.g. barging facilities, magazine sites etc) are shown in Figure 1.2. More detailed

description of the proposed Project is given in Sections 2 and 3. Ove Arup & Partners Hong

Kong Ltd (Arup) was commissioned by MTR Corporation Limited (the Project Proponent) as

the EIA Consultant for the SCL (TAW-HUH). The SCL (MKK-HUH), SCL (HUH-ADM),

Protection Works at Causeway Bay Typhoon Shelter and SCL (HHS) are separate

Designated Projects and their EIA Studies would be conducted separately.

1.2 EIA Study Brief

The Project is a single project comprising the following elements which are considered as

designated projects as per Schedule 2, Part I, Categories A2, A4, A7, A8 and K10 of the

Environmental Impact Assessment Ordinance (EIAO), as summarised below:

1 The ultimate suitability of using either the DHS or HHS or a combination of both sites for train stabling would be

subject to the findings of detailed engineering and EIA studies.


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• A.2: A railway and its associated stations.

• A.4: A railway siding, depot, maintenance workshop, marshalling yard or goods yard.

• A.7: A road or railway tunnel more than 800 m in length between portals.

• A.8: A road or railway bridge more than 100 m in length between abutments.

• K.10: An explosive depot or explosives manufacturing plant in a stand-alone, purpose

built building.

The stabling sidings options at Diamond Hill for SCL(TAW-HUH) is covered in this EIA study.

This stabling siding option is a Designated Project under Item A.4. of Schedule 2 of EIAO.

The explosive storage magazine described in this EIA will be constructed under the Kwun

Tong Line Extension (EIA 184/2010) and would be share used between Kwun Tong Line

Extension and the Project. An explosives depot in a stand-alone, purpose built building is a

designated project (under Item K.10, Part 1 of Schedule 2 of the EIAO) (Referred to in this

report as an explosives storage magazine). The future decommissioning of the explosives

magazine is a designated project (under Item 11, Part II – Decommissioning Projects of

Schedule 2 of the EIAO). As the date of the decommissioning is uncertain at this stage, it is

not considered under this EIA Study. However, an Environmental Permit will be required

prior to commencement of decommissioning work.

An application (No. ESB-191/2008) for an Environmental Impact Assessment (EIA) Study

Brief under Section 5(1)(a) of the EIAO was submitted by the Project Proponent on 18 June

2008 with a project profile (No. PP-356/2008) (the Project Profile). Pursuant to Section

5(7)(a) of the EIAO, the Director of Environmental Protection issued an EIA Study Brief (ref:

EIA Study Brief No: ESB- 191/2008 dated 14 July 2008) to provide the scope and

requirements of the EIA Study for SCL (TAW-HUH).

It should be noted that the EIA Study Brief has included a total of 7 stations, including Hin

Keng Station (HIK), Diamond Hill Station (DIH), Kai Tak Station (KAT), To Kwa Wan Station

(TKW), Ma Tau Wai Station (MTW), Ho Man Tin Station (HOM) and Hung Hom Station

(HUH). During the design process after the issuance of EIA study Brief, however,

engineering and programme considerations have supported the construction and operation

of HOM to be implemented, under the Kwun Tong Line Extension (KTE). Similarly, HUH

would also be implemented under SCL (MKK-HUH). Whilst HOM and HUH will be assessed

under separate EIAs, the cumulative impacts due to the construction and operation of these

2 stations have also been considered in this EIA to fulfil the requirement in the EIA Study

Brief.

1.3 Need for the Project

The entire Shatin to Central Link is to form a strategic rail corridor from Shatin to Central

which will bring about various benefits to the community, including:

• Redistribution of railway passenger flows to relieve the existing railway lines in urban

Kowloon and on Hong Kong Island;

• Providing public transport service for Kai Tak Development;

• Relieving road-based public transport in the existing developed areas, and alleviation of

the traffic congestion and environmental nuisance on existing road networks, including

the demand on the Hung Hom Cross Harbour Tunnel; and

• Stimulation of the redevelopment of To Kwa Wan and Kowloon City areas.


Executive Summary


2 Consideration of Revised Scheme Alignments

2.1 Overview of Alignment Corridor

The SCL is a strategic railway line that runs through multiple districts in Hong Kong. It will

strengthen the current railway networks by connecting several railway lines through a

number of interchange stations. It will save travelling time and provide the community with

faster and more convenient railway services. As discussed in Section 1, this EIA is

prepared for the SCL (TAW-HUH), while the EIAs for SCL (MKK-HUH), SCL (HUH-ADM),

Protection Works at Causeway Bay Typhoon Shelter and SCL (HHS) are covered by other

EIA Studies.

SCL (TAW-HUH) is an approximately 11km long extension of the MOL and connects the

WRL at Hung Hom. Most of the sections would be in the form of tunnel (i.e. underground)

except for a section at Hin Keng, and another section at Hung Hom (see Figure 2.1), at

which the alignment has to raise to connect with the existing MOL and WRL.

Other than linking the areas in Tai Wai and Hung Hom, the SCL (TAW-HUH) also aims to

support the urban renewal of the existing Kowloon City District and planned Kai Tak

Development. The alignment corridor therefore, after leaving the existing MOL Tai Wai

Station, heads towards East Kowloon via Hin Keng and Chuk Yuen. The first station after

passing Lion Rock is DIH where passengers can conveniently interchange to the existing

Kwun Tong Line (KTL). Covered under this Project would be the train stabling sidings

option occupying the former Tai Hom Village site to the south of DIH.

Passengers can also continue their journey to reach the future Kai Tak Development Area

to the south of Diamond Hill where lot of different developments including public housing,

private housing, sports venue etc have been planned. This KAT is an important and

sustainable transportation infrastructure element that the future population in Kai Tak

Development could enjoy.

In order to serve the population in Kowloon City, Ma Tau Wai, To Kwa Wan etc, the

alignment (after passing Kai Tak area) has been planned to pass through all these areas

and with stations provided. It will then reach HOM where passengers can interchange with

the proposed KTE which is an extension of the existing KTL at Yau Ma Tei Station to

Whampoa Garden.

Finally, passengers heading towards Hung Hom and Hong Kong Island can interchange at

HUH. The remaining passengers can enjoy the seamless integration with the West Rail

Line and access various areas in Tsim Sha Tsui East, West Kowloon and other areas along

West Rail Line to Tuen Mun. As discussed in Section 1.2, both HOM and HUH would be

implemented under another Designated Projects.

This EIA has considered the option of having the train stabling sidings located at Diamond

Hill (i.e. DHS option). Recent study has revealed another possible option at Former Hung

Hom Freight Yard (i.e. HHS option). The environmental assessment for HHS option

including cumulative impacts has been separately addressed in the EIA for SCL (HHS).

2.2 Public Consultation

When selecting the preferred option, major factors that were considered included not only

the engineering factors and environmental factors, but also views from the public received

during the public consultation exercise.

As one of the SCL Project Objectives, an extensive series of meetings/consultations with

public has been conducted during the preliminary design stage of the Project, with an

objective to formulate a final scheme which meets the needs of the local community and is

fully supported by the general public.


Executive Summary


After the Executive Council approved the further planning and preliminary design of SCL by

the MTR in March 2008, the Government and the MTR subsequently visited the District

Councils and consulted local communities on the project. Extensive public consultation,

including roving exhibitions and public forums, was conducted in collaboration with various

District Councils and the local community to further collect views from the public on the new

links.

2.3 Convenience for the Population to be Served

The passengers for SCL (TAW–HUH) would have the choices to interchange at a number of

stations to suit their needs. A summary of the key benefits of the interchange stations is

given below.

Table 2.1: Key benefits of the interchanging stations

Interchange Stations Key Benefits

TAW • Passengers from East West Corridor can interchange to the North

South Corridor to access north east New Territories and Hung Hom

DIH • Passengers on SCL (TAW-HUH) can interchange to KTL to access

East Kowloon and Central Kowloon

HOM [1]

• Passengers on SCL (TAW-HUH) can interchange to KTE to access

Whampoa and Central Kowloon

HUH [2]

• Passengers on SCL (TAW-HUH) can interchange to SCL (MKK-HUH)

and SCL (HUH-ADM) or carry on to connect to the West Rail Line

Note:

[1] As part of another Designated Project: Kwun Tong Line Extension (AEIAR-154/2010)

[2] As part of other Designated Project: SCL (MKK-HUH)

2.4 Base Scheme Alignment in the EIA Study Brief

Environmental factors have been important considerations during the alignment selection

process. The development of this base scheme alignment in the EIA Study Brief has in fact

avoided a number of critical environmental issues including the following.

• Avoidance of at-grade construction works and permanent structures within the Lion

Rock Country Park which is important for ecological conservation and landscape and

visual resources;

• Minimise above-ground works area to minimise disturbance in urban areas in which a

lot of local residents / communities are living in close proximity to the construction works

areas and the stations;

• Avoid natural streams and secondary woodland in Tai Wai; and

• Avoid alignment inside the consultation zone of the gas depot of China Gas Co. at the

junction of Ma Tau Kok Road and To Kwa Wan Road.

2.5 Development of the Revised Scheme Alignment

The Project Proponent has appointed a Preliminary Design Consultant (PDC) responsible

for the preliminary design of the SCL (TAW-HUH). One of the key objectives of preliminary

design is to develop further on the base scheme alignment and identify any alternative

options that would benefit the local communities better, including the public’s concern on the

need for HIK and shifting the alignment closer to Kowloon City District to tie in with the

change in future population centre, as a result of no reclamation in Kai Tak area where the

population will therefore be reduced.


Executive Summary


In addition to the PDC, the Project Proponent has also appointed an EIA Consultant to

advise on the environmental implications of different alignment and design options. Both

the PDC and the EIA Consultant have been working to strike an optimal balance between

different requirements of engineering, practicability, environmental, land constraints, etc.

2.6 Comparison of Base Scheme and Revised Scheme Alignments

The environmental implications arising from revising the base scheme alignment have been

examined, and the environmental implications for the base scheme and revised scheme

alignments have been compared and presented in Table 2.2. Figure 2.1 shows the base

scheme and revised scheme alignments.


Executive Summary


Table 2.2: Summary of design changes and environmental implications of revised scheme alignment

Base Scheme Alignment Proposed Changes of

Revised Scheme Alignment Environmental Benefits Environmental Disbenefits Remarks

Location Design

Alignment Sections

Tai Wai Depot At-grade • No change • N/A • N/A -

Tai Wai Depot to

HIK

Embankment • No change • N/A • N/A -

HIK to Hin Keng

Portal

Viaduct +

Embankment +

Tunnel

• No change • N/A • N/A -

Hin Keng Portal

to DIH

Tunnel

(drill-&-blast

within Lion Rock

Country Park to

Chuk Yuen,

bored tunnel from

Chuk Yuen to Po

Kong Village

Road, and Cut-&-

Cover from Po

Kong Village

Road to DIH)

• Underground alignment

between Chuk Yuen and Po

Kong Village Road slightly

adjusted.

• No significant change in

tunnel length.

• NIL • NIL • Most of the section would be within

Lion Rock Country Park and there

would be no at-grade temporary

construction works within the

country park area. Together with

the fact that the construction

method would remain the same, it is

anticipated that there are no

additional environmental impacts as

compared to the base scheme

alignment.

• Amount of spoil to be excavated

would be similar.

DIH to KAT Tunnel

(bored tunnel +

cut-&-cover)


KAT to TKW Tunnel

(bored tunnel)

• Alignment will be shifted to

the north.

• TKW relocated.

• Change of tunnel

construction from bored

tunnel to cut-&-cover and

mined tunnel.

• NIL • The revised scheme alignment

would however have interface with

the Former Kowloon City Pier. All

necessary engineering measures

would be implemented to protect

the pier during construction. (See

Section 4)

• The alignment would be closer to

the existing receivers along Ma Tau

Chung Road but further away from

the receivers along To Kwa Wan

Road. Both alignments have similar

density of NSRs, ASRs and VSRs

along both sides. Hence, the

associated environmental impacts


Executive Summary




Location Design

• Tunnels between KAT and

TKW will be constructed in

railway reserves inside

future residential

development sites in the Kai

Tak Development.

Provisions have been made

for future development

foundations and basement

to be constructed in close

proximity to these tunnels.

Cut and cover form of

tunnels will provide more

flexibility for future

basement construction

under this special

arrangement".


tunnel length.

on noise, air quality and visual

would be similar.


would be similar.

TKW to MTW Tunnel

(bored tunnel)

• Alignment will run along Ma

Tau Chung Road / Ma Tau

Wai Road instead of To Kwa

Wan Road.

• Construction method

remains the same.


tunnel length.

• Alignment would avoid the PHI

consultation zone of the gas depot

of China Gas Co. The separation

distance between the alignment

and the PHI consultation zone is

about 160m.

• The revised scheme alignment

would however be closer to some

built heritage (e.g. the Trinity

Church building and the Sung Wong

Toi Rock. The assessment has

concluded that the impacts on these

heritage items would be

insignificant. (See Section 4).

• The alignment would be closer to


Chung Road/ Ma Tau Wai Road but

further away from the receivers

along To Kwa Wan Road. Both

alignments have similar density of

NSRs, ASRs and VSRs along both

sides. Hence, the associated

environmental impacts on noise, air

quality and visual would be similar.


would be similar.

MTW to HOM Tunnel

(drill-&-blast +

cut-&-cover/

• Alignment will run along Ma

Tau Wai Road.

• MTW relocated.

• NIL • NIL • The alignment would be closer to


Wai Road but away from the

receivers along To Kwa Wan Road.


Executive Summary




Location Design

bored tunnel)

• Tunnel construction method

changes to drill-&-blast +

bored tunnel.


tunnel length.

Both alignments have similar


along both sides. Hence, the



would be similar.


would be similar.

HOM to HUH Tunnel (cut-&-

cover/ bored

tunnel) + at-

grade section

• Tunnel construction method

changes to cut-&- cover

method.

• NIL • Slightly higher noise and air quality

impacts with cut-&-cover method.


would be similar.

HUH to WRL

Tunnel

Tunnel + at-

grade section


Stations

HIK Elevated station • No change • N/A • N/A -

DIH Underground

station


Diamond Hill

Stabling Sidings

(DHS)

Semi-

underground


KAT Underground

station


TKW Underground

station

• Station relocated • NIL • The station will be located in the

vicinity of an area where

assemblage of Song Dynasty

pottery was discovered. Mitigation

measures would be required to

minimise the impacts (See Section

4)

• The station would be closer to the

existing receivers along Ma Tau

Chung Road but further away from

the receivers along To Kwa Wan

Road. Both would have similar


in the vicinity. Hence, the




Executive Summary




Location Design

would be very similar.


would be similar.

MTW Underground

station

• Station relocated • NIL • NIL • The station would be closer to the

existing receivers along at Ma Tau

Wai Road but further away from the

receivers along To Kwa Wan Road.

Both would have similar density of

NSRs, ASRs and VSRs in the

vicinity. Hence, the associated

environmental impacts on noise, air

quality and visual would be very

similar.


would be similar.

HOM* Underground

station


HUH* Semi-

underground

station


Ventilation Buildings/ Shafts

HIK Above-grade

structure


Ma Chai Hang Above-grade

structure

• Shifted from near Chuk

Yuen North estate to Ma

Chai Hang Recreation

Ground

• Roof level of ventilation building

would be kept as low as possible

and close to surrounding road

levels to reduce visual impact.

• NIL • Similar environmental setting (e.g.

nature and number of sensitive

receivers) and hence significant

change in environmental

implications not anticipated.

TKW Above-grade

structure

• Station relocated.

• Physical size remains

similar.

• NIL • NIL • Similar environmental setting (e.g.






Executive Summary




Location Design

MTW Above-grade

structure

• Station relocated.

• Physical size remains

similar.

• NIL • NIL • Similar environmental setting (e.g.





Emergency Access (EA)/ Emergency Escape Access(EEA)/ Emergency Egress Point (EEP)

Ma Chai Hang Above-grade

structure

• Safety requirement

• The building is required to

give firemen access to

tunnel and to give safe

egress to passengers from

the tunnel in the event of an

emergency.

• Integrated with Ma Chai Hang

Ventilation Building, and visual

impacts would be reduced

• NIL -

Wong Tai Sin • Safety requirement






emergency.

• NIL • Above-grade structure.

• Slight construction dust, noise and

visual impacts

-

Tam Kung Road • Safety requirement






emergency.

• NIL • Above-grade structure.

• Slight construction dust, noise and

visual impacts

-

Note: * According to the latest arrangement, the HOM and HUH will be separately implemented by other Designated Projects under KTE and SCL (MKK-HUH) respectively. However, the cumulative impacts due to these 2 stations would be addressed in this EIA as well to fulfil the requirement in the EIA Study Brief.


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2.7 Selection of the Alignment

Two alignment options have been considered. The main difference is the portion from KAT

to MTW. The base scheme alignment runs along To Kwa Wan Road after KAT before

joining HOM. In order to serve the population better, the revised scheme alignment has

been designed to run along Ma Tau Chung Road/ Ma Tau Wai Road. The TKW is also

relocated to the western side of Kai Tak Development area adjacent to Olympic Garden,

whereas MTW is relocated to Ma Tau Wai Road adjacent to Ma Tau Wai Road/ To Kwa

Wan Road Garden. Both TKW and MTW will be moved closer to existing and future

population centres and will serve a larger population.

Both the base scheme and revised scheme alignments are similar in total length,

construction methods, amount of spoil generated. Also, the number of stations and

ventilation buildings will be identical in the two schemes. The number of environmental

sensitive receivers from noise, air quality, visual, ecology etc would be similar. The revised

scheme alignment would be closer to heritage items including the Former Kowloon City Pier,

the landing steps of the 1924 seawall and the area where assemblage of Song Dynasty

pottery were discovered. However, proper engineering solutions have been proposed.

The revised scheme alignment would also avoid the consultation zone of the gas depot of

China Gas Co at the junction of Ma Tau Kok Road and To Kwa Wan Road (see Figure 2.1).

Therefore, no hazard-to-life for the construction workers would be expected.

Hence, the revised scheme alignment would generally be better in terms of environmental

performance with implementation of appropriate mitigation measures. In addition, it would

offer more benefits to the general public using the proposed railway. The revised scheme

alignment is therefore selected and adopted as the basis for this EIA study.


Executive Summary



3 Project Description and Construction Methodology

3.1 General Alignment

The SCL (TAW-HUH) is an approximately 11km long extension of the Ma On Shan Line

(MOL) from Tai Wai through new stations, including Hin Keng Station (HIK), Diamond Hill

Station (DIH), Kai Tak Station (KAT), To Kwa Wan Station (TKW), Ma Tau Wai Station

(MTW), Ho Man Tin Station (HOM) and connects the West Rail Line at Hung Hom Station

(HUH). Most of the sections would be underground except for a section at Hin Keng, and

another section at Hung Hom, where the alignments need to be raised and linked with the

Ma On Shan Line and the West Rail Line respectively to form a strategic east-west rail

corridor (see Section 2.3). The underground sections of the alignment would be constructed

by various construction methods including drill-and-blast, cut-&-cover, bored tunnelling, and

mined method. Open cut/ cut-&-cover method will be employed for the tunnel portals at Hin

Keng and Hung Hom North Fan area, and most of the stations and ventilation building

structures, etc.

DIH will become an interchange station with the existing KTL. The SCL (TAW-HUH) will

interchange with the KTE and the SCL (MKK-HUH) at HOM and HUH respectively. The

HOM and HUH are part of other Designated Projects to be separately implemented.

A new train stabling sidings is required to provide stabling facilities and to allow effective

train launching to meet the service requirements of SCL(TAW-HUH). Covered under this

Project would be the train stabling sidings option located at Diamond Hill CDA site (i.e.

former Tai Hom Village).

The SCL (TAW-HUH) will also form an important part of the proposed Kai Tak Development,

providing mass transit service not only to the proposed new commercial and residential

developments in the area, but also the Multi-Purpose Stadium Complex and other leisure

facilities planned at Kai Tak.

The proposed tentative alignment is shown in Figure 1.1 and the tentative locations of off-

site works areas (e.g. office, general storage, barging facilities, magazine sites etc.) are

shown in Figure 1.2.

3.2 Summary of Design

A summary of the general design of SCL (TAW-HUH) is given below:

Table 3333.1: Summary of design of SCL Tai Wai to Hung Hom section

Type Location Design

Alignment sections Tai Wai Depot At-grade

Tai Wai Depot to HIK Embankment

HIK to HIK Portal Viaduct + Embankment + Tunnel

HIK Portal Embankment

HIK Portal to DIH Tunnel

DIH to KAT Tunnel

KAT to TKW Tunnel

TKW to MTW Tunnel

MTW to HOM Tunnel

HOM to HUH Portal Tunnel


Executive Summary



Type Location Design

HUH Portal From Tunnel to At-grade

HUH Portal to WRL Tunnel At-grade section

Stations HIK Elevated station

DIH Underground station

Diamond Hill Stabling Sidings (DHS) Semi-underground

KAT Underground station

TKW Underground station

MTW Underground station

HOM [1] Underground station (by other Designated

Project)

HUH [1] Semi-underground station (by other

Designated Project)

Ventilation Building Ma Chai Hang At-grade structure

Emergency

Access/Emergency

Escape Access

(EA/EEA)

Wong Tai Sin At-grade structure

Ma Chai Hang Integrated with Ma Chai Hang Ventilation

Building (MCV)

Emergency Egress

Point (EEP)

Tam Kung Road At-grade structure

Notes: [1] The HOM would be implemented under the KTE. The HUH would be implemented under the SCL (MKK-HUH).

Their cumulative impacts have been addressed in different sections of this EIA to fulfil the requirements of the EIA study Brief.

3.3 Implementation Programme

According to the latest programme, the construction works for SCL (TAW-HUH) would

commence in 2012. All major civil contracts would be completed by 2016. The remaining

works including station fit-out, track layout etc would be completed by 2018.

3.4 Proposed Construction Methodology

3.4.1 Alignment Sections

The proposed Project would be constructed mostly in tunnel except for a viaduct and an

embankment section in Tai Wai and an at-grade section in Hung Hom. A tentative concept

for the preliminary construction methodology is given below for initial information and would

be subject to changes during the on-going design process. A summary of tentative

construction methods is shown in Table 3.2 below.

Table 3.2: Tentative construction methods for different alignment sections

Section Form Tentative Construction Method

Tai Wai to HIK and Hin Keng Portal

At grade + Embankment +

Viaduct + Cut-&-cover

Typical viaduct construction:

• The substructure could be in a form of column pier with pier

head.

• The box girder viaduct would be constructed by cast in-situ


Executive Summary




method supported on traditional falsework.

Embankment/ At grade

• The semi-to fully underground portion of tunnel box facing

Hin Keng Estate before entering Hin Keng Portal would be

constructed by typical cut-&-cover method.

Portal

• Hin Keng Portal will be constructed by mined tunnel method

to avoid ecological impact on Tei Lung Hau stream

Hin Keng Portal to Ma Chai Hang

Tunnel Drill-&-blast tunnelling:

• A small section of mined ground tunneling would be

constructed at Hin Keng Portal. The construction would

avoid the Tei Lung Hau freshwater stream and the

neighbouring secondary woodland.

• The long tunnel between Hin Keng Portal and Ma Chai

Hang (underneath the Lion Rock Country Park) will mainly

be constructed by drill-and-blast method.

• A ventilation building constructed by cut & cover method,

will be located at the Ma Chai Hang Recreation Ground.

(NB There is no at-grade construction activities within the Lion Rock Country Park. All the construction works within the Lion Rock Country Park would be underground.)

Ma Chai Hang to DIH

Tunnel Bored tunnelling:

• A TBM launching chamber is planned at Ma Chai Hang

Recreation Ground. The retrieval chamber is located at

the north end of DIH.

DIH to KAT Tunnel Combination of cut-&-cover and bored tunnelling:

• The mainline tunnels between DIH and Kai Tak north

would be constructed by bored tunnelling. The TBM

launching shaft would be located at Kai Tak north and the

TBM retrieval chamber would be located at DIH.

• The stabling entry tracks from stabling sidings to Kai Tak

Development area would be constructed by cut-&-cover

method and bored tunnel. TBM retrieval shaft would be

located at south of Choi Hung Road.

DHS Semi-underground

• The DHS and the associated tunnels from the stabling

siding to the entry tracks near south of Choi Hung Road

will be constructed by cut-&-cover method.

KAT to TKW Tunnel Cut-&-Cover tunnelling:

• The tunnels would pass under the Former Kowloon City

Pier and 1924 Seawalls.

• For the tunnel section between Former Kowloon City Pier

and KAT, trench excavation within braced cofferdam has

been proposed to preserve buried seawall steps of the

1924 seawall north of the tunnel alignment that would

otherwise be disturbed by open cut excavation. The 1924

seawall will be exposed in the trench excavation nearer

Kai Tak Station. For the tunnel section directly under the

Former Kowloon City Pier buffer zone (for a section of


Executive Summary




about 40m), mined tunneling with a vertical separation of

1.8m – 2.2m between the bottom of the piers and the top

of the tunnel structure would be included.

TKW to MTW Tunnel Bored tunnelling:

• The tunnels between the south end of TKW and the north

end of MTW are located within the dense urban

environment along Ma Tau Chung Road/Ma Tau Wai

Road.

• TBM launching shaft is planned at the southern end of

TKW and the retrieval shaft at the Shansi Street Carpark.

A rock crusher will also be operating within the tunnel

section.

• There would not be any at-grade construction activities

within this section except for the ground treatment works

as necessary.

MTW to HOM Tunnel Combination of cut-&-cover/ bored tunnelling and drill-&-blast tunnelling:

• A circular construction works shaft is proposed at the

existing open space car park at Shansi Street for the

retrieval of TBM machine from MTW and provide access

to tunnel works towards HOM.

• Bored tunnelling method will be employed for the section

between MTW and Shansi Street Carpark.

• The 500m section of tunnels between works shaft at

Shansi Street Carpark and HOM would be constructed as

twin single-track tunnels, using the drill-&-blast method.

HOM to HUH Tunnel + at-grade Cut-&-cover tunnelling:

• The tunnel section crossing Chatham Road North and

near to Winslow Street would be constructed using cut-&-

cover method. Passing through the HUH portal adjacent

to Sai Sing Funeral Parlour, it will become at-grade

section with concrete open trough.

HUH to WRL Tunnel

At-grade Open Cut

• The section between HUH section and the WRL stub

tunnel would be constructed using open cut method.

3.4.2 Stations and Entrances

Except for HIK and HUH, all the other stations would be underground. Their tentative

construction methodologies and associated entrances are summarized below.

Table 3.3: Tentative Construction Methods for Stations and Entrances

Stations and Entrances Tentative Construction Methodologies

HIK Elevated Station:

• The station foundation would employ bored piling and the superstructure will be constructed by in-situ concreting.

Other stations including:

• DIH

• DHS

Underground Stations:

• For stations other than KAT, the station foundation would employ either bored piles or D-walls and the underground structure will be constructed by in-situ concreting.


Executive Summary



Stations and Entrances Tentative Construction Methodologies

• KAT

• TKW

• MTW

• KAT will be constructed by open-cut method.

Note: The construction for HOM and HUH will be implemented under other Designated Projects

As all proposed stations will situate in soft ground (except HOM which would be

implemented by another designated project), cut-&-cover method will be deployed for all

stations excepted for KAT and TKW, which would be constructed by open-cut and cut-&-

cover method separately.

3.4.3 Ventilation Building

There is only one separate ventilation building in Ma Chai Hang for SCL (TAW-HUH). The

ventilation shaft in Tai Wai has been integrated with the HIK to minimise landscape and

visual impacts. Other stations would have ventilation shafts as necessary.

The ventilation building is above-grade and would be constructed by typical building

construction methodologies. Key stages of the construction for ventilation buildings include

the following:

• Foundation construction (either by bored piling or diaphragm wall);

• Superstructures (typically by in-situ concreting); and

• Architectural landscaping and builder’s works.

3.4.4 Tunnel Portals

There are 2 portals for the proposed Project, one at Hin Keng and one at Hung Hom at the

STT car park at Winslow Street. The Winslow Street Garden will be employed as works site

for the construction of Hung Hom portal, which will be re-provisioned in the same location in

the operational phase. Their construction methodologies are summarized below:

Table 3.4: Tentative construction method for portals

Portals Tentative Construction Methodologies

Hin Keng • Mined tunnel/ cut-& cover

Hung Hom • cut & cover

3.4.5 Off-Site Temporary Works Areas

In addition to the temporary works sites in the vicinity of the tunnel and station structures,

there are some off-site temporary works areas to facilitate the construction process and they

are summarized below:

Table 3.5: Tentative uses for off-site temporary works areas

Off-Site Works Areas Proposed Uses

Kai Tak Runway • Barging activities (sediment removal is required)

• Approximately 39,500 m2

Freight Pier at Hung Hom [1] • Barging activities (sediment removal not required)


TKO Area 137 • Magazine site


Ma On Shan (Heng On and Tai Shui Hang) • Contractor site office

• Workshop

• Storage of materials and equipment



Executive Summary



Off-Site Works Areas Proposed Uses

Shek Mun (in Shatin) • Contractor site office

• Workshop

• Storage of construction materials and equipments

• Approximately 31,100m2

Pak Tin • Temporary storage area

• Approimately 2,100m2

Note:

[1] Shared use with KTE and SCL (MKK-HUH).

It should be noted that, other than the works area for the sediment removal works for the

barging facility at Kai Tak Runway, all the off-site works areas have been previously

employed as temporary car parks or works areas under other infrastructure projects. It is

not necessary to increase the footprints of these off-site temporary works areas for the SCL

(TAW-HUH).


Executive Summary



4 Summary of Key Findings in EIA Study

4.1 General

The EIA Study has been conducted in accordance to the EIA Study Brief No. ESB – 198/2008 and the

TM-EIAO. Cumulative impacts with other concurrent projects have been taken into account in

the assessment. This Executive Summary highlights the key identified impacts, potential

sensitive receivers and proposed mitigation measures. The main findings of the EIA Study

are summarised below.

4.2 Cultural Heritage Impact

Built heritage survey and archaeological survey have been conducted within the study area

of the SCL (TAW-HUH). Some archaeological sites, 16 currently graded historical buildings,

1 proposed graded historical buildings, and a number of other buildings with historical merit

but without grading have been identified within the Study Area.

The archaeological survey at former Tai Hom Village has revealed the Tang/ Song Dynasty

remains to be sparse and redeposited and hence of lesser archaeological significance.

Assemblage of Tang/Song archaeological finds within urban setting is however considered

rare in Hong Kong. A survey-cum-excavation is therefore recommended to be conducted at

the former Tai Hom Village to recover any archaeological remains.

A similar survey-cum excavation would also be conducted for the excavation area, where

the open cut construction of TKW and the associated tunnel overlap with the Sacred Hill

(North) archaeological Site. Separate archaeological survey conducted in 2010 for the

Sacred Hill (North) Study Area has revealed archaeological potential of this site.

The alignment has been designed to totally avoid Lung Tsun Stone Bridge within Kai Tak

area. For the Former Kowloon City Pier adjoining the south of Lung Tsun Stone Bridge, a

vertical separation can be maintained to avoid impacts. A horizontal buffer zone would be

maintained for the Lung Tsun Stone Bridge and Former Kowloon City Pier.

The built heritage within 300m of the alignment has also been studied. Three historical

structures (i.e. former RAF hangar, Stone House (No. 4 Tai Koon Yuen) and Old Pillbox)

are located within the former Tai Hom Village, which would be used for the DIH Stabling

Sidings. The physical conditions of the Former Royal Air Force Hanger and the Stone

House No. 4 are not satisfactory for total preservation. The condition of Pillbox is better and

may be feasible for total preservation. A conservation plan would be separately submitted

to agree on the most appropriate approach to preserve these 3 historical buildings.

Depending on the recommendations in the conservation plan, part of the hangar together

with a model would be displayed and the old pill box would be reinstated within the CDA

Site.

Other recorded built heritage items have been surveyed and the impacts to the majority

during SCL (TAW-HUH) construction and operation will be minimal.

4.3 Ecological Impact

The ecological baseline has been updated by reviewing available information and the

results of ecological surveys of at least 5 months covering both dry and wet seasons. The

ecological survey covers 500m of the proposed alignment for sections above ground and for

the temporary works areas.

According to the ecological baseline, terrestrial habitats within the Study Areas are largely

developed areas with high disturbance and low ecological value. Works at the Hin Keng

portal have been modified and designed to avoid any direct or indirect impacts to the high

ecological value Tei Lung Hau stream. Whilst the alignment will run through the Lion Rock


Executive Summary



Country Park, the alignment would run within the rock layer. Furthermore, there would not

be any permanent land intake or temporary works areas within the country park boundary.

Direct and indirect ecological impacts arising from the Project during construction have been

identified and evaluated. Most impacts are considered to be of low significance. In areas

where species of conservation interest have been recorded, i.e. Rhesus Macaque (Macaca

mulatta) in plantation close to refuse collection point at Hin Keng, Little Ringed Plover

(Charadrius dubius) at wasteground in KAT site, Kai Tak Runway Barging Facility and TKO

Area 137, Cattle Egret (Bubulcus idis) at Kai Tak Runway Baring Facility and the Aquilaria

sinensis at secondary woodland to the southwest of Tei Lung Hau, potential impacts have

been identified and mitigation measures have been recommended. Detailed vegetation

survey in the Hin Keng Portal area would be conducted to identify any individuals of

Aquilaria sinensis which are protected species. Where necessary, these Aquilaria sinensis

would be considered for transplantation and a transplantation plan will be prepared.

Precautionary checks for roosting Fruit Bat in all Chinese Fan Palms in DIH and DHS;

and/or nesting bird species of conservation interest in DIH, DHS and works area in Kai Tak

Barging Point, prior to any tree-felling and/or vegetation removal have been recommended.

Due to navigation requirement, dredging would be required for the barging facility in Kai Tak

Runway. Marine habitats within the Study Area of the dredging works area for this facility

are generally of low of ecological value due to their highly artificial and disturbed nature.

Species diversity and abundance in these habitats were low and no rare or restricted

species was recorded. Indirect impact on existing coral colonies and other macrofauna of

the benthic environment during the dredging activities are considered to be minor.

Indirect impacts arising from the Project would be temporary and considered as negligible in

nature. Overall, no significant and unacceptable ecological impacts to terrestrial, freshwater

or marine resources were anticipated.

4.4 Landscape and Visual Impact Assessment

All the landscape resources and landscape character areas in the vicinity of the Project and

all the visually sensitive receivers within the visual envelopes during the construction and

operational phases have been identified.

The key sources of impact during construction stage are from activities associated with the

construction of the aboveground structures within the works area of the Project. The key

sources of impact during operational phase are confined to the aboveground structures

including HIK with viaduct and tunnel box, noise barriers at Hin Keng, MCV, EA/EEA at

Wong Tai Sin, DHS, Tam Kung Road EEP, Hung Hom portal, station entrances and

ventilation shafts. Potential impacts have been considered during the development of the

project design to avoid direct impact on important landscape resources, such as Old and

Valuable Trees, natural stream and wooded hillside. The physical extent of the works area

has also been minimized as far as possible to minimize impacts on the identified landscape

resources and visual sensitive receivers.

About 3,030 trees will be affected by the Project, of which about 900 trees are located on

slopes and 386 trees will require transplantation. Tree removal application and

compensatory tree planting proposal will be prepared and submitted to seek approval from

relevant authorities in accordance with ETWBTC 3/2006 requirements, prior to construction

of the Project.

Other landscape and visual mitigation measures have been identified for both the

construction and operation phases to mitigate unavoidable adverse impacts. Roof greening

on HIK, tunnel box from HIK towards Hin Keng Portal, MCV, EA/EEA at Wong Tai Sin has

been recommended to minimize the visual impact and enhance the visual quality to the

VSRs.


Executive Summary



After implementation of these mitigation measures, there would still be some adverse

landscape impacts during the construction phase, mainly due to the impacts on existing

trees along the project alignment and impacts on public open space for the construction of

SCL (TAW – HUH) stations and ventilation building. During the operational phase, after the

mitigation measures (e.g. tree transplanting, compensatory tree planting, aesthetic

landscape and architectural treatment, vertical greening and roof greening) have been

implemented and tree planting has matured over 10 years, it is considered that the residual

landscape impact would be slight to insubstantial, with the exception of impacts on Hin Tin

Playground, Ma Chai Hang Playground and Diamond Hill CDA Site.

Hin Tin Playground and Ma Chai Hang Playground which are considered to be of moderate

adverse impact significance due to the permanent loss of about 3,100m2 and 2,065m

2 of

public open space of landscape amenity area for the construction of HIK and MCV

respectively. The loss of open space at Hin Tin Playground would fully be compensated by

the provision of the open space at Shek Mun (approx 3,100m2). Since Wong Tai Sin is a

developed community, it is not feasible to reprovision the same area for the loss of about

2,065m2 in Ma Chai Hang Playground within the nearby vicinity. However, having

considered the requirements of the Hong Kong Planning Standards and Guidelines in the

context of the overall planning of open space provision in the area, the loss of 2065m2 of

open space within Ma Chai Hang will have relatively insignificant impact.

The Diamond Hill CDA Site will be subject to adverse impact of moderate significance with

the permanent loss of about half of the vegetated area within this landscape resource (LR)

and disturbance of a large number of trees. For the railway facilities within the Diamond Hill

CDA Site, the open areas around the above ground structures of the railway associated

facilities will be planted with amenity planting and approximately 90 trees to mitigate the loss

of landscape resources. In addition, green roofs are proposed on the DIH entrance/ plant

structures near Lung Cheung Road to minimize the potential adverse landscape and visual

impacts.

Except for the area that would be allocated to railway associated facilities, the remaining

part of the CDA site is being actively planned for future usage. The Diamond Hill CDA Site

development is anticipated to be implemented following commissioning of the railway. It is

anticipated that the future developer would implement typical landscaping measures

including tree planting to beautify the deck in an appropriate manner to alleviate the

potential adverse landscape and visual impacts. The future owners/ allocatees would

maintain the green open areas, although the landscape plan could be further refined during

the planning of the future development. It is considered that the impact during the

operational phase in the long term after land allocation to be moderate and acceptable with

mitigation.

In the unlikely event the CDA site is not allocated within 12 months following the

commissioning of the railway facilities, it is proposed that interim greening measures, such

as hydroseeding or planting over a thin soil base or importation of temporary pots and

removable planters are implemented on the roof of DHS as landscape and visual mitigation

measures. The maintenance of the interim greening measures will be undertaken by MTR

Corporation for the first 12-month establishment period. In the case that the site is still not

allocated after the establishment period, MTR Corporation would liaise with relevant

government departments to agree on the subsequent maintenance agent of the interim

greening measures. MTR Corporation would be responsible for the maintenance of the

interim greening measures before any agreement is made. It is considered that the impact

during the transition period, after completion of DHS and before land allocation, to be

moderate and acceptable with such mitigation measures.

In terms of visual impacts and in consideration of duration of impacts which is considered to

be temporary in nature during construction phase, and mitigation measures will be


Executive Summary



implemented to protect the VSRs, the overall visual impacts are acceptable, with moderate

and insubstantial visual impacts. However, some VSRs are subject to short-term substantial

residual impacts, which is unavoidable due to their close proximity where there are direct

views to the work sites. They are Hin Keng Estate (South) (HIK/VSR 1.10), Lung Poon

Court (DIH&KAT/VSR 1.1), Galaxia (DIH&KAT /VSR 1.3), Rhythm Garden-North

(DIH&KAT/VSR 1.2), Future residential development along Prince Edward Road East

(DIH&KAT/VSR 1.7), Residential development at Housing Site 1A&1B (DIH&KAT/VSR

1.16), Rhythm Garden-South (DIH&KAT/VSR 1.17), Tsui Chuk Garden (MCH/VSR 1.2),

Wang King House/ Wang Yuen House (MCH/VSR 1.3), Fu Yuen House/ Kwai Yuen House/

Wing Yuen House (MCH/VSR 1.4) and Chung Hong House/ Chung On House (MCH/VSR

1.5), and they will be affected by the site formation works and removal of trees along the

project alignment. In the operational phase, after the mitigation measures have been

implemented and effect of tree planting has been fully realized over 10 years, it is

considered that the residual visual impacts would be slight to insubstantial with the

exception for some VSRs at close proximity and/or have view from higher height level on

the site such as:

� Residents in Hin Keng Estate (South) (HIK/VSR1.10), due to its close proximity to the

proposed viaduct tunnel box and the at-grade box section at Hing Keng, will be subject

to adverse visual impact. With the incorporation of the proposed mitigation measure of

landscape treatment including roof greening together with green treatment of climber

plants along walls of the built structures, the bulk of the viaduct and the at-grade box

section would be soften visually. Therefore, the residual visual impact is predicted to

be moderate in Day 1 and Year 10.

� Residents in Lung Poon Court (DIH&KAT/VSR 1.1), Rhythm Garden-North

(DIH&KAT/VSR 1.2), Galaxia (DIH&KAT/VSR 1.3) and workers at Hong Kong Sheng

Kung Hui Nursing Home (DIH&KAT/VSR 2.3) at close proximity with a high vantage

point to the large topside of the proposed DHS will be subject to adverse visual impact.

With the incorporation of the proposed mitigation measures including interim greening

measures such as hydroseeding or planting over a thin soil base or importation of

temporary pots and removable planters for visual greenery on the topside of DHS,

aesthetic landscape and architectural treatment to the station entrances, plant rooms,

ventilation shaft and planting along boundary of these built structures, the bulk of the

building would be softened visually. The Diamond Hill CDA site is planned for

development, which is anticipated to have been allocated upon commissioning of the

railway. In the event the site is not allocated within 1 year upon commissioning, it is

proposed that interim greening measures as mentioned above would be implemented

on the roof of DHS to mitigate the landscape and visual mitigation impacts. This

mitigation will provide visual relief to the surrounding VSRs at high level, and will

improve views on the otherwise unmitigated bare concrete roof of the DHS. It is

anticipated that the future developer would implement typical landscaping measures to

beautify the deck in an appropriate manner when the land is allocated. Although the

land allocation process is still yet to be completed, planting will be provided within

some of the areas around the railway facilities as interim mitigation measures. The

planting area will be maintained by the Project Proponent prior to handing over to the

relevant government departments. The future owners/ allocatees would maintain the

greenery in these areas although the landscape plan could be further refined during

the planning of the future development. With the implementation of the above

mitigation measure and upon the completion of the landscaping measures

implemented by the future developer, the level of visual impacts to the above VSRs is

considered to be moderate in Day 1 and Year 10.

Overall, it is considered that the landscape and visual impacts in the construction and

operation phases are acceptable with mitigation measures.


Executive Summary



4.5 Air Quality Impact

Potential dust impact would be generated from the soil excavation activities, backfilling, site

erosion, storage of spoil on site, transportation of soil, as well as blasting activities during

the construction of SCL (TAW – HUH).

Quantitative fugitive dust assessments have been conducted, taking into account the

cumulative impact caused by nearby concurrent project. Effective dust control following the

requirements given in the Air Pollution Control (Construction Dust) Regulation and in

accordance with the EM&A programme during construction are recommended. Assessment

results suggested that watering at Shatin and Kowloon once per 1.5 hour and once per hour

respectively would be required to control the fugitive dust impact to acceptable levels.

4.6 Airborne Noise Impact

4.6.1 Construction Noise

Potential construction noise impacts would be caused by various construction activities

including excavation, backfilling and construction of superstructure etc.

Construction noise assessment has concluded that the unmitigated construction noise

impacts would be high at some NSRs. Suitable noise mitigation measures have therefore

been identified which could reduce the noise impacts at most of the NSRs. The use of bored

tunnelling in Wong Tai Sin, Diamond Hill and Ma Tau Wai has largely reduced the potential

airborne construction noise impacts on the receivers along the bored tunnel areas. Careful

selection of construction equipment and working methods including the use of electrically

driven and quiet plant are adopted, where practicable. Other measures including good site

practice, the use of site hoarding, installation of movable barriers and sequential operation

of construction plant have been recommended. The predicted noise levels at most of the

NSRs would comply with the corresponding noise criteria, except for a few NSRs near the

works areas including HIK, DIH, TKW, MTW and Chatham Road North. All practicable

mitigation measures are exhausted and the impacts are minimised.

The Project Proponent will facilitate communications with concerned parties on the residual

impacts exceeding the construction noise criterion during construction and review to

consider other initiatives, such as Indirect Technical Remedies (ITR), if required. (N.B.: the

use of ITR as a mitigation measure is neither a requirement under Annex 13 of the EIAO-

TM nor the EIA Study Brief.)

4.6.2 Operational Noise

Operational noise impacts associated with railways and fixed noise sources have also been

investigated. The SCL (TAW – HUH) would be underground except for the viaduct,

embankment and the at-grade sections at Hin Keng, and at-grade sections at Tai Wai and

Hung Hom. Airborne noise associated with the operation of railway would be minimized by

the underground design. Some mitigation measures in the form of noise cover and barriers

have been recommended for the section between Tai Wai Depot and HIK.

Fixed noise sources during the operational phase include ventilation/ plant buildings,

ventilation shafts and E&M plant in the station. Operational noise impacts can be effectively

mitigated by implementing noise control treatment (e.g. acoustic silencers and louvers) at

source during the design stage to control the noise levels to be within the stipulated noise

criterion.

4.7 Groundborne Noise

Potential construction groundborne construction noise impacts may arise from tunnel boring

activities. Groundborne noise assessment has been conducted for the development along

the bored tunnel areas in Wong Tai Sin, Diamond Hill and Ma Tau Wai. Predicted results


Executive Summary



suggested that construction groundborne noise levels will be within the statutory

requirements and mitigation measures are not required.

Operational groundborne noise impacts have been assessed at representative sensitive

receivers along the alignment. The predicted groundborne noise would be within the

statutory requirements and mitigation measures are not required.

4.8 Water Quality

Potential water pollution sources have been identified as construction runoff, sewage from

site workforce, drainage diversion and groundwater contamination. Mitigation measures

including covering excavated materials and providing sedimentation tanks on-site etc are

recommended to mitigate any potential water quality impacts.

To minimise the potential impact due to suspended solids, deployment of silt curtains

around the closed grab dredgers is recommended for the dredging works at Kai Tak

Runway barging facility to minimize water quality impact in the Victoria Harbour.

According to the quantitative assessment for dredging activities, the cumulative water

quality impact due to concurrent dredging activities from the Cruise Terminal construction

would be well within the acceptable level.

The operational water quality impact for track run-off and tunnel seepage would have no

adverse water quality impact provided that mitigation measures are incorporated in the

design.

4.9 Waste Management

The quantity and timing for the generation of waste during the construction phase have

been estimated.

Measures, including the opportunity for on-site sorting, reusing excavated fill materials etc,

have been maximised in the construction methodology to minimise the surplus materials to

be disposed off-site via barging facilities. The annual disposal quantities for C&D materials

and their disposal methods have also been assessed. Surplus rock and spoil materials

could be accepted by other projects. Testing results for chemical and biological tests

indicate that about 29,200m3 of marine based sediment would require Type III Special

Treatment/ Disposal.

For Type 3 special disposal treatment, sealing of contaminant with geosynthetic

containment before dropping into designated mud pit which has also been proposed for

Type 3 disposal in the EIA Study under Wan Chai Development Phase II and Central-Wan

Chai Bypass (WDII) (EIA 141/2007) would be a possible arrangement.

General refuse, industrial waste and chemical waste generated during the operational

phase have been assessed. Recommendations such as regular collection of general and

industrial wastes by reputable waste collector, proper labelling and storage of chemical

wastes have been made to ensure proper treatment and disposal of these wastes.

4.10 Land Contamination

Historical information on site geological information, ground condition, and aerial photos has

been reviewed. Contamination Assessment Plan (CAP), Contamination Assessment Report

(CAR) and Remediation Action Plan (RAP) have been prepared to set out the requirements

for a contamination evaluation of the SCL (TAW – HUH) alignment and works areas and

endorsed by EPD in December 2010. With the subsequent change in the status of the land

application for the location and size of works sites and works areas, a supplementary CAP

and a supplementary CAR has been prepared. A total of 29 sampling locations have been

established for soil and groundwater analysis.


Executive Summary



Testing results indicated that one soil sample at former Tai Hom Village required

remediation. A total volume of 39m3 is recommended to be disposed of at the landfill.

Testing results of groundwater sample indicate that none of the groundwater samples

exceed the Risk-Based Remediation Goals for groundwater for industrial purpose.

Due to the site access problem, re-sampling at NT South Animal Centre would only be

conducted after the site is resumed and handed over to the Project Proponent. Following

the completion of SI at this site and laboratory testing works of samples collected, a second

supplementary CAR and RAP (if contamination is confirmed) shall be prepared and

submitted to EPD for agreement.

Remediation Report(s) shall also be prepared and submitted to EPD for endorsement prior

to the commencement of any construction works within identified contaminated area.

4.11 Hazard to Life

In view of foreseen ground condition and the impracticability in using other techniques, drill

and blasting for rock excavation is required for some sections along the alignment. To

enable a timely delivery of explosives to site and in order to meet the proposed construction

work programme, a temporary Explosives Storage Magazine (Magazine) is required. A

Quantitative Risk Assessment (QRA) for the storage, transport and use of explosives has

been carried out as per the EIA Study Brief No. ESB-191/2008 (EIA Study Brief). A robust

site selection process has been undertaken for the proposed temporary magazine and

Tseung Kwan O (TKO) Area 137 has been identified as the only practicable site. The

criterion of the EIAO-TM for Individual Risk has been met. The assessment results show

that the societal risk lies within the As Low As Reasonably Practicable (ALARP) region

when compared to the criteria stipulated in Annex 4 of the EIAO-TM. An ALARP

assessment has been carried out by identifying all practicable mitigation measures and

assessing the cost effectiveness of each measure in terms of the risk reduction achieved

and the cost of implementing the measures. As part of the ALARP assessment, every

potential temporary magazine site candidate has been reviewed and the TKO Area 137 has

been confirmed as the only practicable site.

A Hazard Assessment of the risks associated with the storage and handling of chlorine at

Shatin Water Treatment Works has been conducted for the Construction and Operational

Phases of the SCL Project. The assessment results show that the societal risk lies within

the ALARP region of the Hong Kong Risk Guideline (HKRG). An ALARP assessment has

been carried out by identifying all practicable mitigation measures and assessing the cost

effectiveness of each measure in terms of the risk reduction achieved and the cost of

implementing the measures. As the result of the assessment, a number of

recommendations have been made.

4.12 Environmental Monitoring and Auditing Requirements

An EM&A programme will be implemented throughout the entire construction period to

regularly monitor the environmental impacts on the neighbouring sensitive receivers. Any

action required during the construction phase is also recommended for implementation.

The EM&A programme would include site inspection / audit and monitoring for construction

dust, construction airborne noise, operation groundborne noise, water quality during

dredging and updating changes as necessary. Details of the recommended mitigation

measures, monitoring procedures and locations are presented in a standalone EM&A

Manual.


Executive Summary



5 Overall Conclusion

An EIA Report has been prepared to fulfil the requirements as specified in the EIA Study

Brief No ESB-191/2008 and the TM-EIAO. All the latest design information has been

incorporated into the EIA process. The aspects that have been considered in this EIA

Report include:

• Alignment evaluation;

• Description of construction and operational activities;

• Impact on cultural heritage;

• Ecological impact;

• Landscape and visual impact;

• Air Quality impact;

• Airborne noise impact;

• Groundborne noise impact;

• Water quality impact;

• Waste management implications;

• Land contamination impact;

• Impact on hazard to life; and

• EM&A requirements

Overall, the EIA Report has predicted that the Project would be environmentally acceptable

and individual impacts are minimized with the implementation of the proposed mitigation

measures for construction and operational phases. An environmental monitoring and audit

programme has been recommended to check the effectiveness of recommended mitigation

measures.

Figures

Documents

MTR Corporation Ltd. - epd.gov.hk · MTR Corporation Ltd. SCL - NEX/2206 EIA Study for Tai Wai to Hung Hom Section Executive Summary 25445 Final | October 2011 This …