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ENVIRONMENTAL IMPACT ASSESSMENT ORDINANCE (CAP 499)
S.5(1)(a)
PROJECT PROFILE
FOR
DESIGNATED PROJECT
ON
TSUEN WAN BYPASS, WIDENING OF TSUEN WAN ROAD BETWEEN
TSUEN TSING INTERCHANGE AND KWAI TSING INTERCHANGE, AND
ASSOCIATED JUNCTION IMPROVEMENT WORKS
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1.
BASIC INFORMATION
1.1 Project TitleThe project was formerly known as Tsuen Wan Road Upgrading. In
order to more clearly reflect the scope of the project, the project has been
renamed as Tsuen Wan Bypass, Widening of Tsuen Wan Road between
Tsuen Tsing Interchange and Kwai Tsing Interchange and associatedJunction Improvement Works. Tsuen Wan Bypass refers to the proposed
viaducts between Tuen Mun Road and Tsuen Tsing Interchange.
1.2 Purpose and Nature of the ProjectTsuen Wan Road (TWR) (see attached Drg. No. NTW Z1301) is part of the
strategic road network carrying a significant volume of long distance traffic
through the Tsuen Wan area, between the north-west New Territories,
Kowloon and Hong Kong Island. It also functions as a
collector-distributor road in Tsuen Wan.
According to Strategic Highway Project Review Report No. 6/2004 issued
by Transport Department in November 2004, the existing TWR is very well
utilized with a peak V/C ratio of 1.0. Congestion is normally caused by
tailback from the existing interchanges and is most frequent at Tai Chung
Road Interchange, causing occasional blockage to the through traffic.
The situation is worsened by the presence of heavy weaving movements
along TWR which cause interruptions to the smooth running of the through
traffic. The additional lanes would provide the necessary capacity for the
through traffic on TWR.
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1.4
Location and Scale of Project and History of SiteAttached Drg. No. NTW Z1301 shows the general layout of the project.
History of the Site
The geology along the corridor comprises a bedrock formation of fine to
coarse grained granodiorite with intrusion of medium to coarse grainedgranite in the vicinity of Kwai Chung Park area. The rockhead has a depth
of less than 45mm below the existing ground level in general. Rockhead
appears very close to the existing ground in the vicinity of Tsuen Tsing
Interchange.
The thickness of completely or highly decomposed rock overlying the
bedrock varies from 1m to 20m along the route, but generally in the range
of 5m to 15m.
Existing drillhole records indicate that the proposed alignment is sited
generally on reclaimed land apart from the vicinity of Tsuen Tsing
Interchange which was previously high ground and has been cut during the
site formation. The distribution of marine deposits and alluvium along the
alignment indicate that the marine deposits and alluvium were dredged
before the reclamation. However, thin layers of marine deposits and
alluvium (up to 4m thick) overlying completely decomposed granodiorite
are present in the vicinity of Hoi Hing Road near Hoi Kok Street. A layer
of marine deposits up to 4m thick is also present adjacent to the Kwai
Chung Park area.
The site along the proposed alignment is formed of fill of thickness up to
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Under the project, two single lane viaducts with connection to Tuen MunRoad will be provided on the two sides of the existing elevated section of
TWR. The proposed viaducts will be separate from the existing structure.
Near Hoi Kok Street, these two single lane viaducts will link with the up
and down ramps from/to Hoi On Road and become two 2-lane viaducts.
The proposed 2-lane viaducts will also be separate from the existing
structure and located on the two sides of the existing elevated section ofTWR. A down ramp branching off from the Kowloon bound 2-lane
viaduct would be provided near Tsuen Tsing Interchange for the traffic to
Texaco Road. The proposed 2-lane viaducts will end after joining the
at-grade TWR near Tsuen Tsing Interchange, where the existing at-grade
TWR would be widened from dual-3 to dual-5 until the Project limit near
Kwai Tsing Interchange.
Under the former project scope, a tunnel providing a bypass to the Castle
Peak Road traffic would be constructed near Hoi On Road as part of the
Tsuen Wan Bay Further Reclamation (TWBFR) to join the new viaducts
parallel to the existing TWR. With the absence of TWBFR, this bypass
would not be provided. As such, a new project profile is submitted for the
revised project scope.
The proposed scope of the project is thus as follows:
construction of dual one-lane viaducts parallel to the existing TWRbetween Tuen Mun Road and Hoi Kok street;
construction of dual 2-lane viaducts parallel to the existing TWRbetween Hoi Kok Street and Tsuen Tsing Interchange;
widening of the existing at grade section of TWR from dual 3-lane todual 5-lane between Tsuen Tsing Interchange and Kwai Tsing
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1.5
Number and Types of Designated Projects
The following items are identified as Designed Project under the items A.1
in Schedule 2 of the Environmental Impact Assessment (EIA) Ordinance
(Cap. 499).
Proposed dual-one lane viaducts running parallel to the existing TWRbetween Tuen Mun Road and Hoi Kok Street;
Proposed dual-two lane viaducts running parallel to the existing TWRbetween Hoi Kok Street and Tsuen Tsing Interchange; and
Widening of existing at-grade TWR between Tsuen Tsing Interchangeand Kwai Tsing Interchange from dual-3 lane to dual-5 lane.
1.6 Name and Telephone of Contact PersonMr. K. L. Cheung Senior Engineer/NTW 4
Civil Engineering Development Department
Tel. No. 2417 6370
2. OUTLINE OF PLANNING AND IMPLEMENTATION2.1 Responsibility of Parties
Civil Engineering Development Department is the Project Proponent who
has engaged a consultant to undertake the investigation study including the
Environmental Impact Assessment. Consultants will also be employed
later to undertake the detailed design and the supervision for the
construction phase of the Project.
2.2 Tentative Project TimetableThe Detailed Design and Tender is expected to commence in 2007 for
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3. POSSIBLE IMPACTS ON THE ENVIRONMENT3.1 Introduction
This section identifies the likely environmental impact of the proposed
works in both the construction and operational phase.
3.2 Construction Phase3.2.1 Gaseous Emissions
The main source of gaseous emissions will be emitted from diesel-powered
equipment used within the construction sites. However, since the number
of such plant required on-site will be limited, their gaseous emissions are
expected to be minor. Thus no impacts are expected from gaseous
emissions during the construction stage.
3.2.2 Dust
Construction activities such as handling and stockpiling of excavated
materials and truck movement on unpaved road will be the main dust
generating sources during the construction stage.
3.2.3 Odour
Odour impact is not anticipated during the construction phase.
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work is subject to statutory control under the Noise Control Ordinance.
3.2.6 Traffic Generation
Construction traffic are expected to increase the overall traffic volume in the
vicinity of the study area.
3.2.7 Liquid Effluents, Discharges or Contaminated Runoff
The potential water quality impacts include construction site runoff, liquid
spillage, sewage from the on-site construction work force and drainage from
construction sites.
3.2.8 Generation of Waste or by-products
Generation of wastes during the construction phase include surplus
excavated and inert material; general construction waste, demolition waste;
chemical waste; and general refuse.
3.2.9 Storage, Handling, Transport and Disposal of Dangerous Goods, Hazards
Materials or Wastes
Storage, handling, transport and disposal of dangerous goods, hazardous
materials or waste are not expected during the construction phase.
3.2.10 Risk of accidents which would result in pollution or hazard
The Yau Kom Tau water treatment works is a Potentially Hazardous
Installation (PHI).
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3.2.12 Disruption of Water Movement or Bottom Sediment
As only land based construction activities will take place, disruption of water
movement or bottom sediment are not expected during the construction
phase.
3.2.13 Unsightly Visual Appearance
During the construction of the project, the visual appearance is expected to
be poor. A detailed landscape and visual impact assessment should be
undertaken to identify the impacts and mitigation requirements to minimize
any potential impacts.
3.2.14 Ecological Impacts
The project would be within an extremely urban area and principally no
natural habitat would be affected. No important ecological resources have
been identified within the study area and ecological impacts are not
expected.
3.2.15 Impacts of Known Archaeological Sites
Within the study area, there are still some villages and clan grave. They
include Yau Kam Tau old village, Sam Tung Uk, Ho Pai, Wang Fat Ching
She as well as the ancient Tang clan grave between Pak Tin Pai and Chai
Wan Kok. They are all of very high cultural and historical heritage value.
3.3 Operational Phase
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3.3.2 Dust
Main source of dust during the operational phase will be from the vehicles
on the open road sections.
3.3.3 Noisy Operations
Road traffic noise from the open sections of the alignment would be the
main source of noisy operations during the operational phase. Due to the
proximity of some noise sensitive receivers to the proposed alignment, the
unmitigated alignment is expected to cause adverse noise impacts and the
use of direct mitigation measures is required. Assessment should be
carried out to assess the potential impacts from the proposed alignment andto identify the exact extent of mitigation measures required.
3.3.4 Risk of accidents which would result in pollution or hazard
The project is within 250m of the Kwai Chung Park area (former Gin
Drinkers Bay Landfill site) and in the proximity of the Yau Kom Tau Water
Treatment Works. A risk assessment would therefore be required for the
operation of the project.
3.3.5 Landscape and visual intrusion
The new and widened roads both at grade and on viaducts as well as
potential noise enclosures/barriers will have landscape and visual impact.
An assessment would therefore be required to minimize the impact.
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attached Drg. Nos. NTW Z1296A.
Table 4.1 Locations and Distances of Air and Noise Sensitive
Receivers from the Proposed Roadwork Project
Location ASR ID NSR ID Approximate
Distance from
Proposed RoadworkProject
Summit Terrace ASR1 NSR1 125
The Panorama ASR2 NSR2 70
Clague Garden Estate ASR3 NSR3 75
Skyline Plaza ASR4 NSR4 150
Waterside Plaza ASR5 NSR5 95
Rivera Garden ASR6 NSR6 300
CNEC Lee I Yao Memorial school ASR7 NSR7 100
Kwai Shing West Estate ASR8 NSR8 160
KCRC TW5 Development (City
side)*
ASR9 NSR9 60
KCRC TW5 Development (Bay
side)*
ASR10 NSR10 60
KCRC TW 6 Development* ASR11 NSR11 30
KCRC TW 7 Development* ASR12 NSR12 30
Kong Nam Industrial Building ASR13 55
Cable TV Tower ASR14 55Tsuen Wan Industrial Centre ASR15 30
Tsuen Wan Chinese Cemetery ASR16 320
Chun Shing Factory Estate ASR17 30
Kwai Shing Swimming Pool ASR18 200
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5. ENVIRONMENTAL PROTECTION MEASURES AND ANYFURTHER ENVIROMNETAL IMPLICATIONS
5.1 Noise5.1.1 Construction Phase
Construction noise could be controlled by the use of quiet constructionmethods and equipment. Construction activities should be limited to
daytime hours (0700-1900) Monday to Saturday only, otherwise a
Construction Noise Permit must be obtained from EPD. Good site practice
and noise management can be effective in reducing the impact of
construction site activities on nearby NSRs. Where applicable, the
following indicative control measures should be implemented to minimizeconstruction noise levels:
only well-maintained plant should be operated on-site and plant
should be serviced regularly during the construction programme;
machines and plant (such as trucks) that may be in intermittent use
should be shut down between work periods or should be throttled
down to a minimum;
plant known to emit noise strongly in one direction, should, where
possible, be orientated so that the noise is directed away from nearby
NSRs;
silencers or mufflers on construction equipment should be utilized
and should be properly maintained during the construction
programmes;
mobile plant should be sited as far away from NSRs as possible;
the use of quiet PME and reducing the number of PME operating
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5.1.2 Operational Phase
A package of direct mitigation measures would be recommended including:
low noise road surfacing for roads with speed limits greater than 50
kph; and
noise barriers/enclosures.
Further assessment is required to identify the impacts and mitigation
requirements to minimize any potential impacts.
5.2 Air Quality
5.2.1 Construction Phase
The likely air quality impact arising from the construction of the proposed
road alignment is related to dust nuisance, and gaseous emissions from the
construction plant and vehicles.
Dust suppression measures stipulated in the Air Pollution Control
(Construction Dust) Regulation should be followed by the contractor to
control any potential construction dust impact arising from the works sites
within relevant standards and guidelines, no further study is needed.
These typical control measures include:
where breaking of rock/concrete is required, watering should be
implemented to suppress dust generation, water spray should be used
during the handling of excavated material at the site and at active
cuts, excavation and fill sites where dust is likely to be created;
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work;
every vehicle should be washed to remove any dusty materials from
its body and wheels before leaving a construction site;
the load on the vehicles should be covered entirely by clean
impervious sheeting to ensure that the dusty materials do not leak
from the vehicle; and
the working area of any excavation should be sprayed with water
before, during and immediately after the operation so as to maintainthe entire surface wet.
5.2.2 Operational Phase
No mitigation measure is proposed. However, it is recommended that
further assessment should be undertaken to identify the impacts andmitigation requirements where necessary.
5.3 Water Quality5.3.1 Construction Phase
It is considered that controls on discharge from land based construction
activities and proper site management procedures will minimize residual
water quality impacts to comply with limits stipulated in the Water Pollution
Control Ordinance criteria. As such, detailed water quality assessment is
not recommended.
5.3.2 Operational Phase
Provided that appropriate mitigation measures are properly implemented,
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oily contents of the oil intercepts should be collected for reuse, or
transferred to an appropriate disposal facility;
pre-treatment of discharges resulting from routine tunnel washing
activities during operational stage should be undertaken to meet the
effluent discharge standards specified in the Technical Memorandum
of the Water Pollution Control Ordinance.
5.4
Waste
5.4.1 Construction Phase
It is considered that with measures such as good construction practices and
proper waste management procedures, no adverse impact will be anticipated.
As such, detailed construction waste assessment is not recommended.
5.5 Landscape & Visual5.5.1 Construction Phase
The construction works will include temporary traffic management schemes,
cut and fill slope, use of heavy construction plant and site clearance. They
will exacerbate the landscape and visual effect on residential area and park
in the vicinity. It is considered that with measures such as good
construction practices are adopted to minimize the impact. Further
assessment will be required to recommend temporary mitigation measures
for the construction phase.
5.5.2 Operational Phase
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Antique and Monument Office must be consulted and reported if there is any
suspected antique found in the course of construction.
5.6.2 Operational Phase
It is anticipated that the operation of the project will have no effect on the
existing archaeological potential of the area. No detailed assessment will
be carried out.
5.7 Risk of Accidents at Landfill and Yau Kom Tau Treatment WorksThe landfill gas hazard assessment will be conducted in accordance with the
Landfill Gas Hazard Assessment Guidance Note (LGHA Guidance Note)
issued by EPD.
Chlorine is stored and used in the Yau Kom Tau Treatment Works. Risk
assessment will be conducted in accordance with the Individual Risk
Guideline endorsed by the Co-ordinating Committee on Land-use Planning
and Control relating to Potential Hazardous Installations.
5.7.1 Construction Phase
For construction works adjacent to the Gin Drinkers Bay Landfill, safety
requirements will be stipulated to minimize the risk of fires, explosions,
asphyxiation of workers and toxicity effects.
The Yau Kom Tau Water Treatment Works is about 850 metres away from
the western end of the project. It is anticipated that, in view of distance,
construction works under the project will not impose risk on the water
treatment works.
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5.8 Summary of the Proposed Mitigation Measures
As discussed in the above section, mitigation measures have been proposed
to reduce the impacts associated with the proposed alignment. A summary
of the mitigation measures proposed for those environmental issues are
presented in Table 5.1.
Table 5.1 Summary of the Proposed Mitigation Measures
Environmental Issues Location Proposed Mitigation Measures
Construction Noise Within the works
boundary
Environmental pollution control
measures such as the use of quiet
PME, reducing the number of PME
operating concurrently and the useof movable noise barriers
Road Traffic Noise All open new
roads with speed
limits above 50
kph
Low noise road surfacing
Road Traffic Noise At locations near
noise sensitive
receivers
Noise barriers/enclosures
Construction Dust Within the works
boundary
Dust suppression measures
stipulated in the Air Pollution
Control (Construction Dust)
Regulation such as the use of water
splays, wheel wash facilities etc
Water Quality Within the works
boundary
Control on discharge from land
based construction with proper sitemanagement procedures
Construction Waste Within the works
boundary
Proper waste management
procedures
Landscape and Visual Within the works
b d
Landscaping works
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6. USE OF PREVIOUSLY APPROVED EIA REPORTS6.1 Title : West Rail Final Assessment Report West Kowloon to Tuen Mun
Centre Environmental Impact Assessment Vol. 1, Technical Annexes and
EM&A Manual
EIAO register reference number : EIA-149/BC
Time of Approval : March 1998
The assessments for the following environmental aspects addressed by theWest Rail EIA report for the area in the vicinity of Tsuen Wan and Kwai
Chung include:
noise especially for those noise mitigation measures provided;
air quality;
water quality;
landscape and visual;
archaeological and cultural;
ecology;
waste;
land contamination; and
hazards.
The noise assessments in the approved West Rail EIA report may be relevant
to the assessment for this roadwork project.
6.2 Title : Tsuen Wan Bay Further Reclamation, Area 35, Tsuen Wan
Engineering, Planning and Environmental Investigation
EIAO register reference number : EIA-002/1998
Time of Approval : Nov., 1998.
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