3
Project Description and Construction Methodology
3.1 General Alignment
As discussed in
Section 2, the SCL (TAW-HUH) is an
approximately
DIH will become
an interchange station with the existing Kwun Tong Line (KTL). The SCL (TAW-HUH) will interchange with
the Kwun Tong Line Extension (KTE) and the SCL (MKK-HUH) at HOM and HUH
respectively. As discussed in Sections
2.3.3 and 2.3.4, the HOM and HUH are part of other Designated Projects to
be separately implemented.
A new train
stabling sidings option will be located at the Diamond Hill CDA site (i.e.
former
The SCL
(TAW-HUH)
will also form an important part of the proposed KTD, 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.
Minor updates to the Project, such as locations and structures, could
occur during further design development and construction, and these would be
updated through the monthly EM&A reporting.
A board
description of different sections of the alignment is given below.
The SCL
(TAW-HUH)
departs from the existing Ma On Shan Line at south of
Tai Wai Depot. Leaving the Tai Wai
Depot, the track would maintain on embankment and connecting to HIK which is an
elevated station.
After departing
from HIK with a section of viaduct and embankment, the alignment then heads
towards the Hin Keng portal
at the west of Hin Keng
Estate. Once into the portal, the
alignment runs under the Lion Rock.
There would not be any at-grade construction activities within the
From the
A train
stabling sidings would be constructed in the former
3.1.2
Diamond Hill to To Kwa Wan
After leaving
the DIH, the SCL (TAW-HUH) runs adjacent to the Tate’s Cairn Viaduct and
crosses Prince Edward Road East to reach KAT within the Kai Tak
Development area, currently a vacant site but with planned future residential
and commercial developments.
The alignment
runs towards southwest and enters TKW near
The alignment
runs below
After leaving
MTW, the alignment passes
After leaving
HOM, the alignment runs below the Winslow Street underpass and the Chatham Road
North embankment and then pass through the HUH portal adjacent to Sai Sing Funeral Parlour. Out of the HUH portal, the
alignment runs at-grade and heads to HUH.
The tracks for SCL
(TAW-HUH)
within extension of the HUH area would be at-grade and would eventually join
the existing WRL tunnel near to the junction of
The SCL
(TAW-HUH)
would interface with the SCL (MKK-HUH) and SCL (HUH-ADM) at new HUH to
be implemented by other Designated Project. Passengers would be able to interchange
at this station.
The HUH would
be entirely under the existing podium deck.
As discussed in
Section 2.1.1 to 2.1.3, the
alignment will run through different areas in Tai Wai,
Wong Tai Sin, Diamond Hill, Kai Tak, To Kwa Wan and Hung Hom. Most of
these areas are relatively flat terrains except for the areas in Lion Rock and Chuk Yuen. The vertical profile of SCL (TAW-HUH) is provided in
Appendix 3.1.
3.2.1
Need for Short At-Grade and Above-Grade Sections
The use of
tunnel would help to contain train induced air-borne noise that may be
affecting neighbouring noise sensitive receivers, especially in an urban
setting where noise sensitive receivers could be very close to the
alignment. Optimising the
tunnelling section has therefore been one of the important exercises conducted
throughout the design process.
Out of the 11km
long alignment of SCL (TAW-HUH), tunnel section would occupy about 8km which
is more than 70% of the total length.
However, since the SCL (TAW-HUH) has to connect the existing West Rail Line at
Hung Hom and the Ma On Shan Line at Tai Wai to form an east west strategic rail corridor, the
vertical levels of SCL (TAW - HUH) at these 2 sections have to be raised to
join these existing rail accordingly.
These 2 sections would therefore inevitably need to be at-grade or on
viaduct instead of in the form of a tunnel. The noise impacts of these 2 at-grade or
viaduct sections have been assessed. Noise mitigation measures including noise
barrier have been recommended.
As discussed in
Section 3.2.4, in order to avoid directly affecting Tei Lung Hau stream and the
neighbouring secondary woodland, the proposed tunnel has been designed to pass
underneath the stream and the secondary woodland until emerging above ground
level over 100m away from the stream. After that the at-grade/ elevated section
will be fully enclosed until reaching HIK. Hence, only the enclosure for the
at-grade section and the elevated section would be seen by the neighbouring
visual sensitive receivers. For the construction of this section, excavation
will be carried out along the road side slopes and a working shaft will also be
excavated at the existing slope adjacent to Tei Lung Hau stream.
There
are 2 tunnel portals in Hung Hom. The north approach
portal is located near
3.2.2
Need for
Tunnel
ventilation is an essential operational and safety requirement for an
underground railway system. The
majority of the ventilation shafts for the tunnel sections in SCL
(TAW-HUH)
are located within or very close to the station footprint to minimise the land
intake and hence the impacts on landuse. Each station would also be designed with
a number of ventilation shafts to optimise the dimension of the above ground
structures and hence lessen the associated visual impacts.
The tunnel section from Hin Keng to Diamond Hill which is about 4.2km long. A sizeable
ventilation building would therefore be required to meet the technical
requirements. The Fire Services
Department requires that within an individually ventilated section inside a
tunnel, only one train is allowed. To achieve the ultimate headway, three
trains in each track will need to be operated inside the tunnel between Hin Keng and Diamond Hill. Hence,
a ventilation building must be constructed between Hin
Keng and Diamond Hill in order to separate each
tunnel into three ventilation sections. The Ma Chai
Hang Recreation Ground is a strategic location that would have the following
advantages:
It is located outside the
·
It does not affect the
existing slopes to avoid extensive engineering work that would have adverse impact
on both landscape and existing buildings foundation;
·
No major site
formation work is required and hence the amount of spoil generated would be
less;
·
A shaft has to be
constructed there for construction of the tunnel towards Hin
Keng and the tunnel towards Diamond Hill. By using the works shaft as the
ventilation shaft, it will greatly reduce the total amount of land take in the
district.
Locating a ventilation building within the Lion Rock Hill area has been considered. However, it is proved technically not feasible due to the extreme depth between the ground level and the proposed running tunnel. Lacking of proper access to the ventilation building within the Lion Rock Hill area is also a concern. In addition, locating a ventilation building within the Lion Rock Hill area would also likely have certain impacts on ecology and hence is not preferred from an environmental perspective.
For the feasibility of locating a ventilation building within Wong Tai Sin district, the open area at Chuk Yuen Estate was initially considered and reviewed at the beginning of preliminary design. However, the alignment is found to be infeasible (refer Section 2) and hence the site would not be considered for use as a ventilation building.
Other locations have also been considered but discarded due to the extreme technical difficulties, effect on existing buildings and slopes, and the fact that a shaft has to be constructed at Ma Chai Hang Playground.
3.2.3
Integrating the
As discussed above,
a tunnel ventilation building is also required near the HIK. Two options had been considered on the
location of this ventilation building.
The original option is to have the ventilation building close to the
tunnel portal. This has the
advantage of reducing the tunnel length slightly by about 250m which in turn
reduce the size of the ventilation building. However, this option would place a
permanent structure at the slope directly opposite to Hin
Keng Estate and would induce more adverse landscape and
visual impacts on the neighbouring visually sensitive receivers such as the
residential towers at the south of Hin Keng Estate.
The other
option is to move the ventilation building north and integrate with the HIK.
This would provide an excellent opportunity to integrate the design of the
ventilation building together with the station (see Section 5 for more details).
Although it would increase the tunnel length, the extra tunnel length
from the portal to HIK of about 250m would only constitute about 10% of the
total tunnel length from Hin Keng
to Ma Chai Hang. Furthermore, locating it at HIK will
save some spoil disposal as compared with the option of locating it at the
tunnel portal, due to reduction of extents of earthworks. Moreover, this would
allow the at-grade/ elevated section adjacent to Hin Keng Estate to be fully enclosed. This design can help
reducing the air-borne noise impact during operation on the residents nearby.
On this basis,
it is considered that it is more environmentally friendly to integrate the
ventilation building at Hin Keng
with the HIK.
3.2.4
Avoidance of
the
The ecological
values of the
3.2.5
Need for Emergency Access (EA)/ Emergency Escape Access
(EEA) / Emergency Egress Point (EEP)
As a consideration of public safety, EA
allows rapid access for fire-fighting personnel to reach the threatened area
within a reasonable time to commence fire-fighting and rescue operations.
Concurrently, EEA is also required to provide an effective means of escape to
allow passengers to leave the incident zones within acceptable period of time.
The EA/EEA at Ma Chai
Hang is located together with the Ma Chai Hang
Ventilation Building (MCV) which is closest to the Lion Rock tunnel section to
reduce the distance from HIK as much as practical. The size for the EA/EEA is
minimal and it is well within the footprint of MCV.
The EA/EEA at Wong Tai Sin is carefully
chosen to be in the mid way between MCV EA/EEA and Diamond Hill Station at the
open area along
The Tam Kung Road Emergency Egress Point
(EEP) is situated at the road junction of
As discussed in
Sections 1 and 2, the proposed SCL
(TAW - HUH) is a link to integrate the existing West Rail Line and Ma On Shan
Line to form a strategic east-west rail corridor. The existing rolling stock
being adopted in the West Rail Line and Ma On Shan
Line are SP1900 and SP1950 respectively. Hence, it is essential that similar
type of trains are adopted in SCL (TAW-HUH), or otherwise if alternative train system is
used, the passengers would need to have more frequent interchange to different
train system and this would greatly compromise the convenience provided by the
railway system.
A summary of the general design of SCL
(TAW-HUH)
is given below:
Table 3.1: 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 |
|
|
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) |
|
|
|
Ma Chai Hang |
At-grade
structure |
|
Emergency Access/Emergency Escape Access (EA/EEA) |
Ma Chai Hang |
Integrated with
Ma |
|
|
Wong Tai Sin |
At-grade
structure |
|
Emergency Egress Point (EEP) |
Tam |
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.
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.
As discussed in
Section 3.2.1, 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. Figures 3.1.1 to 3.1.8 show the tentative
construction methods, locations of ventilation shafts, TBM launching chambers,
tunnel work shafts etc.
A summary of
tentative construction methods is shown in Table 3.2
below. Figures 3.2.1 to 3.2.8
show the locations and demarcations of all the at-grade temporary works
sites. Three rock crushing facilities each with design capacity of about 500
tonnes per day would be operating within the tunnels to be constructed in Hin Keng, Ma Chai
Hang and
Table 3.2: Tentative construction
methods for different alignment sections
|
Section |
Form |
Tentative Construction
Method |
Selection
Reason |
|
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 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 |
The method of constructing this section is
dictated by the existing track level at high level on the embankment north of
HIK which the SCL (TAW-HUH) must join. The existing tracks also connect to
the Tai Wai Depot which must remain operational
before and after opening of the SCL (TAW-HUH). The alignment south of HIK
must remain in viaduct in order to cross |
|
Hin Keng Portal to Ma Chai Hang |
Tunnel |
Drill-&-blast
tunnelling: · A small
section of mined ground tunnelling 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 · 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 |
The use of tunnelling in this section would
provide a vertical separation of about 6m from the Tei
Lung Hau stream. In addition, canopy tubes will be installed from the shaft structure and extend
the full width of the stream, which will form a stable and low permeable ‘umbrella’
within granite level Completely Decomposed Granite (CDG) stratum, minimizing
the drawdown of water table.(see
Figure 3.1A). Drill and blast tunnelling is
a commonly employed method under such geological condition. As the tunnel is within bed rock and
deep under the Lion Rock, the drill and blast operation will have no impact
to the buildings atop (i.e. |
|
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 west end of DIH. |
The use of bored tunnelling in this section
would ensure that there would be insignificant impacts on ground water level and
minimise construction phase impacts to the neighbouring sensitive receivers. |
|
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 |
Bored tunnelling, mined tunnelling and
cut-&-cover tunnelling would be used as far as practicable. The reason for adopting the cut-&-cover
design is due to the shallow soil cover to the tunnel crown of DHS stabling
entry tunnels and the acute tunnel connection between DHS stabling entry
tunnels and mainline tunnels. |
|
DHS |
Semi-underground |
· The DHS and the associated tunnels from the stabling siding
to the entry tracks near south of |
Given the semi-underground nature of the
Stabling Sidings, its construction would require a 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 KAT. For the tunnel section directly under the
Former Kowloon City Pier buffer zone (for a section of 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. |
The reason for adopting the cut-&-cover
design is that tunnels between KAT and TKW will be constructed in railway
reserves inside future residential development sites in Kai Tak Development. Provisions have been made for future
development foundations and basement to be constructed in close proximity to
these tunnels. Cut-&-cover form of tunnels will provide more flexibility
for future basement construction under this special arrangement. |
|
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 · TBM
launching shaft is planned at the southern end of TKW and the retrieval shaft
at the Shanshi 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. |
The use of bored tunnelling in this section
would ensure that there would be insignificant impacts on ground water level
and minimum construction phase impacts to the neighbouring sensitive
receivers. |
|
MTW to HOM |
Tunnel |
Combination
of bored tunnelling and drill-&-blast
tunnelling: ·
A circular
construction works shaft is proposed at the existing open space car park at · 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. This tunnel
section could be constructed by the drill-&-blast method or TBM
method. Based on the current
design, the drill-&-blast method is assumed. |
Bored tunnelling and drill-&-blast tunnelling
would be used as far as practicable. |
|
HOM to HUH |
Tunnel +
at-grade |
Cut-&-cover tunnelling: · The tunnel
section crossing |
Cut-&-cover tunnelling has been selected to
represent worst case assessment scenario. |
|
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 |
Section between HUH and WRL stub tunnel runs
downward from the at-grade HUH to semi-underground at the stub tunnel portal,
which is proposed to be constructed by open-cut. |
*See Appendix 3.3 for general
discussion of tunnelling methods and their general environmental
considerations.
It should be noted from the above table that more
environmentally friendly approaches such as bored tunneling, drill-&-blast
and mined tunneling which do not require much at-grade construction activities
have been adopted as much as possible in urban areas where sensitive receivers
are located much closer. There are
however some tunnel sections that these construction methodologies are not
practically feasible and hence cut-&-cover tunneling has to be
adopted. A summary of these tunnel
sections is given in below:
Table 3.3: Sections adopting cut-&-cover tunnel
method
|
Section |
Length of Cut-&-Cover Tunnel |
Reason for
Requiring Cut-&-Cover Tunnel |
|
Tai Wai to HIK and Hin Keng Portal |
280m
(viaduct and at-grade structure) |
· The section
of tunnel adjacent to Hin Keng
Estate access road is partly above ground. |
|
DIH to KAT |
230m |
· The mainline
tunnels from DIH toward KAT are constructed by TBM method until reaching Kai Tak Development area where the DHS entry track will have
to connect to the mainline tracks with turnouts which cannot be accommodated
in the TBM tunnels. The extent of
the cut and cover has been minimised by driving the TBM through a number of
chambers for these turnouts. |
|
KAT to TKW |
780m |
· 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. |
|
HOM to HUH |
500m |
· For tunnel
section crossing |
Except for HIK
and HUH, all the other stations would be underground. Their tentative construction
methodologies and associated entrances are summarized below.
Table 3.4: 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 ·
KAT ·
TKW ·
MTW |
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. ·
For KAT, the foundation is 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 respectively.
As discussed in
Section 3.2.2, 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 (see Section
3.2.3). 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.
There are 2 portals for the proposed Project, one
at Hin Keng and one at Hung
Hom at the STT car park at
Their construction methodologies are summarized
below:
Table 3.5:
Tentative construction method for
portals
|
Portals |
Tentative Construction Methodologies |
|
Hin Keng |
·
Mined tunnel/ cut-& cover |
|
Hung Hom |
·
cut & cover |
For the tunnel underneath Lion Rock, the spoil
would be transporting from the portal at Hin Keng and the construction shaft at Ma Chai Hang. Spoil will be transported along
In addition to the Hin Keng portal, spoils would also be excavated out from three
other main construction shafts located at Ma Chai
Hang, Kai Tak and
The number of trucks required for transporting the
spoil to the barging facilities would vary depending on the activities to be
conducted, the construction programme and actual site conditions. Nonetheless, as the mucking out points
are located within urban areas, it is envisaged that the trucks from these
points would not result in an increase in the
prevailing traffic to a level that would cause an adverse
environmental impact. Furthermore,
spoils on the trucks would be fully covered and their wheels would be washed
before leaving the mucking out points.
Therefore, adverse environmental impacts would not be anticipated.
3.4.5
Temporary Works Sites / Areas
In addition to the temporary works sites in the
vicinity of the tunnel and station structures, there are some off-site
temporary works sites / areas to facilitate the construction process. Figures 3.3.1 to 3.3.6 show the
locations of the off-site temporary works areas. These off-site temporary works areas are summarized below:
Table 3.6: Tentative uses for off-site temporary works areas
|
Off-Site Works
Areas |
Proposed Uses |
Selection Reasons |
|
Kai Tak Runway |
· Barging
activities (sediment removal is required) · Approximately
39,500 m2 |
· Close to
mucking out points with shorter traffic route |
|
Freight Pier at Hung Hom [1] |
· Barging
activities (sediment removal not required) · Approximately 43,000 m2 |
· Close to
mucking out points with shorter traffic route |
|
TKO Area137 |
· Magazine
site · Approximately
11,100 m2 |
· Far away
from receivers |
|
Ma On Shan (Heng On and Tai Shui Hang) |
·
Contractor site
office ·
Workshop · Storage of materials and equipment · Approximately
7,430 m2 |
· Close to
works sites |
|
Shek
Mun (in Shatin) |
·
Contractor site
office ·
Workshop · Storage of
construction materials and equipments · Approximately
31,100m2 |
· Close to
works sites |
|
Pak Tin |
· Temporary storage area · Workshop · Approximately
2,100 m2 |
· Close to
works sites |
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).
All the trees affected by the construction of SCL
(TAW–HUH) would be compensated within the project boundary as far as
possible. However, due to the
availability of on-site areas, some of the compensatory trees may need to be
planted off-site. The locations of
these off-site tree reception areas are yet to be decided and subject to the
tree felling applications. Some
possible sites that may be considered include
For the Barging Facility at Kai Tak,
the nearest ASRs and NSRs would be the planned residential premises near KAT
(KAT-P1-6) which would be more than 1350m away. The fugitive dust assessment
and construction noise assessment are given in Section 7.6.5 and Section
8.3.7 respectively. Results indicated that the Barging Facility would not
cause unacceptable air quality and noise impacts.
For the Freight Pier at Hung Hom,
cumulative fugitive dust and noise impacts from SCL (MKK-HUH) & SCL (HUH-ADM)
and KTE have included the construction activities within the Freight Pier (See Section 7.6.7 and Section 8.3.9 respectively). Results indicated that the cumulative
fugitive dust and construction noise impacts on the neighbouring
sensitive receivers would comply with the respective criteria.
For TKO Area 137, there are no ASRs and NSRs within
1200m and hence adverse impacts are not anticipated.
For the temporary works areas at Ma On Shan, Shek Mun and Pak Tin which would
be used for site accommodation, workshop and temporary storage area, there
would be no heavy construction activities carried out and the noise would
mainly be generated by the initial construction of the site accommodation, the
movement of site vehicles, the relatively infrequent use of cranes for loading
/ unloading of construction materials and also the final reinstatement of the
site. Majority of these activities would only be conducted during
daytime or the Contractor would be required to apply for a CNP from EPD separately.
Any fugitive dust impacts caused by these general activities would also be very
limited. On this basis, the temporary works areas at Ma On Shan, Shek Mun and Pak Tin are unlikely
to cause adverse construction impacts on the neighbouring
sensitive receivers.
To minimize the potential disturbance and impact to the public
and environment, the major works sites / areas are typically located at the
site of the permanent works. To support the construction of the Project,
additional temporary works areas would be required within SCL scheme/ project
boundary for the provision of site office, storage of materials, utility,
temporary traffic management scheme, temporary accesses/ bridges, silos and
ground treatment. The locations of works areas have been selected with consideration
of their accessibility and suitability for construction works and future
permanent facilities. The EIA report has included locations of the works
sites/areas for the Project and indicated the extent of SCL scheme / project
boundary (as indicated in Appendix 3.4) within which minor activities/ works for
supporting the construction of the Project may occur based on the latest
information at the time of writing. These are illustrated in Figure 3.2.1 to Figure 3.2.8. Subject to
actual site conditions and constraints, minor preparatory works could also be
required to be conducted in and around the project boundary indicated in the
EIA report. However, these would only be short-term without inducing major
environmental implications to nearby sensitive receivers. With the
implementation of appropriate standard control measures and good site practices
for construction works, no adverse environmental impact would be anticipated.