1.1.2 The
approved Schedule 3 EIA Report of the FS had already reviewed the potential
environmental impacts of the proposed three road improvement works and
concluded that no insurmountable environmental impacts are expected from the road
improvement works Nevertheless, detailed
environmental implications of the proposed road improvement works will be
further investigated in a separate EIA under the EIAO.
1.1.3 Subsequently,
in accordance with the requirements of Section 5(1) of the EIAO, a project
profile (No. PP-500/2014) for the “Development of Anderson Road Quarry Site – Road
Improvement Works” (the Project) was submitted to the Director of Environmental
Protection (the “DEP”) for application for an EIA Study Brief on 27 January
2014. Pursuant to Section 5(7)(a) of the EIAO, the DEP
has issued a Study Brief (No.: ESB-268/2014) dated 10 March 2014 for the EIA
study.
1.1.4 The
purpose of the EIA study is to provide information on the nature and extent of
environmental impacts arising from the construction and operation of the
Project and associated works that will take place concurrently. This
information will contribute to decisions by the Director on:
Ÿ The overall acceptability of any adverse
environmental consequences that are likely to arise as a result of the Project;
Ÿ The conditions and requirements for the
detailed design, construction and operation of the Project to mitigate against
adverse environmental consequences wherever practicable; and
Ÿ The acceptability of residual impacts after
the proposed mitigation measures is implemented.
1.1.5 This
Project comprises three road improvement works (RIW) as shown in Figure 1.1:
(i) improvement of junction of Lin Tak Road / Sau Mau Ping Road (ii) widening
and improvement of sections of Clear Water Bay Road and On Sau Road; and (iii)
widening and improvement of sections of New Clear Water Bay Road and Shun Lee
Tsuen Road. The general layout plans of the recommended schemes of the three
road improvement works are shown in Figures 1.2, 1.3 and 1.4.
1.2.1 The
principal purpose of this EIA Executive Summary (ES) is to present the summary
of the findings, conclusions and recommendations in the EIA report. This ES
contains the following information:
·
Section 2 presents purpose and nature of the
Project;
·
Section 3 presents different considerations
of alternative options for the layout and construction methods;
·
Section 4 presents the key findings of
environmental impacts;
·
Section 5 describes environmental monitoring
and audit for the Project; and
·
Section 6 gives the conclusions.
2.1.1 This
Project comprises three road improvement works: (i) improvement of junction of (J/O) Lin Tak Road/Sau Mau Ping Road (ii)
widening and improvement of sections of Clear Water Bay Road and On Sau Road;
and (iii) widening and improvement of sections of New Clear Water Bay Road and Shun
Lee Tsuen Road. The key components are as follows:
Improvement
of junction of Lin Tak Road / Sau Mau Ping Road (Figure 1.2)
i.
Lengthening of existing lay-bys from 12m and 18m
to 70m and addition of 2 new lay-bys of 26m long at Lin Tak Road;
ii.
Realignment of Lin Tak Road towards south so as
to allow space for the provision of lay-bys as mentioned above which is very
close to the lot boundary of Hong Wah Court and Hing Tin Estate;
iii.
Enlargement of existing roundabout at the
junction of Lin Tak Road and Pik Wan Road to allow
for smooth turning of long vehicle, but still maintaining the existing one
entry lane and one circulating lane configuration;
iv.
Cutting of slope works at the southern side of
Lin Tak Road to allow space for the provision of lay-bys and road re-alignment;
v.
Widening of small section of slip road towards
Tseung Kwan O (TKO) Road eastbound with associated slope works for retaining
walls.
vi.
Construction of a new westbound flyover from Sau
Mau Ping Road to Lin Tak Road leading to a free flow condition for turning
movement from Sau Mau Ping Road eastbound and Lin Tak Road westbound to TKO
Road slip road, as well as straight movement of Lin Tak Road eastbound and
westbound; and
vii.
TKO Road slip road to Sau Mau Ping Road will be
shifted southwards with associated slope works and retaining walls to cater for
the proposed flyover.
Widening
and improvement of sections of Clear Water Bay Road and On Sau Road (Figure
1.3)
viii. Improvement
works on Clear Water Bay Road and detouring right-turn movement from On Sau
Road northbound onto Clear Water Bay Road eastbound by construction of a new
U-turn facility with minimization of cutting of the existing trees on slopes.
Widening
and improvement of sections of New Clear Water Bay Road and Shun Lee Tsuen Road
(Figure 1.4)
ix.
Widening a section of 130m long of the existing
New Clear Water Bay Road westbound carriageway opposite to Shun Lee Estate from
one lane to two lanes; and
x.
Construction of a new Shun Lee Tsuen Road slip
road (about 350m) and a merging lane (about 170m) extending from the existing
Shun Lee Tsuen Road and merging to the westbound carriage way of the New Clear
Water Bay Road and with associated slope works for retaining walls.
2.1.2 As
revealed by the traffic review, the existing single 2 lanes road configuration
of Lin Tak Road is capable of handling the prevailing as well as the future
traffic flow upon completion of the Anderson Road Quarry Site Development.
Therefore, it is considered unnecessary to widen Lin Tak Road and so the single
2 lanes road capacity of Lin Tak Road will remain unchanged. Instead, the works
originally proposed for Lin Tak Road will be scaled down to the construction of
4 numbers of lay-bys and associated road re-alignment to allow for roadside
loading and unloading activities. No additional traffic will be induced due to
the change.
2.2.1 The ARQ site
is planned to be developed for accommodating a population of about 25,000. This
Project is proposed to improve the traffic conditions and to cater for the
additional traffic demand arising from the future population of the ARQ site.
The road improvement schemes of the Project will improve the following traffic problems:
Ÿ
The junction of Lin Tak Road / Sau Mau Ping Road is currently
overloaded (Reserve Capacity < 0%). A long queue is observed at Sau Mau Ping
Road southbound approach during AM peak hour, which is mainly due to the heavy
traffic flows and the delay caused by the existing signalised junction. The
situation would be worsened upon the intake of ARQ. To improve the situation,
free flow movement would be allowed for Sau Mau Ping Road turning onto TKO Road
after the road improvement works which would effectively alleviate the queuing
issue.
Ÿ
Frequent on-street pick-up/drop-off activities are
observed along the existing Lin Tak Road during the peak hour periods, the
traffic at Lin Tak Road is blocked by the stopping vehicles for the
pick-up/drop-off activities. To reduce the blockage, the lay-bys on both sides
of the road would be lengthened to facilitate the vehicles for the
pick-up/drop-off activities within the lay-bys and subsequently smooth the
traffic flows at Lin Tak Road.
Ÿ
Upon the intake of ARQ population, the junction capacity
at Clear Water Bay Road / On Sau Road would be insufficient (Reserve Capacity
< 0%). In order to improve the junction performance (Reserve Capacity >
5%), the traffic movements and Method-of-Control (MOC) of the signalised
junction should be modified.
Ÿ
Upon the intake of ARQ population,
a section of New Clear Water Bay Road westbound joining the merging point of Shun Lee Tsuen Road would be overloaded (traffic
volume / capacity ratio > 1.2). It is necessary to widen that
section of New Clear Water Bay westbound from 1 lane to 2 lanes and construct a
new Shun Lee Tsuen slip road and a new merging lane extending from the existing
Shun Lee Tsuen Road for enhancement of the road capacity.
2.3.1 After the construction of
the road improvement works, the abovementioned junction capacity and road
capacity would be improved as follows:
Ÿ
In general, the road improvement
works enhance the junction capacity and road capacity and hence the queuing and
idling time of vehicle engines would be reduced. This would reduce the air
emissions from idling engines. With the implementation of the noise mitigation
measures, the noise sensitive receivers in the vicinity would benefit from a less
noisy environment.
Ÿ
The signalized junction of Lin Tak
Road / Sau Mau Ping Road would be modified into a free-flow junction. This
would significantly improve the queuing issue due to the delay of signalized
junction. The lay-bys on both sides of Lin Tak Road would be lengthened for frequent
pick-up/drop-off activities such that the blockage issue would be eliminated. In
addition, the existing sensitive receivers (e.g. Po Tat Estate and Hong Wah
Court) would benefit from a less noisy environment after the erection of noise
barriers at Sau Mau Ping Road and the cantilever noise barrier on the newly
constructed flyover.
Ÿ
The Method-of-Control (MOC) of the
signalized junction at Clear Water Bay Road / On Sau Road would be modified to
improve the junction performance. In addition, the existing sensitive receivers
(e.g. Sienna Garden and Tai Pan Court) would benefit from a less noisy environment
after the erection of noise enclosure at the junction of Clear Water Bay Road /
On Sau Road. Furthermore, the proposed scheme with U-turn facility on the west
side of On Sau Road would reduce woodland loss and require fewer trees to be
felled.
Ÿ
The road capacity would be
enhanced at the widened section of New Clear Water Bay Road westbound and the new
merging lane of Shun Lee Tsuen Road. In addition, the existing sensitive
receivers (e.g. Shun Lee Estate) would benefit from a less noisy environment
after the erection of noise enclosure at New Clear Water Bay Road.
2.3.2 In conclusion, the implementation
of the Project would not only cope with the additional traffic generated from
the ARQ Development and but also improve the existing traffic condition. The
residents could benefit from the Project by spending less time in congestion, exposing
to fewer emissions from idling vehicles and enjoying a less noisy environment with
the implementation of the proposed noise mitigation measures.
2.4.1 The Project
construction works are anticipated to commence in end 2016 with completion of
the Project by 2022.
2.5.1 The
concurrent projects with construction works in the vicinity are identified as
follows:
·
Development at Anderson Road (DAR) – the major
construction of DAR would be completed in 2016;
·
Site formation and infrastructure works within ARQ
site and Pedestrian Connectivity Works including footbridges and lift towers
will be constructed in the vicinity of Sau Mau Ping Road and Lin Tak Road – the
construction will be started in 2016 and completed in 2021; and
·
Proposed Rock Cavern Development within ARQ –
The construction for the Proposed Rock Cavern Development within ARQ will be
started in 2018 and for completion in early 2020.
3
Consideration of Alternative Options
3.1
Consideration of Alternative Layout Options
3.1.1 To assess the suitability
of the alternative options, considerations were based on environmental impacts,
engineering issues and disturbance to the community.
3.1.2 For
each RIW, options of the alignment and structural configurations were developed
and reviewed. The review has taken into account engineering feasibility, site
constraints, construction programme and environmental
considerations.
RIW
at J/O Lin Tak Road and Sau Mau Ping Road
3.1.3 For
this RIW, two options (Option A and B) of the alignment and structural
configurations were developed and reviewed. Option B has been determined that less
environmental impacts are anticipated (such as minimized excavation volume; less
construction dust, less construction noise and less landscape impact) and it
provides overall greater environmental benefits over Option A, and presents the
optimum scheme from operational and environmental perspective. The layout
options of this RIW are shown in Figure 3.1.
RIW
at J/O Clear Water Bay Road and On Sau Road and J/O Clear Water Bay Road and
New Clear Water Bay Road
3.1.4 For
this RIW, four options (Option C, D, E and F) of the alignment and structural
configurations were developed and reviewed. As Options E and F are technically
not favorable, only Options C and D are evaluated in details. Option D has been determined less environmental impacts (such as
minimized excavation volume; less construction dust and less landscape impact) are anticipated and it provides overall better environmental
benefits over the Option C, and presents the optimum scheme from an operational
and environmental perspective. The layout options of this RIW are
shown in Figure 3.2.
RIW at J/O New Clear Water Bay Road
near Shun Lee Tsuen Road
3.1.5 For
this RIW, two options (Option G and H) of the
alignment and structural configurations were developed and reviewed. Option G
has been determined that less environmental impacts (such as less
construction noise) are anticipated and it provides
overall greater environmental benefits over Option H, and presents the optimum
scheme from operational and environmental perspective. The layout
options of this RIW are shown in Figure 3.3.
RIW at J/O Lin Tak Road and Sau Mau
Ping Road (Option B)
3.2.1 The
main construction activities at the J/O Lin Tak Road and Sau Mau Ping Road are
summarized as below:
·
Retaining wall along TKO Road slip road to Sau
Mau Ping Road;
·
A single flyover overpassing the junction of Sau
Mau Ping Road, Lin Tak Road and TKO Road; and
·
Rock slope cutting at Lin Tak Road.
Retaining wall along Tseung Kwan O Road slip
road to Sau Mau Ping Road
3.2.2 Two
options i.e. L-shape retaining wall and piled retaining wall has been
considered for the retaining wall along TKO slip road to Sau Mau Ping Road.
Taking into account the volume of excavation, construction duration,
construction noise, construction dust and construction traffic, piled retaining
wall is selected as it is considered having less environmental impacts (such as
less excavation volume and slope works) and it provides overall greater
environmental benefits.
Flyover overpassing the J/O Sau Mau Ping
Road, Lin Tak Road and Tseung Kwan O Road
3.2.3 The
proposed flyover can be erected by precast and in-situ method. Having considered that the length of the proposed
viaduct is only 200m and only one new viaduct is proposed, it is not an
effective and environmental friendly approach to adopt precast construction
method. The construction of the proposed flyover is by in-situ method.
Rock slopes cutting at Lin Tak Road
3.2.4 Cutting
the existing rock slopes at Lin Tak Road can be carried out by blasting or
drill-and-break methods. However, the rock slope at Lin Tak Road is very close
to Hong Wah Court, Hing Tin Estate as well as Lam Tin High Level Water Service
Reservoir and it is not desirable to use blasting method. Drill-and-break method is therefore proposed and less dust and
noise emission would be anticipated.
Sequence of Works
3.2.5 It
is envisaged that the rock excavation will be started from the northern end of
Lin Tak Road toward the southern end. It would allow more flexibility for the
contractor to schedule their works outside the examination period of the nearby
school, St. Edward’s Catholic Primary School.
RIW
at J/O Clear Water Bay Road and On Sau Road and J/O Clear Water Bay Road and
New Clear Water Bay Road (Option D)
3.2.6 The
main construction activities at the J/O Clear Water Bay Road and On Sau Road
and J/O Clear Water Bay Road and New Clear Water Bay Road comprise:
·
The existing slopes between Clear Water Bay Road
eastbound and Fei Ha Road will be cut to facilitate the proposed U-turn
facility; and
·
Roadwork and associated works
Slope works between Clear Water Bay Road
eastbound and Fei Ha Road
3.2.7 It
is anticipated that the excavation works at slope between Clear Water Bay Road
eastbound and Fei Ha Road will be carried out by backhoe, which is a
conventional excavation method. The excavation works will be carried out at
roadside area and the existing carriageway of Clear Water Bay Road, Fei Ha Road
and Fei Ngo Shan Road can be maintained. The roadside excavation works will
create space for the construction of the proposed U-turn facility. This is a
simple and efficient construction sequence. Therefore, the construction method could minimize the construction
and demolition materials (C&D materials).
Sequence of Works
3.2.8 It
is anticipated to cut back the slope between Clear Water Bay Road and Fei Ha
Road in early stage. The newly formed area for the U-turn facility can be used
as temporary stockpile area for the excavated material so that the amount of
disposal can be minimized.
RIW
at J/O New Clear Water Bay Road near Shun Lee Tsuen Road (Option G)
3.2.9 The
main construction activities at the J/O New Clear Water Bay Road near Shun Lee
Tsuen Road include:
·
Cut back the slope toe at New Clear Water Bay
Road westbound for widening and construction of
a new Shun Lee Tsuen Road slip road; and
·
Roadwork and associated works.
Slope works at Slope Toe at New Clear Water
Bay Road
3.2.10 The
slope excavation works can be carried out by backhoe, which is a conventional
excavation method. The excavation works will be carried out in stages and the
excavated materials will be reused as backfilling works as far as possible. The
slope works will be carried out at roadside area and existing carriageway. The
roadside excavation works will create space for the construction of the
proposed slip road. This is a simple and efficient construction sequence. Therefore, the construction method could minimize the C&D
materials.
Sequence
of Works
3.2.11 The
sequence of works can be divided into three works fronts such as: widening of
New Clear Water Bay Road westbound, excavation of soil slope and excavation of
soil nail slope. The early completion of the widening of New Clear Water Bay
Road can be used as temporary stockpile area for the excavated material from
the soil slope works front. The excavated material at the soil nail slope works
front can be used as the backfilling materials for the proposed slope features
at the soil slope works front. Ultimately,
all the stockpiled excavated material can be reused as the backfilling to
minimize the disposal of C&D materials.
3.3
Selection of Preferred Option
3.3.1 Various
options and alternatives of the RIW design have been reviewed and considered in
the course of design development and selection of the preferred option for the
Project, taking into account engineering feasibility, site constraints, and
environmental aspects. Other factors, including geographical and
geological consideration, availability of land, transport and operational planning,
constructability, and disruption to the community were also given due
consideration in the selection process of alternative scheme for the Project.
3.3.2 The
recommended preferred options of the road improvement works are regarded as the
most appropriate and balanced scheme, which can minimize the potential
environmental impacts associated with the Project and
achieve the needs of the Project:
Improvement
of junction of Lin Tak Road / Sau Mau Ping Road
3.3.3 The
recommended option of this road improvement works comprises the followings:
Ÿ A new flyover is proposed under this option
overpassing the junction of Sau Mau Ping Road, Lin Tak Road and TKO Road and no
modification works to the existing viaduct is required.
Ÿ Sau Mau Ping Road eastbound is shifted southward
to accommodate the western abutment of the proposed flyover at Sau Mau Ping
Road and no land resumption is required.
Ÿ TKO Road slip road to Sau Mau Ping Road
should be realigned further southward.
Ÿ The proposed 2 long lay-bys at each bound
of Lin Tak Road are realigned following the alignment of the existing Lin Tak
Road as far as possible. The extent of rock excavation on the existing slopes
along Lin Tak Road is minimised.
Ÿ As the upstream of Lin Tak Road southbound
only has one traffic lane, the local widening of Lin Tak Road southbound
opposite Hing Tin Estate is omitted, which could minimise the corresponding
rock excavation at the existing slope.
Widening
and improvement of sections of Clear Water Bay Road and On Sau Road
3.3.4 The
recommended option of this road improvement works comprises the followings:
Ÿ U-turn facility is proposed, at approx.
150m from the western side of the junction of Clear Water Bay Road / On Sau
Road, for the traffic from On Sau Road heading to Sai Kung travelling via Clear
Water Bay Road westbound turning into Clear Way Bay Road eastbound. Traffic
from Clear Water Bay Road eastbound can have a direct right turn to On Sau
Road.
Ÿ The existing slopes between Clear Water Bay
Road eastbound and Fei Ha Road will be cut to facilitate the proposed U-turn
facility.
Ÿ Modify the signalisation of junctions of
Clear Water Bay Road / On Sau Road and New Clear Water Bay Road / Clear Water
Bay Road.
Widening and improvement of sections of New Clear
Water Bay Road and Shun Lee Tsuen Road
3.3.5 The
recommended option of this road improvement works comprises the followings:
Ÿ Widening a section of 130m length of the
existing New Clear Water Bay Road westbound carriageway opposite to Shun Lee
Estate from one lane to two lanes.
Ÿ Construct a new Shun Lee Tsuen Road slip
road and a new merging lane extending from the existing Shun Lee Tsuen Road to
increase the merging length and to improve the sight line for traffic from Shun
Lee Tsuen Road.
Ÿ Excavation works to the existing slope along
the existing Shun Lee Tsuen Road slip road.
4.1.1 The EIA Study has provided an assessment of the potential environmental
impacts associated with the construction and operation of the Project, based on
the engineering design information available at this stage:
4.1.2 The findings of this EIA study have determined the likely nature and
extent of the following environmental impacts predicted to arise from the construction
and operation of the Project:
·
Air
Quality Impact;
·
Noise
Impact;
·
Water
Quality Impact;
·
Waste
Management Implication;
·
Land Contamination;
·
Ecology Impact (Terrestrial);
·
Landscape
and Visual Impacts; and
·
Landfill Gas Hazard.
4.2.1 Potential air quality impacts from the construction works would be
mainly due to construction dust from excavation, materials handling and wind
erosion. With the implementation of recommended dust suppression measures
including watering once per hour on active construction works areas and
mitigation measures specified in the Air Pollution Control (Construction
Dust) Regulation and EM&A programme, the predicted dust impact on the air
sensitive receivers would comply with the dust criteria as stipulated in
EIAO-TM and AQO.
Operational Phase
4.2.2 Cumulative air quality impact arising from the vehicular emissions from
the open roads, portal emission from TKO tunnel (Kowloon side) and chimney
emissions within the assessment area has been assessed at the worst case
years. The assessment results conclude
that the predicted cumulative 1-hour average and annual average Nitrogen
Dioxide, daily average and annual average Respirable Suspended Particulates / Fine
Suspended Particulates concentrations at representative ASR would comply with
the Air Quality Objectives.
Construction
Phase
4.3.1
Assessment of construction noise, including cumulative impact from
the other concurrent projects, has been conducted. With the implementation of
all the practicable mitigation measures including good site practice, use of
site hoarding, use of movable noise barrier & enclosure, use of “quiet”
plant and construction methods, the potential construction noise impacts to the
nearby Noise Sensitive Receivers (NSRs) would be minimised.
4.3.2 However, due to the close
proximity of some NSRs to the construction sites, residual construction noise
impacts are anticipated at representative NSRs with the predicted mitigated
noise levels ranged from 47 to 79 dB(A). To further reduce the noise impacts,
it is recommended that the Contractor should closely liaise with the schools to
avoid scheduling the noisy construction works during examination period.
4.3.3 With
the implementation of all the practicable mitigation
measures, the residual noise impacts have been minimised.
Given the transient nature of the impact, the residual noise impacts are
considered acceptable.
Operational
Phase
4.3.4 The
potential road traffic noise impacts have been assessed based on the worst-case
traffic flows in 2030. Without any noise mitigation measures in
place, the predicted noise levels at the NSRs would range from 49 to 82 dB(A). Practicable
traffic noise mitigation measures were therefore formulated for the NSRs with
predicted noise levels exceeding the EIAO-TM traffic noise criteria as a result
of contribution from the Project roads.
4.3.5 With the implementation of the proposed noise mitigation measures, including noise
barriers, semi-enclosures and full-enclosures, the predicted traffic noise
levels due to the Project Roads would comply with the relevant noise criteria. Given
that the noise environment is dominated by the traffic of the existing roads,
exceedance of the relevant noise criteria was still predicted at some NSRs
after mitigation. However, the noise contribution from the Project Roads to the
overall traffic noise levels would be less than 1.0 dB(A).
The residual traffic noise impact
of the Project is considered acceptable.
Construction
Phase
4.4.1 Water Sensitive Receivers (WSRs) are identified for the water quality impact assessment. The
key issue from the land-based road improvement works construction activities
would be the potential for release of wastewater from surface works areas and
open cut excavation. Minimization of water quality deterioration could be
achieved through implementing adequate mitigation measures, such as control of site
run-off of different general construction activities. Regular site inspections
should be undertaken routinely to inspect the construction activities and works
areas in order to ensure the recommended mitigation measures are properly
implemented.
Operational
Phase
4.4.2 The
only source of potential impact on water quality during the operational phase will
be runoff from the road surfaces. It is anticipated that the water quality
impact associated with the operational phase would be minimal and acceptable,
provided that the recommended mitigation measures (such as design measures to
be incorporated and devices/facilities to control pollution) and best
management practices are properly implemented.
Construction
Phase
4.5.1 C&D
materials will be generated from site
clearance, demolition of existing roads, slope excavation works, construction
of new roads, retaining walls and piling works. These C&D materials
comprise both inert and non-inert components, such as vegetation, soil, artificial
hard materials (i.e. Broken concrete, etc.), rocks, wood and metals. The volume
of C&D materials is estimated to be approximately 168,700m3 of
inert materials (i.e. Public fill) and approximately 2,600m3 of
non-inert materials (i.e. C&D waste). There is no sediment present
requiring marine disposal.
4.5.2 The
C&D materials will be sorted on-site. Owing
to the limited site area and site constraints of the Project, the inert portion
will not be stockpiled practically, and part of the inert
portion would be transferred to the site formation and infrastructural works
site (SF&I site) of the Development of Anderson Road Quarry Site that
requires import fill materials, to minimize the net amount of C&D materials
generated from this Project. Apart from the inert C&D materials transferred
to the SF&I site, the remaining inert C&D materials are to be disposed
to public filling area. The potential environmental impacts arising from the
handling and disposal of the inert C&D materials, such as air and odour emissions, noise and potential hazard, would be negligible.
Appropriate measures should be taken to minimize potential adverse impacts from
dust during the transportation of C&D materials. Non-inert C&D
materials generated would be reused and recycled as much as possible before
disposing to landfills.
4.5.3
Other waste materials, including general refuse
and chemical waste will
also be generated throughout construction. Provided that these
identified wastes will
be handled, transported and disposed of using the recommended methods and that
good site practices would be strictly followed, adverse environmental impacts
are not expected.
Operational
Phase
4.5.4 It
is expected that no waste will be generated during the operational phase of the
Project. As such it is considered that there should have no adverse
environmental impacts.
4.6.1 Based
on the findings of site appraisal (i.e. desktop study and site inspection)
within the site boundaries of the road improvement works, no potentially
contaminating activities are identified. Therefore, adverse land contamination
impact arising from the Project is not anticipated.
4.7.1
The ecological baseline was established based on
literature review and a programme of ecological surveys covering both wet and
dry seasons. Sites of conservation
importance identified within the assessment area included Ma On Shan Country
Park and a Conservation Area, located at 104 m north and 127 m south of the proposed RIW at J/O Clear
Water Bay Road and On Sau Road, respectively, both of which
would not impacted by the Project.
4.7.2
Eight habitat types were identified within the assessment
area, namely woodland, plantation, grassland/ shrubland,
natural watercourse, modified watercourse, marsh, agricultural land, and
developed area. The majority of the
Project sites comprises developed area and plantation habitats, while a small area
(0.34 ha) of Project sites at J/O Clear Water Bay Road and On Sau Road
comprises isolated and disturbed woodland habitat.
4.7.3
Six
flora and thirteen fauna species of conservation importance were recorded from
the assessment area during the surveys, while three flora species of
conservation importance were recorded within the Project site boundary. However, only two flora species of
conservation importance (Incense Tree and Luofushan
Joint-fir) would
be directly impacted by the works; both species of which are common in
Hong Kong.
Construction Phase
4.7.4
Ecological impacts would include direct habitat
loss of a small isolated woodland habitat (0.34 ha). Two flora species of conservation importance (Incense Tree and Luofushan
Joint-fir) were recorded within the
works footprint.
Through implementation
of mitigation measures (e.g. transplantation, post-transplantation monitoring,
and implementation of hoarding / fencing) and the provision of
compensatory tree planting recommended in the landscape and visual impact
assessment, the residual impact is considered to be negligible-minor and
acceptable.
4.7.5
Indirect and secondary impacts during the
construction phase would be human disturbance, construction noise and
vibration, construction dust, glare, construction site runoff and risk of collision of birds
with noise
barriers. With proper implementation of good site practices (e.g. measures to avoid and minimize the
construction dust, night-time lighting control, avoid any pollution entering
the watercourse nearby).
No significant adverse ecological impact is anticipated.
Operational Phase
4.7.6
The installation of noise barriers along the
roads may
increase risk of collision of birds with noise barriers as birds are generally unable
to recognize transparent or reflective features as a physical barrier. Through
proper design of noise barriers (e.g. use of tinted materials and superimposing
dark patterns
or strips
on the barriers), the
impact is unlikely to be significant.
4.7.7
The level of disturbance during the operation
phase would be comparable to the existing condition. No significant adverse
impact is therefore expected. With the implementation of the recommended
mitigation measures, no unacceptable residual indirect impact due to the
construction and operation of the proposed Project would be
expected. The implementation of mitigation measures would be subject
to regular audit as part of the EM&A programme.
4.8.2
Semi-natural
dense hillside woodland would
be set back for widening the existing roads. The impacts on the affected areas are
considered to be acceptable as the existing green backdrop of the surrounding
area would not be severely damaged or changed over time. Appropriate mitigation
measures are recommended to enhance the greening effects and facilitate regeneration
of woodland in the future.
4.8.3
The slope at Lin Tak Road would be set back for the construction
of the new flyover and road widening. Vegetation on the slope will be removed. Residents
of lower floors of Hong Wah Court next to the junction of Sau Mau Ping Road /
Lin Tak Road will suffer from large visual impact. To alleviate the impact from
the hard structure, the noise barrier would adopt a pleasing design and planting will be applied to the
edge of the flyover. Toe planters and berm planting have been proposed as
landscape mitigation measures to further reduce the visual impact on the
surrounding residential area. In summary, the residual visual impact to
residents living in lower floors of Hong Wah Court would be minimised.
4.8.4
The work areas for the RIW are generally at ground
level. The visual experience of the VSRs will not change much as alternative
view is available and the change would
be even less significant with the implementation of mitigation measures.
4.8.5
In summary, the landscape and visual impacts
from the Project
are considered to be generally acceptable with the implementation of
appropriate mitigation measures.
4.9.1 There
are three closed landfill sites in the vicinity of the
Project sites including Ma Yau Tong
West, Ma Yau Tong Central and Jordan Valley. The proposed works at J/O Lin Tak
Road and Sau Mau Ping Road fall within the 250m Consultation Zones of both the
Ma Yau Tong West and Ma Yau Tong Central Landfills, whilst the proposed works
at J/O New Clear Water Bay Road near Shun Lee Tsuen Road falls within the 250m
Consultation Zones of the Jordan Valley Landfill. Thus, a
qualitative landfill gas hazard assessment is required to assess risk
associated with potential landfill gas migration from the landfills to the
Project.
4.9.2 The
landfill gas hazard assessment shows that the overall level of landfill gas
risk posed by the Ma Yau Tong West, Ma Yau Tong Central and Jordan Valley
Landfills onto the site boundaries of the road improvement works would be categorized
as “Medium”.
Construction Phase
4.9.3 Appropriate
precautionary measures in terms of safety procedures, sensible housekeeping
practices and landfill gas monitoring have been proposed to minimize the
landfill gas risk for the Project sites during the construction
phase. Provided that all the recommended precautionary measures are
implemented properly, the safety of all personnel and general public presence
would be safeguarded and there would be no adverse impact anticipated on the
Project.
Operational Phase
4.9.4 Appropriate
precautionary measures in terms of safety procedures and landfill gas
monitoring have been proposed to minimize the landfill gas risk for the Project
sites during the operational phase. Provided that all the recommended
precautionary measures are implemented properly, the safety of all personnel
and general public presence would be safeguarded and there would be no adverse impact
anticipated on the Project.
4.10.1 The
EIA report has provided information on the nature and extent of environmental
impacts arising from the construction and operation of the Project, and the
nearby project operating concurrently. A summary of the information is provided in Appendix
4.1.
5
Environmental monitoring and audit
5.1.1
An environmental monitoring and audit (EM&A)
programme has been prepared for air quality, noise, water
quality, waste management, ecology, landscape and visual and landfill gas hazard
during construction phase. Site inspection/audit has also been recommended to
check the implementation of the mitigation measures for air quality, noise, water
quality, waste management, ecology, landscape and visual and landfill gas
hazard during the construction and operational phases. A summary of the EM&A
requirements by each of the environmental parameters is presented in Table 5.1
below.
Table 5.1 Summary
of EM&A Requirements
|
|
Prior to Construction
|
Construction Phase
|
Operational Phase
|
|
Air
Quality Impact
|
ü
|
ü
|
O
|
|
Noise
Impact
|
ü
|
ü
|
ü
|
|
Water
Quality Impact
|
ü
|
ü
|
O
|
|
Waste
Management Implication
|
O
|
ü
|
O
|
|
Land
Contamination
|
O
|
O
|
O
|
|
Ecology
(Terrestrial) Impact
|
ü
|
ü
|
O
|
|
Landscape
and Visual Impacts
|
ü
|
ü
|
ü
|
|
Landfill
Gas Hazard
|
O
|
ü
|
O
|
Air Quality Impact
5.1.2
Environmental monitoring and audit for potential
dust impacts would be conducted during the construction phase of the Project so
as to check compliance with legislative requirements. Baseline and impact monitoring of 1-hour
average Total Suspended Particulates at representative locations are
recommended.
5.1.3
No adverse impact would be generated during the
operational phase of this Project. Therefore, the environmental monitoring
works related to air quality for the operational phase is considered not
necessary.
Noise Impact
5.1.4
An EM&A programme has been proposed to be established according to the
expected occurrence of noisy activities during construction phase. All the recommended mitigation measures for
daytime normal working activities would be incorporated into the EM&A programme for implementation during construction.
5.1.5
Road traffic noise monitoring has been proposed
to be carried out during the first year and after road opening at
representative NSRs.
Water Quality Impact
5.1.6
Water quality monitoring is recommended for Ma
Yau Tong Streams and the channelized nullahs at Clear Water Bay Road. Regular
site inspections during the construction phase have been proposed to be
undertaken to inspect the construction activities and works areas in order to
ensure the recommended mitigation measures are properly implemented.
Waste Management Implication
5.1.7
It will be the contractor’s responsibility to
ensure that any wastes produced during the construction of the project are
handled, stored and disposed of in accordance with good waste management
practices and relevant regulations and other legislative requirements. Regular
site inspections during the construction phase have been proposed to be
undertaken to inspect the construction activities and works areas in order to
ensure the recommended mitigation measures are properly implemented.
Land
Contamination
5.1.8
As there will be no adverse land contamination
impact arising from the road improvement works, environmental monitoring and
audit for land contamination is considered not necessary.
Ecology Impact
(Terrestrial)
5.1.9
Implementation
of the recommended mitigation measures during construction phase would be
regularly audited.
5.1.10 No significant adverse terrestrial
ecological impact during operational phase is anticipated as the level of
disturbance would be comparable to the existing condition. Environmental
monitoring and audit during operational phase is considered not necessary.
Landscape and
Visual Impacts
5.1.11 Implementation of the recommended
mitigation measures during construction phase and operational phase would be
regularly audited.
5.1.12 No significant adverse impact during
operational phase is anticipated after implementation of the mitigation
measures.
Landfill Gas
Hazard
5.1.13
There will be no adverse impact in view of
landfill gas hazard anticipated on the Project during construction phase.
However, mitigation measures in terms of general precautionary measures, safety
procedures, sensible housekeeping practices and
landfill gas monitoring are recommended to minimize the perceived risks to
comply with the requirements of the EIAO-TM.
5.1.14
Similarly, there will be no adverse impact in
view of landfill gas hazard anticipated on the Project during operational
phase. Mitigation measures in terms of safety procedures and landfill gas
monitoring are recommended to minimize the risk when carrying out inspection or
maintenance of buried utilities / services during operational phase.
5.1.15 Implementation of the recommended
precautionary and safety measures would be regularly audited during
construction and operational phases.
6.1.1
The findings of the EIA provided information
on the nature and extent of the environmental impacts likely to arise from the
construction and operation of the Project. The EIA has, where appropriate,
identified mitigation measures to ensure compliance with environmental
legislation and standards.
6.1.2
Overall, the EIA concluded that the Project
would comply with the requirements of the EIAO and EIAO-TM with the
implementation of the proposed mitigation measures during the construction and
operational phases. The schedule of implementation of the proposed mitigation
measures has been provided in the EIA report. An EM&A programme has also been recommended to check the effectiveness of the
proposed mitigation measures.
6.1.3
The residents could benefit from the Project
by saving the journey time from relief of traffic congestion, less emission
from idling vehicles in traffic congestion, and the implementation of the noise
mitigation measures would minimise the noise impact, hence, result in a less
noisy environment.