2
PROJECT
DESCRIPTION
2.1.1
The existing SHD, with an area of about 30
hectares, is sited on reclaimed land in Northshore Lantau and is located
approximately 5km east of Tung Chung New Town. It is bounded by an existing seawall
maintenance access road to its north, and the TCL/AEL, North Lantau Highway
(NLH) and Tuen Mun – Chek Lap Kok Link slip road (under construction) to its
south (Figure
No. NEX1062/S/SHD/ACM/Z10/101 refers).
2.1.2
The existing SHD is delineated as “railway area”
under the Railway Area Plan (RAP) (refer to Appendix
2.1) which also covers AEL and TCL. The RAP was deposited in the Land
Registry on 25 March 1994 under section 3 of the Mass Transit Railway (Land
Resumption and Related Provisions) Ordinance (Cap 276). The SHD has operated since 1998 for
supporting the operation of the existing TCL, AEL and DRL. The existing SHD comprises stabling
sidings and main depot building located in the centre of the site, permanent
way facilities at the north eastern side, test track at the southern area, and
other supporting facilities including maintenance workshops, utilities and
drainage, ancillary buildings and facilities, traction substation and sewage
pumping station, etc.
2.2
Purpose and Objective of
the Project
2.2.2
The Project, which includes railway replanning
works at the existing SHD to allow for topside development and provides a new
railway station at Siu Ho Wan, supports this strategic planning objective of
building a sustainable community served by environmentally friendly rail
transport.
Benefit of the Project
2.2.3
The existing SHD is located at a developed area for
railway operation with no natural habitats of flora and fauna nor sensitive
receivers nearby, and thus any potential impacts from the Project on-site to
the existing environment would be significantly reduced.
2.2.4
The Project will optimize utilization of an
existing 30-ha railway depot site for creation of land resources suitable for
property development to create a sustainable community in phases, without causing
disruption to the normal operation of the depot, TCL, AEL and DRL. The Topside Development has been planned
and designed to take account of the constraints and opportunities of the SHD
Replanning Works, allowing self-contained development packages in the
implementation stage to provide as much housing as practicable to address
issues on housing supply in phases, complying with environmental legislations
and regulations.
2.2.5
The future depot operation will also be confined
within a concrete slab/podium deck, leading to an improvement to the surrounding
local environment in the Siu Ho Wan area through enclosing the industrial
activities of the depot. In
addition, isolating this industrial interface would allow flexibility for
future land use planning of the Siu Ho Wan area.
2.2.6
The existing TCL is an
electrically-powered rail which is a more sustainable form of transport than
road transport. The provision of SHO along the existing TCL serving the local
community in Siu Ho Wan is in line with the transport policy of having more environmentally
friendly railway as the backbone of transport network.
Scenario “With” the Project
2.2.7
Upon completion of each stage of the SHD
Replanning Works and respective phase of the SHD Topside Development, the
existing land use of the Project site which is solely for industrial operation
will be changed to diverse development with a mix of industrial
activities, major trade or commercial activities and residential premises.
2.2.8
The project site would be served by road network
with its western access connected to the Tai Ho Interchange linking with the
NLH and the planned Road P1 (Tung Chung to Tai Ho Section). The provision of SHO on TCL would in
future alleviate the traffic burden on the surrounding road network and the
associated vehicular emissions and traffic noise in Siu Ho Wan area.
Scenario “Without” the Project
2.2.9
Without the Project, the existing SHD remains an
open air design with maintenance workshops and facilities, e.g. paint shop and
traction substation etc., housed within isolated buildings. Most of the
stabling tracks and train washing facilities are located outdoor without cover. The operation of the depot is considered
as an industrial activity with potential indirect impacts to the local
environment, even though there are currently no sensitive receivers in the
vicinity of existing SHD.
2.2.10
Without the SHD Replanning Works, the provision
of housing supply through the utilization of the railway depot site could not
be achieved. The Siu Ho Wan
area would remain as a low-rise industrial area with an open air depot on site,
constraining the flexibility of future development planning of land uses in the
Siu Ho Wan area that are sensitive to industrial land use.
SHD Replanning Works
Development Siting
2.3.1
As
discussed in Section 2.2.3, the
existing location of SHD is currently being occupied for depot operation
without any natural habitats of flora and fauna on site. The nearest
village is at Pak Mong located some 1.2km away. During the planning and conceptual design stage, recognised sites of
conservation importance in the vicinity of the SHD have been identified and avoided,
for any permanent works for the western access and local access road or temporary works such as vehicle parking, equipment storage and
accesses. As such, there would be
no impact to recognised sites of conservation importance in the vicinity of the
works area (Figure
No. NEX1062/S/SHD/ACM/Z10/103 refers).
2.3.2
The SHO, and SHD Replanning Works and the SHD Topside
Development is considered to be a sustainable development. The SHD site is therefore justifiable
from land use suitability and technical sustainability perspectives to optimize
utilization of railway land for comprehensive development purpose.
2.3.3
There are certainly environmental benefits of having
the construction works on a developed area which is currently used as a railway
depot, avoiding potential impacts on ecological and landscape resources. Given
the locality of the site, there are no existing air and noise sensitive
receivers in the immediate proximity of the SHD. The site is also bounded by the
Lautau Airport Railway (LAR), North Lantau Highway (NLH) and Tuen Mun – Chek
Lap Kok Link slip road (under construction) to its south/southeast, separated
with a significant buffer area to any ecological sensitive area such as the Tai
Ho Priority Site. As such,
potential environmental impacts on existing sensitive receivers are minimal and
no environmental dis-benefit is anticipated with respect to the development
siting.
Depot Replanning Sequences
2.3.4
During the development of a feasible depot
replanning sequences, engineering and environmental factors as listed in Table 2.1 have been considered. Among all considerations, maintaining a
safe depot operation condition without any disturbance to the operating railway
is an overriding consideration.
Table 2.1 Considerations and Constraints for Depot
Replanning Sequences
|
Considerations
|
Description
|
|
Engineering Factors
|
|
Construction
/Operational Safety, Flexibility and Maintenance Requirements
|
· Safety, flexibility and maintenance requirements
in the design and track works of each stage of reprovisioned facilities;
· Operational safety to existing depot facilities;
· Avoidance/minimisation on construction risks on
existing facilities and interface projects;
· Minimization of all interface risks associated
with existing SHD and mainline operations; and
· Provision of firefighting and emergency
evacuation throughout all stages.
|
|
Constructability
|
· Practicality in constructing the depot structures/facilities
in the vicinity of operating tracks; and
· Maximisation of concrete slab area for phased
construction of SHD Topside Development.
|
|
Depot Operation
Requirements
|
·
Achievement of projected
fleet size (i.e. trains to be stabled) in each stage; and
·
Availability of
reprovisioned facilities before existing one to be decommissioned by
replanning works.
|
|
Construction
Programme
|
Minimisation of construction period. Shorter
construction period is preferable in order to minimise the disturbance to the
depot operation and community.
|
|
Environmental Factors
|
|
Noise
|
Minimisation
of noise impact from existing SHD operation to SHD Topside Development.
|
|
Construction
Dust
|
Minimisation
of construction dust impact during SHD Replanning Works.
|
|
Other Factors
|
|
Community Disruption
|
Safe
and normal operation of existing SHD to be maintained throughout the SHD
Replanning Works.
|
2.3.5
During the development of depot replanning
options, it was identified that certain facilities including the traction substation, wash control facility
and train wash facility at the western and eastern of SHD must be retained
to avoid any disturbance to the operating railway. The existing SHD facilities shall
also be maintained on site at all-time to maintain depot operation for continuous
and safe operation of existing TCL, AEL and DRL. Relocating some of the depot facilities
off-site temporarily to create more space for SHD redevelopment at early stages
is therefore not feasible. The
existing spare space located at the southern part of the depot site (planned to be
used for future stabling area expansion when the train fleet size increases to
meet additional passenger demand) allows the first stage of replanning works
without causing disruption to the existing depot operation and operating
railway. It would also be necessary
to sequence the works such that prolonged decommissioning and reprovisioning of
depot facilities could be avoided in each stage in order to achieve the short
term goal for housing supply and more importantly, the planning vision in Hong
Kong 2030+. Having regard to these
constraints and considerations, options available for the depot replanning
works would be limited.
2.3.6
A
6-stage replanning option as shown in Appendix 2.2A was considered in the feasibility study. For this option, the arrangement of
reprovisioned facilities would be restricted by each staging area which is
relatively small for practical construction planning as well as achieving
operation requirements due to inadequate number of stabling berths and
supporting facilities in certain stages.
An enhanced replanning option, i.e. 4-stage replanning option (Appendix 2.2A refers), was then developed to resolve and deal with the issues as
identified in the 6-stage option. With
the possibility of minimising the number of topside tower blocks that may be
exposed to the potential industrial/residential interface between stages of
replanning works, preference is given to the 4-stage replanning option as this
option can be well respond to the constraints presented in construction
planning and address the overriding needs of the depot operation.
Siu Ho Wan Station
(SHO)
Station Options
2.3.7
Options
and alternatives of project design, as well as construction methods were
reviewed and considered during selection of the preferred option of SHO along
TCL, taking account of engineering feasibility, operational safety, site
constraints, programme and environmental aspects as presented in Table 2.2.
Table 2.2 Considerations for Selection of Station Location and Construction Method
|
Considerations
|
Description
|
|
Engineering Factors
|
|
Interface with
Existing/Committed Infrastructures
|
Interface with existing/committed infrastructure include:
· Proximity to
the existing North Lantau Highway
· Close
proximity to slip road LE01 from the committed Tuen Mun-Chek Lap Kok Link;
and
· Existing AEL
and TCL.
|
|
Construction
/Operational Safety, Flexibility and Maintenance Requirements
|
·
Safety, flexibility
and maintenance requirements in the design and track
works at existing TCL;
· Operational safety to
existing train services, limitation of working
hours for works above or in close vicinity to existing rail
tracks; and
· Avoidance/minimisation on construction risks on
existing facilities and interface projects.
|
|
Constructability
|
· Practical construction at or close to existing facilities
and interface projects; and
· Practical station option for railway track with
up to
140kph design speed.
|
|
Land
Acquisition
|
This issue is considered in order to minimise
area of land that may need to be acquired so as to minimise disruption to the
local community.
|
|
Construction
Programme
|
Minimisation of construction period. Shorter
construction period is preferable in order to minimise the disturbance to the
community.
|
|
Environmental Factors
|
|
Ecology
|
Direct
impact on significant ecological resources should be avoided.
|
|
Air Quality,
Noise and water quality
|
Potential
air quality, noise and water quality impacts should be minimised.
|
|
Other
Environmental Considerations
|
Other
environmental factors considered include:
· avoidance or minimisation of landscape and visual
impacts associated with the above-ground structure(s);
· preservation of mature trees;
· minimisation of C&D / Waste generation (e.g.
contaminated soil/sediment); and
· minimisation of cumulative impacts from interface
projects.
|
|
Other Factors
|
|
Community Disruption
|
Safe
and normal operation of existing TCL and AEL shall be maintained during the
construction of SHO.
|
|
Avoidance/
Minimisation of Issues/Constraints
|
Minimisation of project areas encroaching into
developed area, and interface issues with other projects currently being
planned or constructed.
|
2.3.8
During the preliminary design stage, two station
options, namely Central Station and Western Station, were developed and studied
for selection of the preferred station option. Locations of the two station options are
provided in Appendix
2.2B.
2.3.9
The two station location options have been compared
and detailed discussion on the selection of station option is presented in Appendix
2.2B, with summary of findings presented in Table 2.3.
Table 2.3 Comparison of Station Options
|
Considerations
|
Central Station Option
|
Western Station Option
|
|
Engineering Factors
|
·
Interface with existing
/ committed infrastructure include:
-
North Lantau Highway
-
Tuen Mun-Chek Lap Kok Link; and
-
Existing AEL and TCL.
·
Realignment of North Lantau Highway and Tuen
Mun-Chek Lap Kok Link would be required
·
Natural
terrain improvement works will affect the operation of North Lantau Highway
·
Additional road gazette required as a results of
realignment of North Lantau
Highway and Tuen Mun-Chek Lap Kok Link
·
Extensive
rock excavation is required for station construction
·
Same
construction period but advance preparation works including realignment of
North Lantau Highway and Tuen Mun-Chek Lap Kok Link would be required
|
·
Interface with existing
/ committed infrastructure include:
-
Existing AEL and TCL.
·
Realignment of North Lantau Highway and Tuen Mun-Chek Lap Kok Link would not be required
·
Works within Tuen Mun-Chek Lap Kok Link gazette
boundary
·
Fewer interface issues
with existing / committed infrastructures
|
|
Environmental Factors
|
· Direct impact on surrounding ecological habitats,
Tai Ho Priority Site and
landscape resources (e.g. channelized watercourse, plantation, hillside
shrubland and grassland) due to natural terrain
improvement works to the
south of SHD
· Relative higher
construction dust, noise and water quality impacts anticipated due to road
realignment works and rock excavation
· Larger area of landscape resources and characters
affected
· Higher C&D / Waste generation due to more
construction works required
|
·
No
direct impact on recognized sites of conservation importance in the Project
Area and its vicinity
·
Relative lower construction dust, noise and water quality impacts anticipated
·
Relative
fewer environmental
issues anticipated
|
|
Other Factors
|
·
Normal
operation of North Lantau Highway and Tuen Mun-Chek Lap Kok Link will be
affected
|
·
North Lantau Highway and Tuen Mun-Chek Lap Kok
Link will not be affected
|
Preferred Station Option
2.3.10
Based
on the comparison results as presented in Table
2.3 above, it is considered that the Western Station would have minimal
impacts on the environment and public. The Western Station is therefore selected
as the preferred station option.
Associated Track Alignment
2.3.11
The
location of SHO dictates the extent and location of associated track
works required for realigning the existing AEL/TCL, as well as the associated
track alignment. As such, based on the
preferred station option – Western Station, the track alignment has been
proposed to suit the location of SHO and to allow for safe operation of the operating
railway during construction.
Construction Method, Sequences and Programme
Construction Method
2.3.12
Similar
to the development of the depot replanning schemes, maintaining a safe
depot operation condition without any disturbance to the operating railway is
an overriding consideration factor in the determination and selection of
construction sequences and methods.
Relevant railway safety regulations must be followed throughout the
construction period.
2.3.13
The
piling works for the foundation of the podium deck are considered to be
relatively extensive amongst the major construction works of the Project. Percussive piling and bored piling are
the commonly adopted piling methods for construction of residential buildings
in Hong Kong. For minimization of
potential impacts to the environment, the quieter construction method, i.e.
bored piling method, will be adopted for the foundation of the SHD
Topside Development.
2.3.14
Marine transportation for construction materials
and spoil during the construction phase of the Project would be avoided as far
as possible to minimize marine traffic and associated potential impacts on
marine environment.
Construction Sequences and Programme
2.3.15
Construction of the concrete slab would be
completed as soon as possible in respective staging area, such that the
remaining replanning works including architectural builder's work and finishes
(ABWF), electrical and mechanical (E&M) provision and track works would be
conducted under the concrete slab to minimize construction noise impacts from
the replanning works. It is
expected that there would be insignificant noise contribution from these
remaining works as these works would be conducted under the concrete slab.
2.3.16
Under the SHD Replanning Works, the tracks and
facilities within the existing SHD would be suitably rearranged to facilitate
the property enabling works for supporting the construction of the SHD Topside
Development. In order to maintain
the existing depot’s daily operation and minimize disturbance to the existing
depot, the SHD Replanning Works should be executed in stages with limited
construction access and works area. Each stage of replanning works includes
depot structure and foundation construction, temporary/ permanent relocation
and re-provision of depot facilities and tracks that subsequently require
considerable time for testing and commissioning (T&C), etc. In addition to replanning a site with a
total area of about 30 hectares, the 4-stage replanning works would be
completed in about 18 years.
2.3.17
As discussed in Section 2.2, the SHD Topside Development has been planned and
designed to take advantage of the staging of the SHD Replanning Works, providing
as much
housing as practicable to relieve housing supply issues in phases, minimizing
environmental interface issues between the normal SHD operation and Topside
Development with environmental compliance (details refer to construction interface
and population intake phasing information in Appendices 2.5 and 2.6
respectively).
2.3.18
It is not practical and feasible to construct
the SHD concrete slab in one go because it is necessary to vacate the depot
area stage by stage in order to facilitate the SHD Replanning Works, while at
the same time maintaining the daily depot operation to support daily services
of the existing railway lines. In
connection with this, all the depot facilities would need to be re-provided in
the newly vacated area before decommissioning of existing depot
facilities. The option of completing
the whole concrete slab within the SHD boundary (i.e. Year 2034) before
population intake at the SHD Topside Development is therefore considered to
contradict with the prime objective of the SHD Topside Development to provide
as much housing as practicable for addressing the need of housing supply.
2.3.19
The
main environmental dis-benefit of expediting housing supply atop SHD in phases would
be potential impacts on earlier phases of the SHD Topside Development due to construction
noise from remaining stages of the SHD Replanning Works and operational noise
impacts from the existing SHD.
This is a key issue in the EIA studies and comprehensive mitigation
measure packages have been adopted to control the noise impacts to meet
established noise standards.
2.3.20
For
construction noise, as addressed in Section
4 in details, mitigation measures such as temporary noise barriers,
enclosure and quality powered mechanical equipment (QPME) with lower
sound power levels will be adopted. Details of the
construction noise mitigation and mitigated noise levels are provided in Section 4.5.
2.3.21
For the noise impact from the existing SHD
operation, provision of mitigation measures at the existing SHD has been
explored. Temporary mitigation
measures including noise barriers of about 12m high and canopies at the podium
edge have been proposed to mitigate the noise impact from the existing SHD
operation at Stage 3 and 4 areas during the interim interfacing period of about
30 months. Details of the noise
impact assessment and proposed mitigation measures are provided in Section 4.6. The existing built and operating areas
at SHD are highly constrained by tracks, main depot building and maintenance
facilities with minimal spacing. In
addition, there are limited spaces at the existing operating areas next to
stabling tracks. Therefore it is impractical to have temporary noise mitigation
structures constructed along the stabling tracks for mitigation of potential
noise impacts from the operating SHD to the earlier phases of the SHD Topside
Development.
Public Concern
2.3.22
During
the course of the EIA study, the public has indicated the Project should avoid
direct impact on ecological resources, such as the Tai Ho Priority Site
and the Brothers Marine Park, in relation to encroachment of works area or illegal dumping at
these sensitive areas. This concern
has been taken into account during the selection of works area(s) such that
neither temporary works area nor elements of the Project will encroach into any
recognised sites of conservation importance. The Project Proponent will also take the
initiative to adopt global positioning system (GPS) or equivalent system for
tracking and monitoring of dump trucks engaged for the Project in order to
prohibit illegal dumping and landfilling of excavated materials generated from the Project (details refer to Section 7.5.6).
2.4
Details of the
Project
SHD Replanning Works
Depot Replanning Sequences
2.4.1
The proposed depot replanning sequences will be
carried out in stages to allow continuous and safe operation of existing TCL,
AEL, DRL as well as the existing SHD.
Details of the tentative depot replanning scheme is presented in Appendix
2.3 with a summary of sequences described below.
2.4.2
The
decking area over the tracks in operation has been maximized to reduce the potential
railway noise impacts to earlier phases of the SHD Topside Development. Reprovisioning of stabling tracks is therefore
proposed to be conducted in the first stage of the Replanning Works. The existing spare space is relatively
long and is enough to accommodate 3 berths of train in a linear track at this
area, allowing increase of stabling tracks as well as catering for the fleet expansion to meet the increasing passenger upon
completion of Stage 1 Replanning Works.
However, the width of the existing spare space is not enough to accommodate the reprovisioned main depot building which is
located at the centre of existing SHD site. Upon operation of Stage 1 Reprovisioned
SHD, more trains movement could be contained under the concrete slab, and the potential
railway and fixed plant noise impact to the topside development could be
minimized.
2.4.3
Adopting
the same approach, Stage 2 Replanning Works is proposed to be conducted at the
north-western area of SHD site which currently contains stabling area and
plantrooms which will all be reprovisioned at Stage 1 Reprovisioned SHD. As the site of Stage 2 Replanning Works
is of the same width and in similar size of the adjoining area which contains
the main depot building and sidings, it is suitable for reprovisioning of
similar facilities.
2.4.4
Upon
operation of Stage 2 Reprovisioned SHD, Stage 3 Replanning Works will commence
to allow all the remaining facilities to be reprovided before start of Stage 4
SHD Replanning Works. After
operation of Stage 3 Reprovisioned SHD, the remaining facilities at Stage 4 SHD
Replanning Works will be decommissioned and demolished. Depot facilities will
be provided to cater for future needs in Stage 4 Reprovisioned SHD. The
ultimate Reprovisioned SHD will be underneath the landscaped deck below the SHD
Topside Development.
2.4.5
The
proposed layout of the Reprovisioned SHD under concrete slab is
presented in Figure
No. NEX1062/S/SHD/ACM/Z10/102.
The
function and area of the Reprovisioned SHD will be the same as the existing SHD.
Provision of Sewerage System
2.4.6
Due to the SHD Replanning Works, the existing
sewerage system serving the SHD is required to be upgraded and reprovided for the
future Reprovisioned SHD and SHO.
Sewage generated from the existing SHD is currently conveyed by an existing
sewerage system to the nearby Siu Ho Wan Sewage Treatment Works (SHWSTW) for
treatment and disposal. Based on
the findings of the Sewerage Impact Assessment (Section 6 refers), upgrading and reprovision of the sewerage
network including installation of new sewage pumping station and provision of
additional rising mains (change from rising main to twin rising mains) would be
required to cater for the sewage generated by the Project. Twin rising mains would be adopted for
the reprovisioned sewerage network without encroachment on any sites of
conservation importance in order to minimize impacts on the environment. The location of the rising mains is
shown in Figure Nos. NEX1062/S/SHD/ACM/Z10/180 and NEX1062/S/SHD/ACM/Z10/181.
2.4.7
The installation of new rising mains outside the
existing SHD boundary would only involve small scale and localized construction
works such as open trench excavation method. The proposed additional rising mains
will be at the same location of the existing rising main located in developed
area. Provision of the additional
rising mains will be conducted during Stage 1 SHD Replanning Works.
Western access and Local Accesses
2.4.8
A western access road bridge connecting to the
proposed Tai Ho Interchange bridge link would be required to serve SHO,
Reprovisioned SHD and SHD Topside Development as local access and emergency
vehicular access. The western end
of this proposed bridge would likely be supported on the proposed Tai Ho
Interchange bridge link, the design of which is yet to be commenced during the
preparation of this EIA Report.
2.4.9
Apart from the western access road bridge, local
accesses including vehicular access ramp and staircase as mean of escape (MoE)
would be required to enhance the connectivity to SHO and SHD Topside
Development.
Construction Works Areas
Major Works Areas
2.4.10
Major works areas during the construction
phase of the Project include the areas of SHD Replanning Works, SHO and associated
trackworks, as well as provision of sewerage system, western access and local
accesses outside the existing SHD boundary. Locations of major works areas are indicated
in Figure
No. NEX1062/S/SHD/ACM/Z10/105.
Temporary Works Area
2.4.11
Temporary works area within the Scheme Boundary may
be required for the provision of site office, temporary storage of construction
materials, utility or temporary access to support the construction of the
Project. There may be minor
activities / works to be conducted within temporary works area for supporting
the construction of the Project based on the latest information at the time of
writing. Subject to actual site
conditions and constraints, temporary works as mentioned above would also be
required to be conducted in and around the Scheme Boundary. The locations of works area would be
selected with considerations of their accessibility and suitability for supporting
construction works, as well as avoiding significant environmental impacts
associated with the provision of temporary works area(s). Therefore only short-term minor environmental
impacts are anticipated, and implementation of appropriate standard control
measures and good site practices would minimize any environmental
disturbance. Locations of temporary
works area are indicated in Figure
No. NEX1062/S/SHD/ACM/Z10/105.
Construction Works and Method
2.4.12
Details
of a tentative works programme and location of works front of the Project are
presented in Appendix 2.4. Major construction works
of the Project would include the following activities:
·
Demolition of existing depot facilities;
·
Pipe jacking works for
installation of underground utilities and associated excavation and lateral
support (ELS) works;
·
Piling works, pile cap construction and ELS works related to the construction of planned SHD Topside Development;
·
Pad footing foundation works;
·
Construction of SHO and track works at existing AEL/TCL tracks; as well as local access roads and emergency
vehicular access (EVA);
·
Construction of concrete slab; and
·
Reprovision of SHD facilities including sewerage system within SHD
boundary by stages (under the concrete slab).
2.4.13 The construction works in each stage
of replanning works will generally follow the sequence as listed below:
·
Mobilization and installation of fencing and hoarding;
·
Site clearance, building demolition of existing railway facilities and
ground investigation works ;
·
Utility and underground railway facilities system diversion;
·
Installation of mini-piles, pre-bored socket H piles and bored piles;
·
Excavation and lateral support (ELS) works;
·
Excavation to foundation level;
·
Pile cap and tie beam
construction;
·
Construction of Means of access (MOA);
·
Column casting and roof slab construction;
·
Architectural builder's work and finishes (ABWF);
·
Building services;
·
Trackworks; and
·
Systems installation and Testing and commissioning.
2.4.14
For
the construction works to be conducted in proximity to the operating depot
tracks or the operating AEL and TCL tracks, the boundaries of these works areas
should be erected with protective barriers and hoarding such that labour, plant
and materials would not have uncontrolled access to any part of the operating
tracks.
2.4.15
The construction works will be generally
conducted during daytime and evening time (i.e. 0700 – 1900 hours), but the track
works at existing AEL/TCL tracks and the works that would be conducted in
proximity to the live tracks should be conducted during night-time period (i.e.
between 1900 and 0700 hours) in order to avoid disruption or interruption to
the normal operation of existing AEL and TCL.
2.4.16
As
an indicative reference for this Environmental Impact Assessment, the tentative
construction programme of the Project and SHD Topside Development, as well as
the population intake of SHD Topside Development, is summarised in Table 2.4. The construction interface between the
Project and SHD Topside Development is provided in Appendix 2.5.
Table 2.4 Tentative Construction Programme
|
SHD Replanning Works
|
SHO and Associated Trackworks
|
Planned SHD Topside Development (1)
|
|
Stage
|
Works Programme(1)
|
Completion of works & Operation
|
Works programme
|
Phase
|
Commencement of Superstructure Works
|
Population Intake(4)
|
|
Start
|
Slab Completion(2)
|
|
1
|
2019
|
2023
|
2024
|
2019 – 2026(3)
|
1
|
2023
|
2026-2027
|
|
2
|
2024
|
2026
|
2028
|
-
|
2
|
2027
|
2030
|
|
3
|
2028
|
2030
|
2032
|
-
|
3
|
2031
|
2034
|
|
4
|
2032
|
2034
|
2036
|
-
|
4
|
2032 for Phase 4a(5)
2035 for Phase
4b & 4c
|
2035 - 2038
|
Notes:
(1) The foundation of SHD Topside Development including
piling and excavation works will be conducted in parallel with replanning works
in respective phasing.
(2) Upon completion of concrete slab in respective
phasing area, the contractor(s) of SHD Topside Development would be on board to
commence the superstructure works.
(3) Civil construction works for SHO will be completed
in 2023 while building services (BS) and electrical and mechanical (E&M) works
will be conducted in 2024-2026. Operation of SHO would commence in 2026.
(4) Population intake year of different phases of SHD
Topside Development is shown in Appendix 2.6.
(5) Phase
4a SHD Topside
Development is located above Stage 3 SHD
Replanning Works.
2.5
Concurrent Projects
2.5.1
Major committed and planned projects that are
located in the vicinity of the Project and may interface with the construction
and operation of the Project include:
·
Comprehensive Residential and Commercial
Development atop SHD (planned)
·
Tung Chung New Town Extension (TCNTE) (planned)
·
Construction of additional sewage rising main
and rehabilitation of the existing sewage rising main between Tung Chung and
Siu Ho Wan (planned)
·
Tuen Mun – Chek Lap Kok Link (committed project under
construction)
·
Organic Waste Treatment Facilities (OWTF) Phase
I (committed project under construction)
·
Hong Kong - Zhuhai - Macao Bridge Hong Kong
Boundary Crossing Facilities (committed project under construction)
·
Topside Development at Hong Kong Boundary
Crossing Facilities (HKBCF) Island of the Hong Kong-Zhuhai-Macao Bridge (HZMB) (planned)
·
Hong Kong-Zhuhai-Macao Bridge (HZMB) Hong Kong
Link Road (HKLR)
·
North Commercial District (NCD) at the Hong Kong
International Airport (HKIA)
·
Hong Kong International Airport (HKIA)
Three-Runway System (3RS)
2.5.2
The locations of the identified concurrent
projects are shown in Figure
No. NEX1062/S/SHD/ACM/Z10/103.
The potential cumulative environmental impacts of the identified
concurrent projects during the construction and operation of the Project are
summarised in Table 2.5.
Table 2.5 List of Concurrent
Projects and Potential Cumulative Impacts
|
Concurrent Project(1)(2)
|
Programme
|
Potential Cumulative Impact
|
|
Start
|
Complete
|
Construction Phase
|
Operation Phase
|
|
The Project
|
|
SHD
Replanning Works
|
2019
|
2036
|
·
dust;
·
noise;
·
water quality;
·
waste management;
·
landscape and visual; and
·
hazard to life
|
·
railway
noise;
·
fixed plant noise;
·
sewage impact;
·
landscape and visual; and
·
hazard to life
|
|
SHO and
associated track works at AEL/TCL
|
2019
|
2026(3)
|
·
dust;
·
noise;
·
water quality;
·
waste management;
·
landscape and visual
|
·
railway
noise;
·
fixed plant noise;
·
sewage impact; and
·
landscape and visual
|
|
Concurrent Project
|
|
Proposed
Comprehensive Residential and Commercial Development atop SHD
|
2023
|
2038
|
·
dust;
·
noise;
·
water quality;
·
landscape and visual; and
·
hazard to life
|
·
railway noise;
·
fixed plant noise; and
·
sewage impact; and
·
landscape and visual
|
|
Tung
Chung New Town Extension
(TCNTE) (4)(9)
|
2017
|
2030
|
·
noise; and
·
water quality
|
·
Landscape and visual
|
|
Construction
of additional sewage rising main and rehabilitation of the existing sewage
rising main between Tung Chung and Siu Ho Wan (5)
|
Q3 2016
|
Mid
2023 for new rising main & end 2025 for rehabili-tation of existing
rising main
|
·
noise; and
·
water quality
|
Not
Anticipated
|
|
Tuen
Mun – Chek Lap Kok Link(9)
|
2011
|
Northern
connection: 2020 at the earliest
Southern
connection: 1st half of 2019 at the earliest
|
Not
Anticipated
|
·
Landscape and visual
|
|
Organic
Waste Treatment Facilities (OWTF)
Phase I (6)(9)
|
2014
|
2016
|
· dust
|
Not
anticipated
|
|
Hong
Kong Boundary Crossing Facilities (HKBCF) Island of the Hong
Kong-Zhuhai-Macao Bridge (HZMB) (8)(9)
|
2011
|
2017
|
Not
anticipated
|
Not
anticipated
|
|
Topside
Development at Hong Kong Boundary Crossing Facilities (HKBCF) Island of the
Hong Kong-Zhuhai-Macao Bridge (HZMB) (8)(9)
|
Under
Planning stage
|
Under
Planning stage
|
Not
anticipated
|
Not anticipated
|
|
Hong
Kong-Zhuhai-Macao Bridge (HZMB) Hong Kong Link Road (HKLR) (8)(9)
|
2012
|
2017
|
Not
anticipated
|
Not
anticipated
|
|
North
Commercial District (NCD) at the Hong Kong International Airport (HKIA)
(7)(8)(9)
|
-
|
(7)
|
Not
anticipated
|
Not
anticipated
|
|
Hong
Kong International Airport (HKIA) Three-Runway System (3RS) (8)(9)
|
2017
|
2023
|
Not
anticipated
|
Not
anticipated
|
Notes:
(1) As advised by
CEDD, Siu Ho Wan (SHW) Reclamation and Road P1 (SHW Section) are in feasibility
stage and has no implementation programme, thus are not considered as
concurrent projects. These future projects, if proceed, will observe
requirements in EIAO and take the SHD Replanning Works, SHO and associated
track works at AEL/TCL as a committed project for the purpose of assessing
cumulative impacts as appropriate.
(2) Development at
Siu Ho Wan and Associated Transport Infrastructures, Sediment Disposal Facility
in South of Brothers, and the remaining identified Potential Near Shore
Reclamation Sites in Western Waters of Hong Kong under Increasing Land Supply
by Reclamation and Rock Cavern Development cum Public Engagement (i.e. Sunny
Bay and Lung Kwu Tan) are also some concurrent projects in the North Lantau
Waters but they would not contribute to any potential cumulative environmental
impacts as the Project does not consist of any marine based works.
(3) Civil construction works for SHO will be completed
in 2023 while building services (BS) and electrical and mechanical (E&M)
works will be conducted in 2024-2026. Operation of SHO would commence in 2026.
(4) TCNTE will comprise of approximately 130ha of
reclaimed land and 120ha existing land for the development of Tung Chung East
and Tung Chung West developments respectively. The Road P1 (Tung Chung - Tai Ho
Section) would also be built under the TCNTE. The construction period of the TCNTE
would be between 2017 and 2030.
TCNTE is located at more than 1km from the Project but the associated
Road P1 will be situated next to the Project, subject to the detailed design
stage. Cumulative impact is
anticipated during the construction and operation of Road P1. Also, cumulative construction noise and
water quality impact from the proposed construction of sewerage networks under
TCNTE is anticipated.
(5) Information is
made reference from http://www.legco.gov.hk/yr15-16/english/fc/pwsc/papers/p15-59e.pdf and TCNTW EIA report (Register No. AEIAR-196/2016). The scope of this sewerage works
comprises construction of an additional sewage rising main of about 6.5km from
Tung Chung sewage pumping station to Siu Ho Wan sewage treatment works and
rehabilitation of the existing sewage rising main. Cumulative impact is anticipated during
the construction of rising mains.
(6) OWTF-Phase 1 is a
biological treatment facility with a capacity of about 200 tonnes per day for
converting organic waste into reusable compost and biogas. It is anticipated
that the OWTF-Phase 1 would be commissioned in 2017. Air emission from OWTF-Phase 1 is
considered as secondary contribution to the construction dust during the
construction phase of the Project.
(7) First phase of
NCD is targeted for completion in 2021.
(8) Concurrent
projects are located outside 500m study assessment area of the Project.
(9) Vehicular
emission from the traffic induced by the concurrent projects as secondary
contribution has been considered in the dust assessment.