Agreement No. CE5/95
Central-Wan Chai Bypass
and Island Eastern Corridor Link
Project Review Study
ENVIRONMENTAL IMPACT ASSESSMENT
EXECUTIVE SUMMARY
TABLE OF CONTENTS
1. INTRODUCTION.. 1
1.1 Project
Background. 1
1.2 Objectives
of the EIA Study. 1
1.3 Consideration
of Environmental Impact Assessment Ordinance. 2
2. PROJECT DESCRIPTIONN.. 333333
2.1 Project
Location. 3
2.2 Development Project Requirements,
Scope and Benefits. 3
2.3 Works
Programme. 4444444
2.4 Concurrent
Projects. 4444444
2.5 Interrelationship
between the CWB & IECL, CRIII and WDII Projects. 1
3. SUMMARY OF THE EIA.. 45
3.1 Introduction. 54
3.2 Air
Quality Impact 5
3.3 Noise
Impact 76
3.4 Water
Quality Impact 87
3.5 Construction
Waste Management and Disposal 97
3.6 Landscape
and Visual Impact 98
3.7 Environmental
Monitoring and Audit (EM&A) 119
3.8 Environmental
Benefits, Designs, Key Protection Measures and Enhancements. 119
4. OVERALL CONCLUSION.. 129
List of Tables
Table
2.1 Projects
that may be Undertaken Simultaneously with the CWB & IECL Project
List of Figures
Figure 2.1 Location
and Alignment of CWB & IECL
Figure 2.2 Project
Relationship Key Plan (Sheet 1 of 3)
Figure 2.3 Project
Relationship Key Plan (Sheet 2 of 3)
Figure 2.4 Project
Relationship Key Plan (Sheet 3 of 3)
Figure 2.5 The
Overall Construction Programme of the CRII,WDII and CWB & IECL Project
Figure 3.1 Locations
of Key Sensitive Receivers for Air and Noise
Figure 3.2 Locations
of Noise Mitigation Measures (Sheet 1 of 2)
Figure 3.3 Locations
of Noise Mitigation Measures (Sheet 2 of 2)
1.1 Project Background
1.1.1 Maunsell Consultants Asia Ltd. were appointed by Highways Department in July 1995 to undertake the Design and Construction of the Central – Wan Chai Bypass and Island Eastern Corridor Link (CWB & IECL) under Agreement No. CE 5/95. The Consultants have completed the Review Phase of the CWB & IECL Project (hereafter called the ‘Project’) and submitted a Design Review Report in October 1996.
1.1.2 Subsequent to the Design Review in 1996, the following changes have occurred:
• the form (including land use, road
layout and extent of the reclamation) and the programme of the Central and Wan
Chai Reclamation projects have been revised;
• the alignment for the CWB & IECL has to been revised in
accordance with the latest recommended layout for Central Reclamation Phase III
(CRIII) and the findings of the Trunk Road Options (TRO) Study in Wan Chai
Development Phase II (WDII);
• the revised programmes of the Central and Wan Chai Development projects
lead to a delayed completion date of the Project and a revision to the previously
assumed worst case scenario traffic flows for the EIA study; and
• the enactforcement
of the EIAO requires the EIA to be carried out in accordance with the Technical
Memorandum on Environmental Impact Assessment (EIAO-TM) (September 1997), which
necessitates the remodelling and reassessment of air quality and noise and in
particular requires a more detailed visual and landscape assessment of the
Project.
1.1.3
In order to take account of the
changes in the Central and Wan Chai Reclamation works, the operation of the
EIAO, the changes in the alignment of the tunnel and other constraints imposed
by the CRIII project, the findings of the WDII Trunk Road Options Study and the
dual 3-lane CWB tunnel, Highways Department has commissioned Maunsell
Consultants Asia Limited under Supplementary Agreement No. 1 to Agreement
No. CE 5/95 to update and undertake
additional services for update and review of the
design of the CWB & IECL.
1.1.4 With respect to the above, the alignment and layout of the whole of the CWB & IECL have been reviewed. The revised alignment and layout were circulated under the WDII study (section from the eastern limit of the CRIII area to the Island Eastern Corridor) and the CWB Project Review Study (section from Central up to the eastern limit of the CRIII area) in mid-April and end of May 2000, respectively.
1.2 Objectives of the EIA Study
1.2.1
Theis EIA
Report ihas been prepared to comply with the requirements
of the EIAO. The objectives of thise EIA are:
• to describe the Project and associated works together with the
requirements for carrying out the Project;
• to identify and
describe the elements of the community and environment likely to be affected by
the Project, and / or likely to cause adverse impacts
upon the Project, including both the natural and man-made environment;
• to identify and quantify
emission sources and determine the severity
of impacts on sensitive receivers and potential affected uses;
• to identify and quantify any environmental impacts associated with the future land
uses of the proposed reclamationProject and recommend appropriate mitigation
measures;
• to identify existing
landscape and visual quality in the Study Area so as to evaluate the landscape
and visual impacts of the Project;
to
identify any negative impacts on sites of cultural heritage and to propose measures
to mitigate these impacts;
·to
identify existing landscape and visual quality in the Study Area so as to
evaluate the landscape and visual impacts of the Project;
• to propose mitigation
measures to minimise pollution, environmental disturbance and nuisance during
construction and operation of the Project;
• to identify, predict and evaluate the residual (that is, after practicable
mitigation) environmental impacts and cumulative effects expected to arise
during the construction and operation phases of the Project in relation to the
sensitive receivers and potential affected uses;
• to identify,
assess and specify methods, measures and standards, to be included in the
detailed design, construction and operation of the Project which are necessary
to mitigate these impacts and reduce them to allowable levels within
established standards / guidelines;
• to identify and
justify the need for environmental monitoring and audit and to define the scope
of the requirements necessary to ensure the implementation and the
effectiveness of the environmental protection and pollution control measures
adopted;
• to investigate
the extent of side-effects of proposed mitigation measures that may lead to
other forms of impacts;
• to identify constraints associated with the mitigation measures
recommended in this EIA; and
• to identify any additional studies necessary to fulfil the objectives
to the requirements of this EIA Study.
1.3 Consideration of Environmental Impact Assessment Ordinance
1.1.1
Under the EIAO,
Environmental Permit (EP) is issued prior to the construction of a Schedule 2
Designated Project (DP). A DP is a
project that is deemed to require detailed environmental assessment prior to
the approval from the Environmental Protection Department (EPD).
1.3.1
The proposed CWB & IECL is a trunk
road project that is considered as a Designated Project P under
Schedule 2 “Designated Projects Requiring Environmental Permits”, Part I,
A.1. No other DPs are involved under
the Project. An Environmental Permit (EP) is required for
the construction and
operation of
the Project.
2.1 Project Location
2.1.1
The proposed CWB & IECL is a trunk
road that connects Rumsey Street Flyover Extension (Route 7) in Central and
Island Eastern Corridor (IEC) (Route 8) in Causeway Bay to form an east-west
strategic route along the Central and Wan Chai Reclamation (Figures
2.1,
2.2, 2.3 and 2.4).
2.2
Development Project Requirements,
Scope and Benefits
Requirements and Benefits of
the Trunk Road
2.2.1 The CWB and IECL were planned under the Central and Wanchai Reclamation Feasibility Study (1989). The proposed trunk road has the following requirements and benefits:
• to relieve the existing main east-west route (that is, Connaught Road – Harcourt Road – Gloucester Road) on the north shore;
• to provide access to the
Hong Kong Convention and Exhibition Centre (HKCEC) Area and neighbouring areas
being developed as part of the reclamation schemes; and
• to serve the additional traffic to be generated by
the developments on the Central and Wan Chai Reclamation.
to provide access to the
Exhibition Sector and neighbouring areas
being developed as part of the reclamation schemes; and
1.1.1to serve the additional traffic to be generated by
the developments on the Central and Wan Chai Reclamation.
Scope of the CWB & IECL
2.2.2 The scope of the CWB includes:
• an interchange (the Central Interchange) with slip roads to the
distributor road system on the Central Reclamation Phase I (CRI);
• a dual three-lane trunk road tunnel
approximately 2.3 km in length between Central and Causeway Bay forming the Central – Wan Chai
BypassCentral – Causeway Bay Tunnel, with an
eastbound exit -( the Slip Road F Tunnel) to
the Exhibition SectorHKCEC AreaExtension);
• two separate two-lane
single-way tunnels around 0.7 km in length from the HKCEC Aarea to Causeway Bay
forming the Wan Chai Bypass;
• tunnel control buildings, ventilation buildings, operations areas and
operation, maintenance and recovery vehicles;
·
the
slip road F tunnel.
2.2.3 The scope of the IECL includes:
• a dual four-lane trunk road
about 1 km in length linking the CWB and the Island Eastern Corridor;
• slip roads from the trunk road
connecting to Victoria Park Road, Gloucester Road and Hing Fat Street;
• realignment of the
Victoria Park Road eastbound and provision of road connections to the
reclamation area;
• associated road lighting,
road signing, traffic control and surveillance systems.
2.3.1
Some of the works of the CWB &
IECL will be constructed on land reclaimed under Territory Development
Department’s
(TDD) projects CRIII and WDII projects. In order to minimise the construction
interface with these projects, the construction of a tunnel box structure within the CRIII and
WDII areas is are proposed
to be entrusted to TDD’s CRIII and WDII projects respectively. Apart from the entrusted works, the works of
the CWB & IECL will be divided into three works packages and constructed by Highways
Department’s contractors. All works packages for the
CWB & IECL are summarised as follows:
• Entrusted Works in CRIII Area
• Entrusted Works in WDII Area
• Central Interchange
• IECL
• Tunnel Building, and E&M Installation and Ancillary Works
2.3.2
The construction of the Project will commence take place commence in at CRIII area ((entrusted CWB tunnel) works) in March 2004. If only marine fill is used for WDII
reclamation, the Project and the Project will be completed in August
2011. If public fill is also used for
WDII reclamation, the Project will be completed in
February 2012..
2.4.1 The proposed CRIII and WDII will provide land for the CWB & IECL. They will be constructed concurrently with the Project (Table 2.1).
Table 2.1 Projects that may be Undertaken Simultaneously with the CWB & IECL Project
|
Project |
Year of Construction |
Nature of Project |
Remark |
|
Central Reclamation Phase III (CRIII) |
August 2002 – March 2007 |
Roadworks and infrastructural developments |
Construction of the CWB within CRIII will be entrusted to a CRIII contract |
|
Wan Chai |
March 2004 – |
Roadworks and infrastructural developments |
Construction of the CWB within WDII will be entrusted to a WDII contract |
|
Causeway Bay Flyover |
|
Roadworks |
- |
2.5
Interrelationship between the CWB & IECL, CRIII
and WDII Projects
2.5.1
The CWB & IECL, CRIII and WDII projects will be implemented over the time period
from 2002 to 2012. These projects all lie
along the north shore of Hong Kong Island: CRIII and WDII are contiguous
projects which will provide land for key transport infrastructure, while the
CWB & IECL project forms a new trunk road from Central to
Causeway Bay which will straddle both the CRIII and WDII projects.
2.5.2
The interrelationship between these three projects
is essentially a function of their overlapping implementation programmes and
the physical overlapping of both the CRIII and WDII projects by the CWB & IECL project.
This overlapping is clearly demonstrated in Figures 2.2, 2.3 and 2.4. The overall construction
programmes of these three projects is shown in Figure 2.5.
2.5.3
With respect to the assessment of environmental
impacts for the CWB
& IECL Project,
the key indicators of air quality and noise will be influenced by the cumulative
effects of overlapping programmes of construction works and by the physical intrusion through each others' contiguous project areas. These cumulative effects can be summarised
as follows:
• For the overlapping period of
the CWB & IECL, CRIII and WDII projects (that is, from the start of CWB & IECL construction to the end of CRIII construction), air quality and noise impacts will arise due to
the construction works in the CWB & IECL, CRIII and WDII project areas. Within
the area of influence at the interface of CWB & IECL / CRIII / WDII, there will be cumulative air quality and noise impacts caused by each
project on the other. Water quality impacts from the CWB & IECL is are considered to be less of a concern in
contrast to the CRIII
and WDII reclamation works.
• During the operational stage of all three projects, air quality and noise impacts may arise due to the cumulative traffic on the WDII roads, the CRIII roads and on
the CWB & IECL (the new Trunk Road). These cumulative impacts will
prevail over the operational impacts of the individual projects.
2.5.4
The effects of these cumulative impacts have been
accounted for in the environmental assessments by presenting worst case
scenarios with due recognition of the contributions to the impacts at any
sensitive receiver from all concurrent works, no matter from which
project. The EIA Reports of all three
projects present the
cumulative air and noise impacts during both the construction and operation
stages, insofar as they affect the respective project areas. Mitigation measures proposed under all three
projects are have been taken into account in the
assessments of residual impacts. In so
doing, environmental impacts are addressed in a comprehensive manner, such that
the overall picture of potential environmental conditions can be obtained over
the whole north shore area.
3.1.1
The following sections summarise the
nature and extent of the key environmental impacts and outcomes arising from
the construction and operation of the Project and related activities taking
place concurrently. Further
details, including the recommended mitigation measures, are provided in the EIA
Report. Section 3.98 also provides a summary
of key environmental impacts avoided and protection and benefits afforded to
sensitive environmental resources and populations.
3.2 Air Quality Impact
Construction Phase
3.2.1
During the construction of the CWB & IECL,
ground excavation, material handling, truck haulage on unpaved site roads, ventilation building
construction as well as tunnel construction would generate a large amount of
dust. The concurrent reclamations and road
works by TDD for the Central Reclamation Phase III and the Wan Chai Development
Phase II would also generate dust impacts.
3.2.2
EDuring construction
phase, adverse dust impacts are predicted at the air
sensitive receivers (ASRs) from Sheung Wan to Causeway Bay. xceedances of Air Quality Objectives (AQO) for both 1-hour and 24-hour Total Suspended Particulates (TSP) are predicted at almost
all air sensitive
receivers (ASRs) (as shown in Figure 3.1) from Sheung Wan to
Causeway Bay. Maximum predicted 1-hour and 24-hour TSP at
the HKCEC
Extension are
3,371 mg m-3
and 1,753 mg m-3,
respectively.
3.2.3
Since exceedance of both TSP guideline and AQO is
predicted at most of the ASR locations, dust suppression measures are required. In order to achieve the air quality objectives,
the following mitigation measures are suggestedproposed for CWB & IECL Project
(excluding works entrusted to TDD) managed by HyD, CWB
entrusted works managed by TDD under WDII project, and
CWB entrusted works managed by TDD under CRIII project:
• strictly limit the truck speed on
site to below 10 km per hour and spray water to keep the haul roads in wet
condition;
• twice daily watering of the work site with
active operations when the weather and the work site are dry;
CWB & IECL projects, managed by Highways
Department:
Ÿstrictly limit the truck speed on site below 10 km
per hour;
Ÿtwice daily watering of the
work site with active operations when the weather and the work site are dry;
and
Ÿwatering during excavation and material handling.
CWB entrustment works, managed by TDD under WDII
project:
Ÿtwice daily watering of the
work site with active operations when the weather and the work site are dry;
Ÿwatering during excavation and material handling; and
Ÿstrictly limit the truck speed
on site below 10 km per hour and water spraying to keep the haul roads in wet
condition.
CWB entrustment works, managed by TDD under CRIII
project:
·water sprays to maintain the work site and dust
materials in a wet
condition;
·regular watering (once every 2 hours) of haul roads
with frequent truck movement and open site with active operations when the
weather and the work site are dry;
·reduce speeds and limit movement of vehicles on
unpaved areas;
·provision of
vehicle wheel and body washing facilities at the exit points of the site,
combined with cleaning of public roads where necessary; and
tarpaulin covering of all dusty vehicle loads
transported to, from and between site locations.
CWB & IECL project
(excluding works entrusted to TDD), managed by HyD
Ÿstrictly
limit the truck speed on site to below 10 km per hour and spray water to keep
the haul roads in wet condition;
twice daily
watering of the work site with active operations when the weather and the work
site are dry;
• watering during
excavation and material handling;
• provision of vehicle wheel
and body washing facilities at the exit points of the site, combined with
cleaning of public roads where necessary; and
• tarpaulin covering of
all dusty vehicle loads transported to, from and between site locations..
1.1.1
CWB entrusted works, managed by
TDD under WDII project
Ÿ
strictly limit the truck speed on site to below 10
km per hour and spray water to keep the haul roads in wet condition;
Ÿ
twice daily watering of the work site with active operations
when the weather and the work site are dry;
Ÿ
watering during excavation and material handling;
Ÿ
provision of vehicle wheel and body washing
facilities at the exit points of the site, combined with cleaning of public
roads where necessary; and
Ÿ
tarpaulin covering of all dusty vehicle loads
transported to, from and between site locations.
CWB entrusted works, managed by
TDD under CRIII project
Ÿ
strictly limit the truck speed on site to below 10
km per hour and spray water to keep the haul roads in wet condition;
Ÿ
twice daily watering of the work site with active
operations when the weather and the work site are dry;
Ÿ
watering during excavation and material handling;
·
provision of vehicle
wheel and body washing facilities at the exit points of the site, combined with
cleaning of public roads where necessary; and
·
tarpaulin
covering of all dusty vehicle loads transported to, from and between site
locations.
3.2.4 With the above mitigation measures, good site practices and comprehensive dust monitoring and audit, no adverse cumulative construction dust impact is predicted at the air sensitive areas. The maximum predicted 1-hour and 24-hour TSP at the HKCEC Extension are 394 mg m-3 and 251 mg m-3, respectively. Therefore, there will be no adverse residual air quality impact due to the CWB & IECL construction activities.
Operational Phase
3.2.5
The dispersion of nitrogen dioxide (NO2),
respirable suspended particulates (RSP) and carbon monoxide (CO) arising from
the combination of
background pollutant levels within and adjacent to the CWB & IECL, vehicle
emissions from open road networks, tunnel portal and ventilation building
emissions from the CWB & IECL, tunnel portal emissions from the Cross
Harbour Tunnel, and portal emissions from the existing underpasses and the
planned deckovers was were modelled.
3.2.6
With the proposed tunnel
portals and ventilation building emissions as well as the design of the
ventilation buildings for the CWB & IECL, The 1-hour average NO2,
24-hour average NO2, 24-hour average RSP and 1-hour average CO
concentration at 1.5 m above ground are predicted to range from 114 to 291 mg m-3, 79 to 150 mg m-3,
62 to 130 mg m-3
and 1,820 to 6,621 mg m-3,
respectively.
3.2.7
The highest predicted 24-hour average NO2 concentration, at the
planned hotel in the vicinity of the existing Cross Harbour Tunnel (CHT) at 1.5 m above ground, approaches the
AQO. However, as the planned hotel will be centrally air-conditioned with
the fresh air intakes at a high level, the air quality at the planned hotel is considered
acceptable.
3.2.8
To summarizse, no adverse cumulative air quality impact is
predicted at the air sensitive areas.
Therefore, no mitigation measures are required.
3.2.9
For the air pollution within the
tunnel section of the CWB & IECL, monitoring of tunnel air quality should
be required undertaken to ensure the acceptability of the
tunnel air quality criteria.
3.3 Noise Impact
Construction Phase
3.3.1
This assessment
has predicted the construction noise impacts associated with the construction
works of the proposed Project and other concurrent projects including the
CRIII, the WDII and the Causeway Bay Flyover.
The
predicted unmitigated noise levels at all representative noise sensitive receivers (NSRs) range from 55 – 93 dB(A). With the use of silenced equipment,
movable noise barriers, reduction in the number of some powered mechanical
equipment (PMEs) and adjustment
of PMEs percentage on-time for some construction tasks at some specific
locations, the
predicted noise levels of at allmost of the residential representative noise
sensitive receivers (NSRs) (as shown in Figure 3.1) and Hong Kong Academy
for Performing Arts Open Air Arena
would comply with the EIAO-TM construction noise criteria in the range of 55 – 75 dB(A)
except Marco Polo Mansion (Eastern Façade) which is dominantly affected by the
construction works of Causeway Bay Flyover. Noise exceednances of 65 dB(A) criterion are
still predicted at the performing art centres including City Hall, Arts Centre and HKCEC Extension. However, as these NSRs are equipped with central
air-conditioning system and good noise insulation facilities., and Since they do not rely on
openable windows for ventilation, so adverse noise impacts are therefore
not expected at inside these NSRs and further mitigation
measures for these NSRs will not be required.
3.3.2
Exceedance
of 9 dB(A) over the noise criterion (75 dB(A)) is also predicted at the open arena of Hong Kong Academy for Performing Arts
and Peoples’ Liberation Army (PLA) Headquarters., pre
Nevertheless, the exceedances are ddominantly due to
construction noise from the CRIII project. ,
According to the noise mitigation measures for
CRIII construction works presented in the EIA rReport
of the CRIII project, movable noise barriers would be adopted for the Extended
Overrun Tunnel, North Hong Kong Island
Line (NIL) (NHKIL)Protection Works and road / drainage works immediately
to the north of the PLA Headquarters.
These would reduce noise levels by at least 5 dB(A). It should, however, be noted that the PLA
Headquarters are already provided with air conditioning and therefore the noise
levels predicted after the adoption of quiet PMEs and movable noise barriers
would not result in adverse noise impacts to the indoor environment of the buildings.and the
recommended mitigation measures and residual impacts were addressed in CRIII
EIA report. A
construction noise EM&A is recommended to check compliance with the noise
criteria.
Operational
Phase
3.3.3
The potential road traffic noise
impacts have been assessed for the worst-case traffic flows in 2027. The predicted unmitigated traffic noise levels at the representative NSRs range
from 56 –to 83 dB(A). Most
of the noise sensitive receivers are predicted to exceed the EIAO-TM traffic
noise criteria. Direct mitigation
measures such as vertical barriers, cantilevered barriers and semi-enclosure
have been proposed on the new ‘New’ roads
to alleviate the traffic noise impacts. Extents
of these direct mitigation measures are shown in Figures 3.2 and 3.3. NSRs at City Garden are also
considered in the assessment. The assessment Rresults
show that the exceedances of traffic noise criteria
are dominantly due to existing roads. With
the implementation of all recommended practicable direct mitigation measures,
exceedances of 1 – 13 dB(A) are still predicted at most of the
NSRs, except
the Victoria Centre, predominantly due to existing roads. As
all direct mitigation measures are exhausted, eligibility assessment for the
provision of indirect technical remedies has been undertaken for these NSRs as well as other NSRs.
With
the implementation of all
recommended practicable direct mitigation measures, exceedance at some representative NSRs near the IECL are still
predicted, predominantly due to ‘New’ roads.
Eligibility assessment for the provision of indirect technical remedies has been undertaken for these
NSRs.
3.3.4
According to the eligibility
assessment results, no NSRs are eligible for the consideration of indirect
technical remedies in the form of window insulation and air-conditioning. since none of them could
fulfil all of the eligibility criteria.
3.3.5
Assessment has been undertaken for
fixed plant noise arising from the proposed tunnel ventilation buildings. The predicted
ventilation shaft noise levels at the NSRs in the vicinity of
ventilation buildings isare predicted to will comply
with the EIAO-TM if silencers are provided at all exhaust fans for the proposed
three ventilation buildings and included in the
design specification. WAccording to the
findings in WDII EIA Report, no adverse cumulative fixed noise impact from the East Ventilation
Building and the
NHKIL ventilation shaft at Tonnochy Road, is expected at the
Causeway Centre, which is the closest NSR to these two ventilation shaftsith
the consideration of cumulative ventilation shaft noise impacts from NIL, exceedance
of EIAO-TM (55 dB(A)) is expected at NSRs 9 and 10, dominantly contributed from
NIL ventilation building.
3.4 Water Quality Impact
3.4.1
As no reclamation will be undertaken
directly for the CWB & IECL, the primary concern with regard to water
quality will be the control of runoff during construction. This could potentially contain elevated
concentrations of suspended
solids (SS),solids, and could impact
upon the flushing and cooling water intakes located along the Victoria Harbour
waterfront, identified as potential sensitive receivers. However, the potential water quality impacts
could be controlled to comply with the WPCO standards of Water Pollution Control
Ordinance by implementing the recommended mitigation measures, including provision of
drainage facilities, oil and silt removal facilities and good site practices.. No unacceptable residual water quality
impact is anticipated.
3.4.2 Mitigation measures, including road drainage with silt traps and petrol interceptors, with adequate maintenance are also recommended to remove oil and grease from the road runoff during operation. No unacceptable residual water quality impact is expected.
3.5 Construction Waste Management and Disposal
3.5.1
Provided that waste arisings from the
construction of the CWB & IECL are handled, transported and disposed of
using approved methods as recommended in the EIA ReportSection 6.7, and
that no solid or liquid wastes enter nearby marine waters, no unacceptable
environmental impacts are envisionaged. In most cases, the inert construction and
demolition (C&D) material can be reused within
the project or at reclamation or public filling areas, , wwhilst the non-inert C&D material will be
disposed of to landfill.
3.5.2
The estimated total quantity of excavated material
from the Central Interchange, IECL and tunnel buildings is about 259,200 m3 and out of
which 35,130 m3
will be reused on-site and 224,070 m3 will be
required to be disposed off-site. As the
construction works for the CWB & IECL project mainly comprise highway
structural works for the trunk road tunnel, bridges and at- grade slip roads, the capacity to receive
excavated material on-site is limited. It should be noted that
according to current planning the WDII reclamation works will still be in progress
at the time the surplus material from Central Interchange will need to be
disposed off-site. As such, it may be possible that the surplus
material from the Central Interchange identified to be disposed off-site could
be used as fill material in WDII, depending on the programme of works that will
actually take place at that time. The
estimated total quantity of excavated material from the entrusted works at
CRIII and WDII areas is about 1,009,000 m3 and out of which 789,000
m3 will be reused on-site and 220,000 m3 will be required
to be disposed off-site. In most cases, the waste material can be reused at
reclamation or public filling areas or disposed of to landfill.
3.5.3
The mitigation measures recommended in
the EIA Report should be incorporated into contract specifications to ensure
that environmental nuisance does not arise from the storage, transport and
disposal of various types of waste arising from the construction of the CWB
& IECL. These recommendations
should form the basis of the site Waste Management Plan to be developed by the
Contractor at the detailed designconstruction
stage.
1.1.1
Ten historical buildings and structures
and a known archaeological site have been identified near the alignment of the
CWB & IECL and the potential impacts from the proposed CWB & IECL on
these heritage resources assessed. The
assessment concludes that direct impacts on the Kellett Island Archaeological
Site and adverse visual impact on the Royal Hong Kong Yacht Club on Kellett
Island are expected and, therefore, mitigation measures, including the planting
of new screen trees and an on-site archaeological survey, should be implemented. No impacts on the historical buildings and
structures are expected as none of them are located in close proximity to the
alignment of the proposed CWB & IECL.
3.6 Landscape and Visual Impact
3.6.1
Key issues relating to the impact on the landscape
and visual context of the proposed road include the loss of existing
vegetation, the addition of infrastructure associated facilities (i.e.
ventilation and administration buildings), associated works (i.e. portals, wing
walls and abutments), elevated road sections and noise abatement elements
including noise barriers and semi-enclosures.
3.6.2
Field and desktop surveys have been carried out to
establish the existing landscape and visual baseline of the Project site. The assessment of the significance of impacts
is based upon a systematic evaluation of the baseline condition and the
predicted impacts during and after the construction of the Project.
3.6.3
The Project site contains substantial engineering
works and any landscape and visual impacts are to be mitigated through quality
design solutions. The proposed built
components of the Project should be designed as an integrated design system
that establishes a unique quality within the context of their purpose. The guiding objectives for landscape
mitigation design include the following:
• To establish a coherent language within the overall
landscape character and ancillary buildings and built elements.
• To
integrate connections with adjoining open space areas.
• To attempt
to reduce the divisionary character of the road system from the harbour.
• To
establish low maintenance amenity planting areas through species selection
which will ensure rapid vegetation cover, seasonal interest and species
diversity whilst maintaining continuity.
3.6.4
The potential impacts during the construction phase
are:
Residual Landscape Impacts
Moderate adverse
impacts would occur through vegetation removal at the eastern and western above
ground sections of the CWB & IECL. Within
the 554 number
of trees surveyed, 61 number of trees are proposed to be felled, 132 number
to be retained and 361 number to be transplanted. Trees to be felled are those which are considered not worthy of
transplanting, or are of poor form and for reasons
of safety. Constraints on the road alignment
and the requirements for construction working space have necessitated that a
number of trees will be felled. Approval for felling and
transplanting is required from the
Leisure
and Cultural Services Department.
Significant adverse impacts would occur through close proximity to the
construction works at Royal Hong Kong Yacht Club (RHKYC), Police Officers’ Club
(POC), Causeway Bay Typhoon Shelter and Promenade; their quality of recreation
use will be significantly
affected.
Residual
Visual Impacts
Significant adverse
impacts would occur along the majority of the CWB & IECL length from
buildings with a harbour outlook, especially in the Causeway Bay, Tin Hau and
Tai Hang districts. Moderate / significant adverse impacts on near or adjoining
open space and recreation areas such as Victoria Park, RHKYC, POC, and Causeway
Bay Typhoon Shelter and Promenade.
Moderate adverse impacts on visually sensitive receivers (VSRs) with
distant views from Tsim Sha Tsui waterfront.
3.6.5
Residual impacts are taken at Year 10 after Day 1
of operation. It is assumed that the
works under other contracts have been completed and tree planting matured to
provide adequate screening. The
potential residual impacts during the operational phase are:
Residual Landscape Impacts
Due to the elevated
road structures of IECL dominating the landscape, significant adverse impacts
would occur at RHKYC and Causeway Bay Typhoon Shelter and moderate / significant adverse at the future WDII waterfront
open space. Moderate adverse impacts
would occur at the POC, and Victoria Park and Victoria Park Road due to the
dominance of the elevated IECL. The
extended Rumsey Street Flyover and its associated elevated slip road are
located further west from the proposed Central waterfront promenade. Thus, they have negligible impact to the
planned waterfront promenade.
Residual Visual Impacts
Significant and moderate / significant adverse impacts on VSR’s would generally
occur in the Tin Hau, Tai Hang, Causeway Bay and Wan Chai districts where
numerous existing and future residential and hotel buildings and amenity areas
command open views of the Island Eastern Corridor. The
Central area will have one significant adverse impact VSR – the residential
units at Shun Tak Centre. Moderate /
significant adverse impact would occur at the RHKYC, the POC, the Causeway Bay
Typhoon Shelter and Promenade, Airport Railway Hong Kong Station Northern Site
Development, future waterfront open space within WDII, and future waterfront
related commercial and leisure uses within WDII due to the close view of the
elevated road structures.
3.6.6
Receivers having negligible impact are generally
not affected by the CWB & IECL works but by the reclamation works under
CRIII and WDII.
3.6.7
The overall residual landscape and visual impact
after the implementation of the recommended mitigation measures will be
moderate adverse. In the context of
Annex 10 of the EIAO-TM, the landscape and visual
impacts are considered acceptable with mitigation measures.
3.6.8
Residential receivers in Causeway Bay and Tin Hau will incur
significant adverse visual impact due to the proposed elevated IECL and the
associated vertical noise barriers which will become an imposing feature to the
residential flats facing the harbour.
The Project will pose a key concern on the issue of visual impact to
these localised areas. The mitigation
measures proposed at these areas including the aesthetic design of the elevated
road and noise barriers have limited potential to reduce the scale of the
impact. Future developments and
landscape proposals undertaken within adjoining projects at the Wan Chai Development PhaseWD II project area and the design of IECL ancillary
structures may, however, alleviate some adverse
impacts by offering a high quality alternative view.
1.1.1
at Riviera Mansion,
Prospect Mansion, Miami Mansion, Highland Mansion, Marco Polo Mansion, Victoria
Park Mansion, Chesterfield Mansion with significant adverse visual impact are
in a location where the total height of the proposed elevated IECL and the
associated 5.5 m high vertical noise barrier and 5.5 m high with 2 m
cantilevered noise barrier (total 398 m in length) will become an imposing
feature to the residential flats facing the harbour. The Project will pose a key concern
on the issue of visual impact to this localised area in Causeway Bay. Other VSR’s categorised with significant
adverse impacts are Gloucester
Road 160-233, Elizabeth House, Top Glory Tower/Hoi Kung Court / Hoi To Court /
Hoi Deen Court in Causeway Bay, Belle House, Gordon House, Mayson Garden
Building, Victoria Court, Viking Court, Triumph Court, Park Towers, King’s Road
2-14, and Harbour Heights in
Tin Hau. The mitigation measures
proposed at these areas within the Project have limited potential to reduce the
scale of the impact. Future developments
and landscape proposals undertaken within adjoining projects at the Wan Chai Development Phase II project area
may alleviate some adverse impacts by offering a high quality alternative view.route would would
would would would will
be incurred occur would would s
Construction Phase
1.1.1
The potential significant residual
impacts during the construction phase will be:
Landscape
Impacts
1.1.1
Moderate adverse impacts will
occur through vegetation removal at the eastern and western above ground
sections of the CWB & IECL. Significant
adverse impacts will occur through close proximity to the construction works at
Royal Hong Kong Yacht Club (RHKYC), Police Officers Club, Causeway Bay Typhoon
Shelter and promenade, and playground between petrol station and the Victoria
Park.
Visual Impacts
1.1.1
Significant adverse impacts
along the majority of the CWB & IECL length from buildings with a harbour
outlook. Moderate / significant adverse
impacts on near or adjoining open space areas such as the Victoria Park will
occur. Moderate adverse impacts on
visually sensitive receivers (VSRs) with distant views from Tsim Sha Tsui
waterfront and residential areas in Tin Hau and Tai Hang are also predicted.
Operational Phase
1.1.1
Residual impacts in operation phase
are taken at Year 10 when planting is assumed to have been matured providing
screening effect. The potential
significant residual impacts during the operational phase will be:
Landscape Impacts
1.1.1
Significant adverse impacts at
RHKYC and Causeway Bay Typhoon Shelter and moderate / significant adverse at
the future WDII waterfront open space due to the dominance of the elevated IECL
and its associated noise abatements.
Visual Impacts
1.1.1
Significant adverse impacts on VSRs
will be in Tin Hau, Tai Hang and Causeway Bay districts where numerous
buildings have clear views of the Island Eastern Corridor.
1.1.1
Overall in the context of Annex
10 of the EIAO-TM, the landscape and visual impacts are acceptable with
mitigation measures during the construction and operational phases of the
Project.
1.1.1
Residential receivers at Riviera
Mansion, Prospect Mansion, Miami Mansion, Highland Mansion, Marco Polo Mansion,
Victoria Park Mansion, Chesterfield Mansion with significant adverse visual
impact are in a location where the total height of the proposed elevated IECL
and the associated 5.5 m high noise barrier will become an imposing feature to
the residential flats facing the harbour. With careful design of the aesthetic
of bridge structures and noise barriers and to integrate them with the proposed
promenade development at the Causeway Bay Typhoon Shelter reclamation for
offering an interesting waterfront feature will reduce the scale of the
impact. The landscape and visual
impacts are considered acceptable with the implementation of these measures at
this localised area in Causeway Bay.
3.7 Environmental Monitoring and Audit (EM&A)
3.7.1
As detailed in the Project EM&A
Manual, theis
EIA has recommended an EM&A programme comprising monitoring before construction
and monitoring and audit during both construction and operation of the Project
for air quality, noise,
water quality and waste management.
An independent environmental checker is also recommended to oversee the
performance of the contractor and environmental team during the EM&A
programme.
3.8 Environmental Benefits, Designs, Key Protection Measures and Enhancements
3.8.1
The key benefit associated with the
Project will be the provision of a new trunk road network relieving the heavy
traffic condition congestion between Central and Causeway
Bay. Additional environmental
protection measures arising from the Project include:
•
the existing air sensitive receivers from Sheung Wan
to Causeway Bay will be protected from adverse construction
air quality impact by the recommended dust control measures during construction
phase;
• the existing noise sensitive receivers from Sheung
Wan to Causeway Bay, including Korea Centre, Causeway Centre, Elizabeth House, Riviera
Mansion, Mayson Garden Building, Belle House and Victoria Centre will be
protected from adverse construction noise impact by the recommended noise
mitigation and control measures during construction phase; and
• the recommended noise mitigation measures will effectively alleviate the road
traffic noise impacts arising form the proposed new roads on the existing residential noise
sensitive receivers at Riviera Mansion, Macro Polo Mansion, Viking Garden,
Victoria Court, Mayson Garden Building, Gordon House and Belle House near the
IECL during operational phase. Exceedances of noise criterion at the Victoria
Centre, predominantly due to proposed new roads, are predicted even though
direct mitigation measures are exhausted. Eligibility assessment for the
provision of indirect technical remedies has been undertaken for these NSRs.
Indirect technical remedies would not be provided at Victoria Centre as it does
not fulfil the eligibility criteria.
as no adverse
operational air quality impacts at the existing and planned air sensitive
receivers from Sheung Wan to Causeway Bay are predicted, mitigation measures
are not considered necessary;
·
the existing noise sensitive receivers from Sheung Wan
to Causeway Bay, including Korea Centre, Causeway Centre, Elizabeth House,
Riviera Mansion, Mayson Garden Building, Belle House and Harbour
Heights Victoria
Centre will be protected from adverse construction noise
impact by the recommended noise mitigation and control measures during
construction phase; and
the recommended noise mitigation measures will be effectively
alleviate the road traffic noise impacts arising from the proposed new roads on
the existing residential noise sensitive receivers at Riviera
Mansion, Macro Polo Mansion, Viking Garden, Victoria Court, Mayson Garden Building, Gordeon House, and Belle
House and Harbour Heights near the
IECL during operational phase.
Exceedances of noise criterion at the Victoria Centre, predominantly due to
proposed new roads, are predicted even though
direct mitigation measures are exhausted.
However, the exceedances are dominantly contributed
by existing road noise, and the predicted overall noise levels in Year 2027 at
the NSRs are less than or not higher than its prevailing noise levels in Year
2003Eligibility
assessment for the provision of indirect technical remedies has been undertaken
for these NSRs. Indirect technical
remedies would not be provided at Victoria Centre as it does not fulfil the
eligibility criteria.
4.1.1
The findings of theis
EIA have provided information on the nature and extent of environmental impacts
arising from the construction and operation of the Project. The EIA has, where appropriate, identified mitigation
measures to ensure compliance with environmental legislation and standards.
4.1.2
Overall, the EIA Final Report for the
development of CWB & IECL has predicted that the Project will comply with all environmental
standards and legislation after the proposed construction and operational stage
mitigation measures are implemented. Theis
EIA has also demonstrated the general acceptability of the residual impacts
from the Project and the protection of the population and environmentally
sensitive resources. Environmental
monitoring and audit mechanisms have been recommended before and during
construction and operation, where necessary, to verify the accuracy of the EIA
predictions and the effectiveness of recommended mitigation measures.
