1.1
Project
Background
1.1.1
The
Central and Wan Chai Reclamation Feasibility Study, completed in 1989, examined
the development of approximately 108 hectares of new reclamation and 60
hectares of water basin, together with existing land to be redeveloped, along
the Central, Wan Chai and Causeway Bay shoreline. The study also identified the need for an east-west strategic
route along the northshore of Hong Kong Island, to relieve the overloaded
traffic on the existing east-west routes.
This trunk route comprised a tunnel section through Central and Wan Chai
(the Central-Wan Chai Bypass) and an elevated roadway along the Causeway Bay
shoreline (the Island Eastern Corridor Link), connecting to the existing Island
Eastern Corridor.
1.1.2
The
Central and Wan Chai Reclamation Feasibility Study proposed development to be
carried out in five stages. Central
Reclamation Phase I, for accommodating the Hong Kong Central Station of the
Airport Railway, was completed in June 1998.
Central Reclamation Phase II, at the previous Tamar Basin, was completed
in September 1997. Wan Chai Reclamation
Phase I, for the extension to the Hong Kong Convention and Exhibition Centre
(HKCEC), was completed in July 1997.
Detailed design for Central Reclamation Phase III (CRIII) is currently
in progress.
1.1.3
The
Wan Chai Development Phase II (WDII) is the fifth phase in the implementation
of the Central and Wan Chai Reclamation, following Central Reclamation Phases
I, II and III and Wan Chai Reclamation Phase I. Figure 1 indicates the site location of the WDII project.
1.1.4
As
a result of considerable public concern over reclamation in the Victoria
Harbour, the Protection of the Harbour Ordinance was enacted on 30 June 1997,
and was amended by the Protection of the Harbour (Amendment) Ordinance 1999
enacted on 2 December 1999 (the Harbour Ordinances). Under the Harbour Ordinances, the Harbour is to be protected and
preserved as a special public asset and a natural heritage and there shall be a
presumption against reclamation in the Harbour. The reclamation for CRIII as proposed in the original scope of
the Central and Wan Chai Reclamation was reviewed and subsequently
reduced. To comply with the Harbour
Ordinances, the WDII project (hereafter the ‘Project’) has also to be reviewed.
1.1.5
The
main objective of the Project is, now, not to reclaim land for development, but
to provide land for key transport infrastructure and facilities. The key transport infrastructure for which
land needs to be provided comprises the Central-Wan Chai Bypass (CWB), the
Island Eastern Corridor Link (IECL), the proposed North Hong Kong Island Line
(NIL) and the proposed fourth rail harbour crossing section of the Shatin to
Central Link (SCL). In addition, the
Project will also include the reprovisioning of any existing waterfront
facilities affected by the Project as well as any necessary measures to improve
the resultant shoreline so that an attractive waterfront promenade would be
created for the enjoyment of the public.
1.2
Objectives
of the EIA Study
1.2.1
According
to the EIA Study Brief, the objectives of this EIA Study is to provide
information on the nature and extent of environmental impacts arising from the
WDII development works. All related
activities taking place concurrently shall also be assessed to investigate the
potential cumulative impacts. This
information will contribute to decision on whether or not:
(a)
the
adverse environmental impacts are within the established standards / guidelines;
(b) there
are any conditions and requirements for the detailed design, construction and
operation, of the proposed Project; and
(c) the
residual impacts (impacts after the proposed mitigation measures are
implemented) are within the established standards / guidelines.
1.3
Consideration
of Environmental Impact Assessment Ordinance
1.3.1
The
proposed Project is an engineering feasibility study of an urban development
project with a study area covering more than 20 ha. Under the Environmental Impact Assessment Ordinance (EIAO), this
Project is classified as a Schedule 3 Designated Project (DP) under item 1 of
the Schedule 3 “Major Designated Projects Requiring Environmental Impact
Assessment Reports”. A detailed
environmental assessment for approval by the Director of Environmental Protection
(DEP) is required.
1.3.2
The
Project also contains various Schedule 2 DPs that, under the EIAO, require
Environmental Permits (EPs) to be granted by the DEP before they may be either
constructed or operated. Table 1.1
summarises the five individual DPs under this Project. Figure 2 shows the locations of these
Schedule 2 DPs.
Table 1.1 Schedule
2 Designated Projects involved in the Wan Chai Development Phase II under the
EIAO
|
Designated
Project |
EIAO Reference |
Remarks |
|
Reclamation works (including associated dredging works) |
Schedule 2, Part I, C.1 |
Reclamation more than 5 ha in size |
|
WDII major roads (including Road P2) |
Schedule 2, Part I, A.1 |
Primary / district distributor roads |
|
Wan Chai East Sewage Outfall |
Schedule 2, Part I, F.6 |
A submarine sewage outfall |
|
Kellett Island Marina |
Schedule 2, Part I, O.2 |
A marina designed to provide moorings for not less than 30 vessels used primary for pleasure or recreation |
|
Cross-harbour Water Mains from Wan Chai to Tsim Sha Tsui |
Schedule 2, Part I, C.12 |
A dredging operation which is less than 100 m from a seawater intake point. |
1.3.3
While
this EIA Study is undertaken as part of the Comprehensive Feasibility Study of WDII
and under Schedule 3 of the EIAO, the EIA Report has also included
environmental impact assessments of the Schedule 2 DPs identified in Table 1.1
above, for the application of EPs for individual Schedule 2 DPs.
1.3.4
The
CWB&IECL project, which includes road sections within the WDII project
area, is a trunk road and is considered as a DP under Schedule 2, Part I,
A.1. An EIA has been conducted
separately by Highway Department's Consultant for the CWB&IECL project in
accordance with Schedule 2 of the EIAO.
1.3.5
The
WDII study has also confirmed that there will be a need, after 2016, for the
North-South Link, which provides a direct link to the Wan Chai hinterland in
order to overcome traffic congestion on the existing Canal Road Corridor. However, the North-South Link and its
associated slip road connections will be implemented as separate items from the
current WDII project, at a later stage.
It will be subject to detailed engineering assessment to confirm the
technical viability. The North-South
Link is a DP under the EIAO and an EIA will be required to confirm its
environmental acceptability under the EIAO.
The current EIA for WDII has not included the North-South Link.
2.1
Site
Location and Study Area
2.1.1
The
WDII Study Area is demarcated by Hing Fat Street to the east, Victoria Park
Road and Gloucester Road to the south and Fenwick Pier Street to the west.
2.1.2
The
study area comprises urban development on existing reclaimed land along the Wan
Chai and Causeway Bay shoreline, together with existing seabed along the
shoreline that will be reclaimed under the Project. Major land uses within the study area include the HKCEC
Extension, the Wan Chai ferry piers, the Wan Chai Public Cargo Working Area
(PCWA), the Royal Hong Kong Yacht Club (RHKYC), the Police Officers' Club and
the Causeway Bay Typhoon Shelter.
2.1.3
New
land will be formed along the Wan Chai and Causeway Bay shoreline, primarily
for the construction of key infrastructure and to provide an attractive
waterfront with a new public promenade.
A total reclamation area of some 28.5 ha is envisaged, with the newly
reclaimed land forming a narrow strip of land along the existing Wan Chai and
Causeway Bay shorelines, from the interface with the CRIII project west of the
HKCEC Extension to the east of the Causeway Bay typhoon shelter. The road layout and land use proposals are
shown in Figures 3 and 4.
2.2
Project
Requirements, Scope and Benefits
Project Requirements
2.2.1
The
Project is driven by the need for the implementation of the Trunk Road, which is
defined as the section of road extending from Rumsey Street Flyover Extension
in Central to the Island Eastern Corridor (IEC) in Causeway Bay, comprising the
CWB and the IECL.
2.2.2
The
Trunk Road will form an east-west strategic route through Central and Wan
Chai. The Trunk Road is an essential
element of Government’s strategic transportation planning for Hong Kong and is
required to provide relief to the existing main east-west route (that is,
Connaught Road - Harcourt Road - Gloucester Road). The Trunk Road was originally proposed under the Central and
Wanchai Reclamation Feasibility Study, under which its feasibility was
established.
2.2.3
Apart
from providing land for key transport infrastructure and facilities, the
Project can also create a coherent pattern of land use and for the development
of an appropriate waterfront ‘edge’ to the existing urban area. The Project will therefore consider
imaginative and high quality measures to develop a waterfront of international standard
for the enjoyment of residents and tourists.
This is in line with the intentions expressed in the Chief Executive’s
1999 Policy Address, in which he stated his commitment to the improvement of
Hong Kong's waterfront, with open plazas, landscaped areas, shops and
restaurants, for the enrichment of Hong Kong's quality of life.
Project Scope
2.2.4
The
scope of the Project comprises:
(i)
land
formation for key transport infrastructure and facilities, including the CWB,
(comprising a dual 3-lane Trunk Road tunnel and two separate 2-lane single-way
tunnels linking HKCEC to Causeway Bay forming the Wan Chai Bypass), the IECL,
the NIL, the SCL and the necessary ground level road connections to facilitate
through traffic from Central to Wan Chai;
(ii)
the
waterfront promenade and other essential facilities; land is also required for
the associated / supporting facilities for the waterfront promenade.
(iii) reprovisioning / protection of existing
facilities and structures affected by the land formation works mentioned above,
and provision for a Government helipad;
(iv)
extension, modification, reprovisioning or protection
of existing storm water drainage outfalls, sewerage outfalls, Wan Chai East
Screening Plant and watermains affected by the revised land use and land
formation works mentioned above, and upgrading of hinterland storm water
drainage system and sewerage system, which would be rendered insufficient by
the land formation works mentioned above;
(v)
provision of ground level roads, road bridges,
footbridges, necessary transport facilities and the associated utility
services;
(vi) construction of the new waterfront
promenade, landscape works and the associated utility services.
2.3.1
The
WDII construction works are anticipated to commence on site in March 2004, with
completion of the Project by February 2010.
Construction needs to be carried out in stages in order to meet the
services and utilities reprovisioning requirements and construction sequencing
constraints. A staged construction
programme, with works in each area being carried out sequentially, has been
developed to meet the objectives of the Project. The staging of the reclamation works, with respect to the above
issues and constraints, is shown indicatively in Figure 5.
2.4.1
The
following projects are related to the WDII project:
(i) Territory Development Department's CRIII
project, comprising reclamation along the Central waterfront for transport
infrastructure needs (including the CWB and NIL) and basic land use
requirements. CRIII construction will
take place from August 2002 to March 2007.
(ii) Highways
Department's CWB&IECL project, for the construction of the CWB and IECL
from Rumsey Street Flyover Extension in Central to the IEC in Causeway
Bay. The construction of the CWB tunnel
structures through WDII and CRIII will be entrusted to the WDII and CRIII
projects respectively. Construction
will commence in March 2004 and the project will be completed in February 2012.
(iii)
Highways Department's Causeway Bay Flyover project,
which will be constructed from May 2003 to February 2006.
2.5
Interrelationship
between the WDII, CRIII and CWB&IECL Projects
2.5.1
The
WDII, CRIII and CWB&IECL 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
Figure 6, which also indicates the overall construction programmes of these
three projects.
2.5.3
With
respect to the assessment of environmental impacts for the WDII Project, the
key indicators of air, noise and water quality will be influenced by the
cumulative effects of overlapping programmes of construction works and by the
physical intrusion through each others' project areas. These cumulative effects can be summarised
as follows:
·
For
the overlapping period of the WDII and CRIII projects (ie from the start of
WDII construction to the end of CRIII construction), air, noise and water
quality impacts will arise due to the construction works in both the CRIII and
WDII project areas. (Concurrent CWB
construction works will be taking place at the Central Interchange, but these
will not affect the WDII project area.)
Within the area of influence at the WDII/CRIII interface, there will be
cumulative air quality and noise impacts caused by each project on the
other. Cumulative water quality impacts
from both the CRIII and WDII reclamation works, which will be taking place over
the same period of time, will prevail over the water quality impacts of the
individual projects, and will affect both project areas.
·
During
the period from end of CRIII construction to end of WDII construction, air,
noise and water quality impacts will arise due to construction works in the
WDII project area, and cumulative air and noise impacts will also arise due to
the concurrent construction of the IECL.
·
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 and IECL (the new Trunk Road);
·
water
quality impacts may arise as a result of the combined new shoreline
configuration of the WDII and CRIII projects.
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, and the results of the cumulative
water quality impact assessment are presented in both the WDII and CRIII EIA
Reports. Mitigation measures proposed
under all three projects are 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. The key
sensitive receivers in the study area, with respect to air quality, noise and
water quality, are indicated in Figure 7.
Section 3.12 also provides a summary of key environmental impacts
avoided and protection and benefits afforded to sensitive environmental
resources and populations.
3.2.1
During
reclamation, filling and surcharging were identified as the major dust
sources. Entrusted work of the CWB
tunnel section would also cause potential dust nuisance during excavation and
backfilling. Exceedences of both 1-hour
and 24-hour Total Suspended Particulates (TSP) objectives (500 mg m-3 and 260 mg m-3) are predicted at almost all
air sensitive receivers (ASRs) from Wan Chai to Causeway Bay. For example, maximum predicted 1-hour and
24-hour TSP levels at HKCEC Extension are 3,371 mg m-3 and 1,753 mg m-3, respectively.
3.2.2
In
order to achieve the air quality objectives, the following dust suppression
measures are suggested:
Ÿ
strictly
limit the truck speed on site to below 10 km per hour and water spraying 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.
3.2.3
With
the above mitigation measures, the air quality at all ASRs will comply with the
1-hour and 24-hour TSP criteria. (Using the above example again, the maximum predicted 1-hour and
24-hour TSP levels at HKCEC Extension, after mitigation, are 394 mg m-3 and 251 mg m-3,
respectively.) There will be no
residual adverse air quality impact due to the WDII construction activities and
the cumulative effects of concurrent projects.
Operational Phase
3.2.4
The
dispersions of nitrogen dioxide (NO2), respirable suspended
particulates (RSP) and carbon monoxide (CO), arising from the background
pollutant levels within and adjacent to WDII, vehicle emissions from open road
networks, tunnel portal and ventilation building emissions from the CWB, tunnel
portal emissions from the Cross Harbour Tunnel, and portal emissions from
existing underpasses and planned deckovers, have been modelled.
3.2.5
The
predicted 1-hour average NO2, 24-hour average NO2,
24-hour average RSP and 1-hour average CO concentrations at 1.5 m above ground
are in the range of 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. These are all within the air quality
objective limits.
3.2.6
No
adverse cumulative air quality impacts are predicted at the air sensitive areas
for the operational phase. No
mitigation measures are required.
3.3
Noise
Impacts
Construction
Phase
3.3.1
WDII construction noise impacts have been predicted for
daytime activities, taking into account other concurrent projects including the
CRIII and CWB&IECL projects and the Causeway Bay Flyover project. The predicted unmitigated noise levels range
from 60 to 89 dB(A) at the representative noise sensitive receivers (NSRs),
including residential developments along Hing Fat Street and Gloucester Road,
at the performing art centres and at the HKCEC Extension.
3.3.2
With the use of silenced equipment and movable barriers
for WDII construction tasks and implementation of the noise mitigation measures
proposed in the CRIII and CWB&IECL EIA Reports, the noise levels at all
residential NSRs would comply with EIAO-TM construction noise criteria during
normal daytime working hours, with mitigated noise levels being in the range of
60 to 75 dB(A). Some noise exceedences
of 4 to 7 dB(A) are still predicted at the performing art centres and at the
HKCEC Extension. However, these NSRs
are equipped with central air-conditioning systems and good noise insulation
facilities, and they do not rely on openable windows for ventilation. No adverse noise impacts are therefore
expected for the indoor environments of these NSRs.
3.3.3
An indicative assessment has been undertaken for
possible construction activities during restricted hours (1900 to 2300)
associated with the reclamation works of the Project. With the reduction of plant numbers, adoption of quiet plant and
reduction of on-time percentage for some equipment, the predicted noise levels
at all representative residential NSRs would comply with the construction noise
criterion of 65 dB(A). Noise
exceedences of the 65 dB(A) criterion at HKCEC are still predicted at certain
periods, for
plant working close to the HKCEC Extension. It should be noted that the results of the
construction noise impact assessment for restricted hours (1900 to 2300) are
for indicative purposes; the Noise Control Authority will process any CNP
application, based on the NCO and the relevant technical memoranda in addition
to considering the contemporary situations / conditions.
Operational
Phase
3.3.4
The
potential road traffic noise impacts have been assessed for the worst-case
traffic flows in 2027, taking into consideration the recommended noise barrier
mitigation measures on the IECL as proposed in the CWB&IECL EIA
Report. The noise levels at a number of
NSRs are predicted to exceed the EIAO-TM traffic noise criterion of 70 dB(A)
for residential buildings. However,
noise exceedences at these NSRs are mainly attributed to the existing roads and
to the proposed IECL (reference can be made to the CWB&IECL EIA Report). The ‘New’ WDII road noise contributions to
the overall noise level is negligible (that is, less than 1.0 dB(A)). In addition, some NSRs such as the Art
Centre and HKCEC Extension are equipped with central air-conditioning systems
and noise insulation, and they do not rely on openable windows for ventilation. Therefore, adverse traffic noise impacts are
not expected at the indoor environment of these NSRs. No operational mitigation measures are necessary for the proposed
WDII roads.
3.3.5
No
adverse impact from helicopter noise and fixed noise sources including
ventilation shaft noise from the CWB ventilation buildings are anticipated at
the existing and planned NSRs.
3.4
Hydrodynamics,
Water and Sediment Quality Impacts
Construction
Phase
Marine-based Impact
3.4.1
The
water quality impacts during the reclamation of WDII have been quantitatively
assessed by numerical modelling.
Suspended sediment is identified as the most significant water quality
parameter during the reclamation. The
worst-case scenarios during reclamation, taking into account the anticipated
reclamation stages and possible overlapping dredging and filling activities,
were assessed. The assessment also
takes into account the cumulative effects that arise from the adjacent CRIII
reclamation and other concurrent reclamation works in the Harbour. It is predicted that potential water quality
impacts could occur at seawater intakes along the Central and Wan Chai
shorelines and in the Causeway Bay typhoon shelter, with a maximum concentration
of suspended solids (SS) at the surface layer up to 263 mg L-1. However, the water quality impacts on the
seawater intakes can be effectively minimised with the implementation of
proposed mitigation measures, which include silt curtains around the dredging
operations, silt screens at the intakes and bulk filling behind constructed
seawalls. Maximum surface SS levels at
the seawater intakes will be less than 30 mg L-1 after the
implementation of these measures and
there will be no residual adverse water quality impacts due to the WDII
reclamation and due to the cumulative effects from other concurrent reclamation
activities.
Land-based Impact
3.4.2
Water
quality impacts from land-based construction, including road works, waterfront
facilities and public utilities, are associated with the surface runoff,
effluent discharge from the site and sewage from on-site construction
workers. Impacts can be controlled to
comply with statutory standards by implementing mitigation measures such as
on-site drainage and sediment traps to control run-off. No unacceptable residual impact on water
quality is anticipated.
Operational
Phase
Hydrodynamics
3.4.3
An
assessment of the hydrodynamic impact due to the WDII reclamation has been
undertaken for the new coastline configuration which will be constructed under
the WDII project, and the adjacent CRIII project. Potential impacts to tidal flows have been assessed by comparing
the baseline and operation phase conditions.
It is concluded that, during the operation phase, the WDII reclamation
alone will result in minimal change to the tidal flow regime (with a change of
mean discharges through Victoria Harbour of less than 0.5%). Flow speed distributions within Victoria
Harbour before and after implementation of WDII are very similar and the
reclamation will cause only slight change to the prevailing currents in the
study area.
3.4.4
It
is therefore concluded that the WDII reclamation will have minimal impact on
the hydrodynamic regime in the study area.
Water Quality
3.4.5
An
assessment of the water quality impacts during the operation of WDII has also
been undertaken. Comparison between the
baseline and operational water quality modelling results suggests that the
levels of pollutants near Wan Chai and the neighbouring areas are similar under
both baseline and operational scenarios.
No unacceptable impacts associated with the operation of the WDII upon
the water quality in Victoria Harbour are envisaged. Operation phase mitigation measures are not considered necessary.
3.5
Waste
Management
3.5.1
The
total volume of dredged sediment for the WDII reclamation is estimated to be
approximately 0.99 Mm3. A
review of the sediment quality data from the marine ground investigation works
indicates that some 0.6 Mm3 of the marine sediments to be dredged in
the proposed WDII area would be classified as Category H (ie high levels of
contaminants). The dredged sediment
will therefore not be suitable for open sea disposal. However, with the implementation of mitigation measures in
accordance with the requirements of Works Branch Technical Circular (WBTC) No.
3/2000, and disposal to the contaminated mud pits at East Sha Chau, no residual
adverse impact is predicted.
3.5.2
In
the Causeway Bay typhoon shelter, Category H sediment with high concentrations
of PCBs have been identified and biological screening will be required for the
sediment sampling and testing to be carried out in the further ground
investigation works at the design phase of the Project. To cater for the possibility that some of
these sediments may fail the biological screening tests, special disposal
arrangements have been reviewed; containment of the contaminated sediments in
geosynthetic containers before disposal at the East Sha Chau contaminated mud
pits is proposed to prevent any release of material to the marine
environment. Field trials are
recommended to establish the optimum handling method for this approach.
3.5.3
Wastes
generated by construction activities will include construction and demolition
(C&D) materials (including excavated material), general refuse and chemical
waste. Provided that these identified
waste arisings are handled, transported and disposed of using approved methods
and that the recommended good site practices as identified in the EIA Report
are strictly followed, adverse environmental impacts are not anticipated. The C&D material should be sorted
on-site into inert C&D material (ie public fill), for reuse in the
reclamation, and C&D waste for recycling or disposal.
3.6
Land
Contamination
3.6.1
The
land contamination assessment included a review of site history and existing
environmental information, and a preliminary site inspection. Two possible contaminated land sites have
been identified: the A. King Marine shipyard in the Causeway Bay typhoon
shelter and the boatyard area of the RHKYC.
Potential contaminants arising from shipyard operations and the yacht
club have been identified, however, based on available information, the
potential for land contamination in these areas is not considered to be
insurmountable.
3.6.2
It
is proposed that site investigation should be conducted prior to the
commencement of site clearance / construction works. The requirements for EM&A with respect to land contamination,
if necessary, should be determined upon completion of the site investigation
works.
3.7
Terrestrial
Ecology
3.7.1
The
terrestrial ecological resources within the study area comprise a variety of
habitat types including man-made terrestrial habitat and associated bird
community. No terrestrial sensitive
receivers are in the vicinity of the study area and the nearest country park,
the Aberdeen Country Park, is approximately 2 km inland to the south. Apart from isolated trees over the study
area, the most significant green area is Victoria Park. The ecological assessment indicates that the
terrestrial ecological resources present within the study area are of low
ecological value.
3.7.2
It
is anticipated that no specific mitigation measures will be required for the
potential terrestrial ecological impacts to preserve ecological resources in
the study area. Tree loss will be
compensated by landscaping. No
unacceptable terrestrial ecological impacts are anticipated.
3.8
Marine
Ecology
3.8.1
The
marine ecological resources within the study area comprise a variety of habitat
types including artificial seawall, natural intertidal shoreline and soft
bottom benthic habitat. There are no
ecological sensitive receivers, such as Sites of Special Scientific Interest,
Fish Culture Zones and Marine Parks and/or Reserves and other areas of
ecological importance or conservation interest, in and within the vicinity
of the study area. The ecological
assessment indicates that the marine ecological resources within the WDII area
are considered to be of low ecological value.
3.8.2
The
dredging and reclamation works will result in the permanent loss of approximately
28.5 hectares of soft bottom benthic habitat.
Approximately 1,110m of rock armoured sloping seawall and 440m of
sloping seawall (with granite facing) will be permanently lost due to
reclamation or removal of existing breakwaters. Approximately 2,800m of existing vertical seawall will also be
lost during the reclamation, but some 1.5 km of new caisson wave energy
absorbing seawall and 1.3 km of new blockwork seawall will be constructed. These seawalls are expected to provide
habitat of similar ecological value to that of the existing blockwork seawalls
that constitutes the main part of the reclaimed intertidal habitat. Since the benthic community and intertidal
community in the study area are of low ecological value, only minor impacts are
anticipated from the reclamation works.
3.8.3
Based
on the water quality modelling, the marine ecological impact associated with
the WDII development is considered to be low.
It is anticipated that the new seawalls would not cause adverse impact
to the recolonisation of intertidal marine organisms. Similar intertidal flora and fauna existing at present are
expected to recolonise the new seawall, which is largely restricted to
encrusting sessile.
3.9
Landscape
and Visual Impacts
3.9.1
A
landscape and visual impact assessment (LVIA) has been conducted to assess the
impacts of the proposed developments within the WDII, for both the construction
and operation phases, on the surrounding area.
Landscape and visual mitigation measures would be achieved principally
through the realisation of a Master Landscape Plan encompassing the following
objectives:
·
the
establishment of a network of open spaces providing for a range of functions
including pedestrian circulation and as a venue for community events;
·
the
creation of major landscape spaces forming pedestrian arteries linking the
waterfront with existing open spaces, proposed and existing adjacent
developments and other areas of the city;
·
the
establishment of an integrated, pedestrian oriented streetscape which will
enhance pedestrian movement, integrate the proposed and existing developments
within an overall landscape framework and generally improve the quality of the public environment;
·
the
provision of green buffer areas to mitigate negative environmental conditions
associated with transport corridors, especially for the proposed IECL;
·
the
development of an integrated, fully co-ordinated design, incorporating all
foreseeable functional requirements such as utilities, drainage reserves, and
pumping stations;
·
the
creation of a high quality Waterfront Park which will reflect and integrate
with that proposed for the Central Reclamation development;
·
the
provision of open space linkage between the Central Reclamation and HKCEC in
the west, the RHKYC, Victoria Park and stretching to North Point to the east.
3.9.2
The
ability to create a world-class harbour frontage, in respect of visual and
landscape impacts, is somewhat constrained in the area adjacent to the
IECL. This is due to the dominating
visual presence of the IECL and also because a large landscape area would lie
under the IECL. The screening of the
IECL from users of the waterfront is dependent on the ability to plant
substantial large canopy trees over the drainage reserve along this
promenade. Tree planting over the
drainage reserve is therefore a very critical component of the overall
mitigation measures.
3.9.3
The
proposed entertainment complex may partially obstruct some views from nearby
residential development, however, with sensitive design, the proposed built
form may act as an alternative mitigation measure to alleviate in part the
negative impacts brought about by the IECL and its associated noise barriers.
3.9.4
During
the construction phase, the potentially most significant impacts would be:
·
Substantial
landscape impacts on street tree planting in Wanchai North and on the landscape
character of the streets and open spaces in Wanchai North and Causeway
Bay. The HKCEC promenade, Convention
Avenue, RHKYC and Causeway Bay typhoon shelter areas would be particularly
affected. The total number of trees
affected is in the order of 420.
·
Substantial
visual impacts on the majority of buildings in Wanchai, Wanchai North and
Causeway Bay that have a harbour outlook.
The RHKYC and Police Officers' Club would be surrounded by the various
developments, which would create a large magnitude of change in views during
construction. Substantial impacts on
some of the public open spaces in Wanchai North and Causeway Bay. The areas of permanent and temporary loss of
the public open spaces are approximately 1.05 ha and 0.2 ha respectively.
3.9.5
For
the operation phase, after all mitigation measures have been implemented and
have matured over 10 years, there would still be some residual adverse
landscape and visual impacts, the most significant impacts being:
·
Substantial
visual impacts on the buildings in Wan Chai North which would have their
harbour views blocked by the proposed CDA development, on buildings along
Gloucester Road in Causeway Bay which would have their harbour views partially
obscured by the proposed hotel / commercial development and which would also
have clear views of the IECL, and on the Police Officers' Club which would be
visually dominated by the IECL and the proposed hotel / commercial development.
3.9.6
The
remaining landscape and visual impacts would be adverse impacts of slight or
insubstantial significance, or beneficial impacts of slight or moderate
significance.
3.9.7
Overall,
it is considered that, in terms of Annex 10 of the EIAO-TM, the residual
landscape and visual impacts of the WDII project are acceptable with mitigation
measures. With respect to the
individual Schedule 2 DPs, the residual landscape and visual impacts are also
categorised as acceptable with mitigation measures.
3.9.8
A
Master Landscape Plan, which illustrates the landscaping intentions for the
WDII project, is presented in Figure 8.
3.10.1 Organically enriched marine
bottom sediment is planned to be left in-situ at the WDII reclamation within
the western and eastern corners of the Causeway Bay Typhoon Shelter. As methane gas could be generated under
anaerobic conditions, there is a potential for this gas to be released either
during construction or after development of the reclaimed area.
3.10.2 The predicted methane
emission from the WDII reclamation suggests that the methane gas generation
potential is not expected to pose a development constraint. In view of the exceedence of the recommended
maximum “safe” rate of methane emission under the worst case scenario of 100%
biodegradable total organic carbon and the identification of ‘at risk’ rooms at
the proposed developments at the western and eastern corners of the typhoon
shelter reclamation, it is recommended that monitoring of gas emission rates
should be undertaken in the immediate post-reclamation period. The review of the gas monitoring results
would determine the need for gas protection measures to be incorporated in the
building design to prevent the ingress and / or accumulation of any methane gas
emissions to potentially dangerous concentrations. With the incorporation of the recommended gas protection measures
in the design of the developments, if necessary, together with the
implementation of other recommended precautionary measures during construction
activities, the risk to people and property due to biogas emissions from the
WDII reclamation is considered to be low.
3.11
Environmental
Monitoring and Audit
3.11.1 Environmental monitoring and
audit are recommended for construction stage dust, noise and water quality, to
check compliance with relevant statutory criteria and to ensure the
effectiveness of the mitigation measures.
Site inspection / audit is also recommended for waste management during
construction and for implementation of landscaping measures during
operation. Details of the recommended
mitigation measures, monitoring procedures and locations are presented in a
stand-alone EM&A Manual. This will
enable the Contractor to have early warning and provide necessary action to
reduce impacts at specific areas if the assessment criteria are
approached. The effectiveness of
on-site control measures could also be evaluated through a monitoring
exercise. All the recommended
mitigation measures should be incorporated into the EM&A programme for
implementation.
3.12
Environmental
Benefits, Designs, Key Protection Measures and Enhancements
3.12.1
The
key benefits associated with the Project will be the provision of land required
for the future transport infrastructure, including the proposed CWB and IECL, NIL
and SCL, and the provision of a new waterfront promenade for the enjoyment and
benefit of the public. Environmental
benefits arising from the Project include:
·
the
existing air sensitive receivers from Central to Causeway Bay will be protected
from adverse construction air quality impact by the recommended dust control
measures during construction phase;
·
no
adverse operational air quality impacts at the existing and planned air
sensitive receivers from Central to Causeway Bay;
·
the
existing noise sensitive receivers from Central to Causeway Bay will be
protected from adverse construction noise impact by the adoption of quiet
powered mechanical equipment during the construction phase;
·
no
adverse road traffic noise impacts at the existing noise sensitive receivers
from Central to Causeway Bay are attributed to the ‘New’ WDII roads;
·
adverse
water quality impacts at the seawater intakes along the Central, Wan Chai and
Causeway Bay waterfront are avoided during reclamation works by the adoption of
mitigation measures, including reduction in dredging rates, implementation of
silt curtains and installation of silt screens; and
·
minimisation
of changes to the existing tidal flow regime in Victoria Harbour through the
adoption of an optimum reclamation configuration.
4.1.1
The
findings of this 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 Report for the development of WDII has predicted that the Project will generally comply with environmental standards and legislation after the proposed construction and operation stage mitigation measures are implemented. This 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.