2.1.1
The
proposed NLDFS developments are largely to be built on reclaimed lands to be
formed between 2000 to 2028. Key
elements of the Project as shown on the Draft RODP (Figure 1.1e), which can be broadly divided into five planning
areas, are described in Section 2.4.
2.2.1
The NLDFS
Project Area comprises the north-eastern section of Lantau Island (Figure 1.1a). The Study Brief gives the total Project Area of 2,600 ha, of
which approximately 1,500 ha on land.
The Project Area is something less than 10% of the total area of Lantau Island,
with a coastline of about 8.5 km to the north, 4 km to the east, and 2.5 km to
the south. The NLDFS Project Area
covers the north-eastern part of Lantau Island which comprises generally three
portions:
·
Northshore Lantau which stretches along the
northern shoreline of Lantau Island between Tai Ho and Kwai Shek;
·
Tsing Chau Tsai which is an upland area at North
Lantau; and
·
Penny's Bay Reclamation which includes the
broader Penny's Bay area stretching between Sze Pak Tsui and Pa Tau Kwu,
Northeast Lantau between Pa Tau Kwu and Tso Wan, and the section of CKWLR
stretching between Yam O Interchange and the R10 - NLYLH toll plaza at Fa Peng.
2.2.2
North-east
Lantau is characterised by steep terrain and rugged relief comprising limited
pockets of flat land dispersed along the coast with a saddle at Ngong Shuen Au
cutting the area into two uplands. The
eastern upland is dominated by hilly relief with Fa Peng Teng (273 m) as the
central peak surrounded by lower ranges on all directions, including Tai Yam
Teng (186 m) to the west, Ng Kwu Leng (115 m) to the north and a hilltop at Pa
Tau Kwu (120 m) to the south. The
western upland, with Tai Shan (291 m) as the highest point within the Project
Area.
2.2.3
The Project
Area is surrounded by deep water, especially to the north where the sea is 30 m
deep at only 200 m from the shore. At
Penny's Bay and the area around Siu Ho Wan, the water is much shallower, with a
depth of 10 m being 1 km from the shore.
2.2.4
The eastern
part of the Project Area including the proposed reclamations at Yam O, Tsing
Chau Tsai East, and Penny's Bay fall within the Draft North-East Lantau OZP
(S/I-NEL/5) gazetted in August 1999 (Figure
1.1b
). The north-western part of
the Project Area falls within the Siu Ho Wan Layout Plan (L\I-SHW/D) (Figures 1.1c and 1.1d).
2.3.1
Village
sites identified within the Project Area include recognised villages at Tai
Chuen, Fa Peng, Pa Tau Kwu, Tsing Chau Tsai, Luk Keng Tsuen and Ta Pang Po and
non-recognised villages located around Ngong Shuen Au, Tso Wan and Sze Pak
areas (Figure 2.3a). Field surveys conducted confirmed that most
of the villages were abandoned and the only villages with habitation were Luk
Keng Tsuen and Tso Wan.
2.3.2
The Cheoy
Lee Shipyard currently occupying an area of about 19 ha is situated at the head
of Penny's Bay(Figure 2.3b). The area
accommodates facilities for the shipyard, glass reinforced plastic (GRP) mould
storage, two wet boat launching basins, three building berths within launching
facilities, a slipway, and an array of buildings housing workshops, offices,
stores, canteen and toilets. The
shipyard commenced operations in the 1960’s and is primarily involved in the construction
and repair of GRP yachts and boats, and steel ships up to about 80 m in
length. The decommissioning of this
shipyard is a Schedule 2 Designated Project under the EIAO which is subject to
a separate EIA study to be commissioned by CED.
2.3.3
The Yiu
Lian Dockyards (Figure 2.3c), with a
site area of about 0.8 ha and two floating docks of overall length of 334 m
(Floating Dock No. 3 of 252 m and No.5 of 82 m), is located at To Kau Wan. The main operation of the shipyard is ship
repairing which covers container vessels, general cargo vessels, bulk carriers,
tankers and passenger vessels. The
Government Lease under which the shipyard is held expires in 2008.
2.3.4
The log
pond located at Yam O Bay is operated under short-term tenancy (STT) and the
Government can give 3 months notice for the operators to vacate. The facility makes use of shallow seawater
in a sheltered bay to store large logs until required for use. It consists of piles driven into the seabed
in a series of bays.
2.3.5
Hong Kong
Salvage and Towage (HKST) currently moors their crane barge "Proteus
1" north of Yam O. The 350 tonne
crane barge is used for servicing HKST's fleet of tugs as well as being
available for lease to undertake heavy lifting works.
2.3.6
A CLP power
station (Gas Turbine Plant, GTP) is located at the eastern side of Penny's
Bay. This GTP was commissioned in 1992
with a generating capacity of 300 MW and serves as a peak load and emergency
back-up facility for the airport, Tung Chung and the future developments along
NLH and the Project Area. There are
three chimneys with a stack height of 50 m at the GTP (Figure 2.3d).
2.3.7
The
electricity substation, near Sham Shui Kok, is part of CLP's electricity
distribution system and is directly connected to Penny's Bay GTP. A series of power lines run from the
substation to Discovery Bay and Tung Chung.
2.3.8
A MTR depot
is located mainly on reclaimed land at Siu Ho Wan serving the Tung Chung and
Lantau Airport railways (Figure 1.1c). The main activities include stabling,
repair, overhaul and cleaning the trains.
The site has been zoned Comprehensive Development Area (CDA) under the
Siu Ho Wan Layout Plan which can be redeveloped for housing and commercial
purposes by decking over the depot.
However, there is currently no firm commitment from either the
Government or MTRC on the redevelopment programme.
2.3.9
The North
Lantau Transfer Station (NLTS) at Sham Shui Kok is a refuse transfer station
operated by EPD (Figure 2.3e). The NLTS was commissioned in April 1998 and
has a design throughput of 1,200 tonnes day-1. The station currently accepts solid wastes
from Tung Chung New Town, Hong Kong International Airport, and the MTR Siu Ho
Wan Depot. Wastes are compacted into 20
feet ISO containers for bulk transfer by marine vessels to the Western New
Territories (WENT) landfill for disposal.
The NLTS is equipped with odour control facilities to control odour
level to within 2 odour units at its site boundaries.
2.3.10
The Siu Ho
Wan Sewage Treatment Works (STW) has been designed for a peak flow of 3,750 ls-1
(2011) and 5,000 ls-1 (ultimate) by providing preliminary treatment
prior to discharge through the marine outfall (Figure 2.3f). The Outlying
Islands Sewerage - Stage I Phase I project has recommended to upgrade the STW
to chemically enhanced primary treatment (CEPT) plus ultra violet (UV) light
disinfection.
2.3.11
The Siu Ho
Wan Water Treatment Works (WTW) is about 100 m south of the NLH and is bounded
by the Siu Ho Wan STW in the southwest (Figure
2.3g
). The WTW receives its water
principally from Tai Lam Chung Reservoir via a submarine water pipeline and
currently has capacity for treatment 150 million litres day-1. There are plans to upgrade the WTW to meet
the fresh water demand in North Lantau.
It is planned the WTW will eventually extend treated water supply to the
developments proposed in the NLDFS.
2.3.12
In
addition, there are also some minor isolated utility features in the remote
headland and off shore islands, such as the aviation obstacle light and marine
radar station on Fa Peng Teng, and the radar station at Kau Yi Chau.
Planning Area 1 : Southern Reclamation at
Penny's Bay
Area 1A - Theme Park/ Resort Hotel
2.4.1
An area of
about 180 ha to the south of Penny's Bay has been planned for the Theme Park,
itself (Phases I and II), and a resort hotels area (Figure 2.3h). The area
assigned stays within the limit of reclamation previously gazetted for
Container Terminals 10 and 11 in the previous North-East Lantau Port OZP. A 3.5 km long Resort Road (District
Distributor), namely D1 and D2, with a design speed of 70 kmhr-1 has
been planned around the Phases I and II of the Theme Park, respectively.
2.4.2
The Theme
Park will be developed into two phases.
Phase I of the theme park (western portion of the site) is expected to
be opened in Q2 2005 according to the current schedule. The annual attendance is assumed to be 7.5
million upon opening of the theme park (daily attendance of 39,000). Full
completion (Build Out) of Phase I is planned for about 2014 and is expected to
attract about 10 million visitors per year.
Full completion (Build Out) of Phase II is planned for about 2024 and is
expected to attract about 20 million visitors per year.
2.4.3
The Theme
Park (Phase I) would be a “Magic Kingdom” type park and would include
attractions (for example, rides, shows, and parades), food and beverage
locations, shops and service facilities.
The maximum building height of the Theme Park (Phases I and II), as
specified in the development schedule of the Draft RODP and OZP, is 100 m.
Information provided by the future operator, Hongkong International Theme Parks
Limited (HKITP) indicated that while the design of the Theme Park (Phases I and
II) will be of predominantly low-rise, certain structures may exceed 50 m. These structures will be located mainly at
the south-eastern portion of the Phase I, which is outside 500 m from the
Penny's Bay GTP. At this stage the
conceptual design of the Phase II is not available hence the maximum allowable
building height of 100 m, as specified in the Draft OZP, has been assumed in
this assessment. Phase II of the Theme
Park is located at approximately 750 m from the GTP. The height of buildings/ structures within the Theme Park will be
reviewed in the EIA on Construction of an
International Theme Park in Penny's Bay of North Lantau and Its Essential
Associated Infrastructures.
2.4.4
Two ferry
piers (about 1 ha) has been planned to locate on the southern waterfront of the
Theme Park (Phases I and II) to provide visitors with direct marine access (for
both staff and guests) to the Theme Park and its associated developments from
Central, Kowloon or nearby Discovery Bay.
Subject to demand, licensed ferry services will be tendered. It is envisaged that vessels used will have
a speed between 24 knots and 33 knots and a capacity of about 300 to 500
passengers. Kiosks not greater than 20
m2 each and 10 in number as service trades have been considered
ancillary to the "Pier" zone on the Draft OZP. The use of fabric fender instead of tropical
hardwood fender has been recommended in the pier construction.
2.4.5
An area of
about 53 ha of reclaimed land at the water front of Penny's Bay has been
designated for hotel uses. A chain of
hotels with low-rise structures is intended to provide overnight accommodation
primarily to visitors of the Theme Park.
The hotel development associated with Phase I of the Theme Park
development will have about 1,400 hotel rooms, which is also expected to be
opened in 2005. Ultimately five individually-themed hotels would be built with
an aggregate of approximately 7,000 rooms.
The maximum building height of the Theme Park hotels, as specified in
the development schedule of the Draft RODP, is 40 m.
2.4.6
Construction
of the Theme Park (Phase I) and hotels is currently assumed to be commenced in
Q2 2002 for a period of about 36 months.
Construction of the Phase II of the Theme Park is currently assumed to
commence in Q3 2008.
2.4.7
The Theme
Park is a Schedule 2 Designated Project under the EIAO. Environmental impacts arising from its
construction and operation have been assessed in the EIA on Construction of An International Theme Park
in Penny's Bay of North Lantau and Its Essential Associated Infrastructures
(see Section 2.6).
Area
1B - Government, Institution or Community (G/IC) Facilities
2.4.8
A strip of
land of about 23 ha to the north of the Theme Park boundary has been assigned
for supporting G/IC facilities related to security, rescue, parking and public
transport. It will include the Penny's
Bay Rail Station and the following facilities will be provided :
·
divisional
police station,
·
divisional
fire station (including an ambulance station),
·
bus
terminus,
·
car park,
·
coach park,
·
petrol
filling/ service station,
·
telephone
exchange, and
·
other
utility services.
2.4.9
Two vehicle parking areas located to the north of the
Theme Park will be provided by HKITP one for coach and one for car parking:
East Public Carpark and West Public Carpark.
The parking areas will be located adjacent to the northern boundary of
the Theme Park, to the south of Road P2 and on
either side of the PTI (see Figure
2.7a). These parking areas will
have a total combined area of about 11 ha and will provide parking for 300 to
600 tour coaches and 1,000 to 2,000 (Phase I - Opening Day - Phase II- Build
Out, respectively) private cars.
Landscaping features will be primarily on the perimeter of the parking
areas.
2.4.10
A Public
Transport Interchanges will be provided by HKITP located to the north of the
Theme Park between the Penny’s Bay Rail Station and Road P2. This PTI will provide general drop off and
pick up access for guests and employees of the Theme Park.
2.4.11
The maximum
building height of the G/IC facilities, as specified in the development
schedule of the Draft RODP, is 20 m.
Area
1C - Theme Park Extension Area or Other Tourism Uses
2.4.12
An area of
about 70 ha located on reclaimed land to be formed adjacent to the Theme Park
(Phase II) has been reserved for possible Theme Park Extension or other tourism
uses. An additional of about 10 ha of
reclaimed land will be formed for the possible Road P2 and PBRL extensions.
2.4.13
Construction
of the Theme Park Extension is currently assumed to be commenced in Q2 2026 for
a period of 27 months.
2.4.14
The Theme
Park Extension is a Schedule 2 Designated Project under the EIAO which will be
subject to a separate EIA prior to its construction in the future (see Section
2.6).
Area
1D - Water Recreation Centre (WRC)
2.4.15
The Water
Recreation Centre (about 32 ha) located to the north-west of the Theme Park
(Phase I) includes an artificial lake (about 12 ha) and associated amenities
(car park, access roads, footpaths, trail and boat store and landscaping). The lake will serve the irrigation purpose
for the Theme Park, as well as providing scope for public water recreation
(secondary contact) uses and serve as a landscape feature. Possible public water recreation activities
on the lake include boating, sailing, canoeing, etc. The WRC will be managed by the HKITP.
2.4.16
Planned
uses for the WRC may include a boating facility, changing rooms,
restaurant/dining, refreshment kiosk, canteen, and place of recreation. Secondary uses may include storage, kitchens
and food preparation areas, administrative offices, car and coach parking, and
utility installation. A small building
to serve the public will be located on site in order to house water recreation
uses. The number of buildings and
structures around the lake will be minimised and will be low-density and
low-rise (6 m maximum height) in nature.
2.4.17
The
artificial lake will be filled with fresh water comprising the runoff from the
natural surrounding slopes. Catchwaters
are proposed at the toe of the natural slopes to collect runoff and convey it
to two locations from which will be diverted to flow into the lake via box
culverts. It is understood that water
required to maintain the lake water levels between periods of wet weather would
be obtained from WSD's main supply of chlorinated water from Tai Lam Chung
Reservoir, or alternatively from other planned/ proposed fresh water service
reservoir at Yam O Tuk.
2.4.18
The area of
the lake is approximately 12 ha with bottom level of +1.0 mPD and a top water
level of +7.5 mPD.
2.4.19
To prevent
loss of fresh water from the lake into the surrounding porous fill, it is
proposed that the lake would be lined by a geosynthetic liner system that would
include a high density polyethylene (HDPE) geomembrane sandwiched between
protective geotextiles.
2.4.20
Construction
of the WRC is currently assumed to commence in Q3 2003 for completion in Q4
2004. The excavation of the lake will
commence in Q2 2001.
2.4.21
The Water
Recreation Centre is a Schedule 2 Designated Project under the EIAO. Environmental impacts arising from its
construction and operation have been assessed in the EIA on Construction of An International Theme Park
in Penny's Bay of North Lantau and Its Essential Associated Infrastructures (see
Section 2.6).
Planning
Area 2 : North Western Reclamation/Existing Luk Keng Headland
Area
2A : Eco Park
2.4.22
An Eco Park
has been proposed on the Luk Keng Headland covering the Luk Keng Bay. The aim of the park is to provide passive
recreation in an unspoilt environment which includes woodland and natural
coastline. Eco-friendly activities such
as viewing areas, boadwalk, and environmental education centre and an
information centre or aviaries could be considered. The Eco-Park would act as a buffer between the more commercial
tourism uses on the Theme Park Gateway to the east and the planned residential
areas at Siu Ho Wan to the west.
Planning
Area 3 : North Eastern Reclamation at Yam O
Area
3A : Theme Park Gateway
2.4.23
A site
covering some 20 ha has been proposed for the Theme Park Gateway which
comprises of the Yam O Rail Station for the Penny's Bay Rail Link. The aim of the development is to provide a
high quality gateway function for visitors arriving at the Northshore Lantau
for a total "tourism experience" which incorporates all the
attractions planned in the Project Area.
The development will include retail facilities, hotel and serviced
apartments. There will also be office
space in the development to build on synergy of land uses aimed for the
business traveller.
2.4.24
An
information centre, ticket sales, post office and police reporting centre, will
also be accommodated in the site. In
addition, there will also be public car parking, public open space and a
pedestrian link network. Maximum
building height of the Theme Park Gateway, as specified in the development
schedule of the Draft RODP, is 30 m.
2.4.25
Construction
of the theme park gateway is currently assumed to be commenced in Q1 2014 for a
period of 39 months.
Area
3B : Cross Boundary Ferry Terminal
2.4.26
A Cross
Boundary Ferry Terminal (CBFT) has been proposed which comprises a main pier
(380 m long by 60 m wide) with 2 finger piers and a Public Transport
Interchange. The terminal building
(located above the main pier) will include various government facilities,
control centre, drop-off and pick-up, baggage handling, departure/ arrival,
dining area, carpark and various utility services, subject to detailed design
in the implementation stage. This ferry
terminal could serve mainland visitors for the Theme Park or other tourism/
recreation uses proposed. The use of fabric fender instead of tropical hardwood
fender has been recommended in the pier construction.
2.4.27
Construction
of the first CBFT is currently assumed to commence in Q1 2017 for completion in
Q2 2018. Construction of the second
CBFT is currently assumed to commence in Q3 2029 for completion in Q2 2031.
Area
3C : Tourist and Convention Village
2.4.28
The
proposed Tourist and Convention Village situated adjacent to the CBFT will
occupy an area of approximately 20 ha.
The development will accommodate a large convention centre accompanied
by a low-density type resort hotel. It
is assumed in this EIA that the resort hotel will be equipped with central
air-conditioning system and will not be relying on openable windows for
ventilation. The maximum building height of the Tourist and Convention Village,
as specified in the development schedule of the Draft RODP, is 40 m.
2.4.29
Construction
of the Tourist and Convention Village is currently assumed to commence in Q1
2018 for completion in Q2 2020.
Area
3D : Technodrome
2.4.30
The
proposed Technodrome will form a major landmark feature covering some 20 ha to
the east of the Tourist and Convention Village. It is aimed at providing hi tech entertainment and educational
facilities which use state-of-the-art equipment set in a futuristic
environment. The development could
include IMAX theatres and other visual presentations based on themes related to
the natural world, space or aerospace or marine issues. This is characterised by futuristic
buildings and is mostly focused on indoor recreational and educational
activities.
2.4.31
Construction
of the Technodrome is currently assumed to commence in Q1 2020 for completion
in Q2 2022.
Area
3E : Waterfront Promenade
2.4.32
A promenade
of about 2 km long and 30 m wide has been proposed along the waterfront of the
proposed reclamation at Yam O. The
promenade may be connected to the Luk Keng Conservation Area footpaths in the
future depending on the detailed design.
Area
3F : Service Area
2.4.33
A site of
about 1.8 ha is proposed as service area for all developments within the
northern reclamation. Initial concepts
for the service area are to include a refuse collection point and a petrol/ LPG
station. Coach parking to serve the
Technodrome and Tourist Convention Village could also be accommodated within
the service area. The maximum building
height within the service area, as specified in the development schedule of the
Draft RODP, is 25 m.
Area
3G : Bus Depot and Coach Parking
2.4.34
A site of
about 5.4 ha has been allocated for coach parking and bus depot south of the
Technodrome and Tourist and Convention Centre.
The development is intended to serve both these developments. The
maximum building height of the bus depot and coach parking area, as specified
in the development schedule of the Draft RODP, is 25 m.
Planning
Area 4 : North-Western Reclamation at Siu
Ho Wan
Area
4A and 4B : Residential (R2)
2.4.35
Housing
development at Siu Ho Wan is planned as an extension to Tai Ho New Town. It will extend the R2 housing developments
planned under the Remaining Development on Tung Chung and Tai Ho Comprehensive
Feasibility Study. The proposed housing
development will provide about 5,500 residential units with a planning
population of about 13,700. The
proposed housing development will be built after the completion of the CDA
development on the existing MTRC Siu Ho Wan Depot. The maximum building height assumed within the development in
this EIA is 84 m.
2.4.36
The
residential development will be constructed after the completion of the MTR Siu
Ho Wan Depot redevelopment. Construction of the residential development is
assumed in this EIA to commence in Q1 2017 for a period of 39 months.
Area
4C : Schools
2.4.37
One primary
and one secondary school have been planned within the proposed housing
development for the residents.
2.4.38
Construction
of the two schools is assumed to be tied in with the proposed housing
development for completion in 2021.
Area
4D: Open Space
2.4.39
An open
space of 10 ha has been planned immediately to the east of the residential
area. The open space will link up with
the waterfront promenade.
Area
4E : Marine Unit of Special Duties Unit
2.4.40
A site of
about 1 ha at Sham Shui Kok to the east of the North Lantau Transfer Station
has been planned for a new Special Duties Unit (SDU) Marine Base and the Small
Boat Division (SBDIV) of the Marine Police.
The facility will have marine access (two concrete piers) and car
parking facilities.
Planning
Area 5 : Eastern Reclamation at Fa Peng (Tsing Chau Tsai East)
Area
5A : Tourism/ Recreation Use
2.4.41
The
proposed reclamation at Fa Peng provides a land parcel of approximately 32
ha. The site has been reserved mainly
for tourism and recreation purposes to tie in with the development theme of the
Study Area. A promenade of
approximately 1.5 km long and 30 m wide has been proposed along the waterfront
of the proposed reclamation, allowing pedestrians views of Lantau Link and
Tsing Ma Gateway area. An indicative alignment
of possible PBRL extension and a station has been shown on the Draft RODP.
2.4.42
Construction
of the recreational development at Tsing Chau Tsai East is currently assumed to
commence in Q1 2024 for a period of 63 months.
Tso
Wan Village Expansion Area
2.4.43
A Village
Area to accommodate 62 small houses has been planned at Tso Wan which is a
small-medium sized inhabited unrecognised village. Currently the village contains less than 30 buildings some of
which are in good condition and show signs of intermittent habitation.
North Lantau Highway (NLH)
2.5.1
The main
highways arterial route in Lantau is the NLH.
NLH is an existing dual 3-lane expressway which runs in a south west -
north east alignment along the northern shores of Lantau Island. The NLH serves as the main road link between
the Hong Kong International Airport and the rest of the HK SAR.
2.5.2
The stretch
of NLH within the Project Area consists of the Kap Shui Mun Bridge in the
north, making landfall at +54 mPD at Tai Chuen, to a toll plaza at +46 mPD,
across the Tsing Chau Wan and Ta Shui Wan viaducts onto the reclamation.
2.5.3
The Yam O
Interchange of NLH has been constructed at Ngong Shuen Au with slip roads,
which will ultimately link to Route 10 via the CKWLR.
Road
P1
2.5.4
Road P1 is
intended as a primary distributor road serving all the developments alongside
the NLH. The road runs essentially
parallel to the NLH and north of it.
Road P1 has multiple access points to the developments proposed in the
Draft RODP whilst providing only limited connections with the NLH. According to the Final Preliminary
Engineering Report, traffic figures indicate that the road should be of dual-3
standard south of the proposed Conservation Area at Luk Keng, and dual-2 east
of this point.
2.5.5
Road P1
commences west of MTRC Siu Ho Wan Depot, passes around the Depot on its
northern seaboard, runs parallel to the NLH for about 2.7 km before entering
the western portal of the Yam Tsai tunnel, and then connects with the NLH. The connections with the NLH is via the two
existing end of the slip roads (namely Link Roads 5 & 6) of the Yam O
Interchange. Road P1 will be mostly run
on at-grade road formed by reclamation, except for the section between the
western tunnel portal and Sham Shui Kok which will be running on an elevated
structure to avoid the encroachment to the existing sub-marine cables under
this area.
2.5.6
An
approximately 750 m long Yam Tsai Tunnels are provided under the proposed
Conservation Area at Luk Keng. After
exiting the eastern portal of the Yam Tsai Tunnel, Road P1 crosses an embayment
near Yam O Wan on at-grade road with a T-junction at the eastern end, which
provides access from Road P1 to the Theme Park. The Yam Tsai Tunnel avoids extension of the present Yam O
cutting into the proposed Conservation Area or the construction of an elevated
viaduct adjacent to the cutting which minimise the potential landscape and
visual impact.
2.5.7
The design
speeds of Road P1 are 100 km hr-1 and 85 km hr-1 for the
mainline and link roads, respectively.
2.5.8
Road P1 is
a Schedule 2 Designated Project under the EIAO which will be subject to a
separate detailed EIA prior to its construction in the future (see Section 2.6).
2.5.9
Construction
of Road P1 is envisaged to commence in Q1 2015 for completion in Q4 2016.
Road
P2
2.5.10
The
proposed Road P2 will be dual two lanes and of about 4 km long with two
roundabouts. Road P2 commences from the
proposed development at Yam O and extends the existing Cheung Tung Road at Yam
O interchange from P1 Junction and then connect to Penny's Bay Roundabout,
provides a link from North Lantau to CKWLR and the Theme Park, and continuous
along the southern coastal line. The
road will descend from a level of about +31 mPD at Yam O with an average
gradient of +1.5% to the Penny's Bay roundabout. It will primarily run on an elevated structure. Road P2 will be in the form of dual-2
arrangement with a design speed of 70 km hr-1 and with 4 m verge on
each sides.
2.5.11
Construction
of Road P2 from Yam O to the Penny’s Bay roundabout is envisaged to commence in
early 2003 with construction works completed within about 28 months.
2.5.12
Road P2 is
a Schedule 2 Designated Project under the EIAO. Environmental impacts arising from its construction and operation
have been assessed in the EIA on Construction
of An International Theme Park in Penny's Bay of North Lantau and Its Essential
Associated Infrastructures (see Section
2.6).
Chok
Ko Wan Link Road (CKWLR)
2.5.13
The scope
of the CKWLR, in accordance with Clause 4.4.2 of the Study Brief, are as
follows :
i.
About 3.5 km of dual 3-lane carriageway with
hard shoulders from Yam O Interchange to the Pa Tau Kwu headland;
ii.
A grade-separated Pa Tau Kwu Interchange (previously
named as Lantau Port North Interchange) with R10-NLYLH, and with connection
provisions for the proposed future R10-HKLL; and
iii.
Associated civil, structural, geotechnical,
drainage, landscape, street, lighting, traffic aids, traffic control and
surveillance systems, electrical and mechanical systems and environmental
mitigation measures.
2.5.14
CKWLR is a
key component of the Northshore Lantau study area, providing free flowing
interchange between the NLH, and the Route 10-NLYLH and the Route 10 -
HKLL. In addition to this function, the
CKWLR provides arterial access to the future developments on the Penny's Bay
and Tsing Chau Tsai East reclamations.
CKWLR joins the NLH via the Yam O Interchange, and Route 10-NLYLH via
the Pa Tau Kwu Interchange. The design
speed of CKWLR is 100 km hr-1.
2.5.15
The CKWLR
also connects to the district and local road network serving the new
reclamation areas in Penny's Bay and potentially to Tsing Chau Tsai East. These connections will be via roundabouts
located at Penny's Bay (referred to as the Penny's Bay roundabout) and at Pa
Tau Kwu (referred to as the Pa Tau Kwu Interchange).
2.5.16
A report,
entitled CKWLR Alignment and Interchange, was issued in November 1999. The report evaluated possible variations
(eight schemes) to the alignment of CKWLR in the context that the Theme Park
will be located at Penny's Bay.
Table
2.5a - Options of CKWLR Alignment
Evaluated
|
Scheme
|
West
Section
|
Central
Section
|
East
Section
|
|
A
|
Low level alignment with Penny's Bay
roundabout above
|
Low level road through TCT headland
|
Pa Tau Kwu roundabout located to the south of
Pa Tau Kwu interchange
|
|
B
|
High level alignment with Penny's Bay
roundabout below
|
High level road through TCT headland
|
Pa Tau Kwu roundabout located to the south of
Pa Tau Kwu interchange
|
|
C
|
Low level alignment with Penny's Bay
roundabout above
|
Low level tunnel through TCT headland
|
Pa Tau Kwu roundabout located within Pa Tau
Kwu interchange
|
|
D
|
High level alignment with Penny's Bay
roundabout below
|
High level tunnel through TCT headland
|
Pa Tau Kwu roundabout located within Pa Tau
Kwu interchange
|
|
E
|
High level alignment with Penny's Bay
roundabout below
|
Road alignment south of TCT headland parallel
to Road P2
|
Pa Tau Kwu interchange connects directly to
second Penny's Bay roundabout
|
|
F
|
Low level alignment with Penny's Bay
roundabout above
|
Road alignment south of TCT headland in cut
and cover tunnel below Road P2
|
Pa Tau Kwu interchange connects directly to
second Penny's Bay roundabout
|
|
G
|
High level alignment with Penny's Bay
roundabout below
|
Road alignment cutting across south TCT
headland
|
Pa Tau Kwu interchange connects directly to
second Penny's Bay roundabout
|
|
H
|
Low level alignment with Penny's Bay
roundabout above
|
Hybrid of road and tunnel through TCT headland
|
Pa Tau Kwu roundabout located within Pa Tau
Kwu interchange
|
|
I
|
High level alignment with Penny's Bay
roundabout below
|
High level road through TCT headland with a
short tunnel section in the central section
|
Pa Tau Kwu roundabout located to the south of
Pa Tau Kwu interchange
|
2.5.17
Of the
eight alignment schemes (A-H) considered in the option evaluation, Alignment B
has been recommended as the preferred alignment based on evaluations on key
disciplines which include traffic, planning, engineering, environmental, land
and implementation considerations. The
CKWLR horizontal alignment is determined by the location of Penny's Bay
Roundabout and the space required for Road P2 to connect to the
roundabout. The proposed horizontal
alignment minimises cut slopes on the north side at the entrance to the
cutting, and to the west of the roundabout the alignment is located to maximise
the space available for the Water Recreation Centre.
2.5.18 An additional CKWLR option (Option I) with a
tunnel in the middle of the cutting has been considered. The option would require major cuttings at
both ends. The cutting at the eastern
end would be very visible on approach from Kowloon, Tsing Yi and Hong
Kong. Though the tunnel portal itself
would be hardly visible, the cutting above and around the portal would be
extensive and visible from most directions.
As a result, the mitigating effect of such an option would be
negligible. From a transport
perspective, the tunnel would make the necessary weaving movements impossible
between the two interchanges, as lane-changing within tunnels is not
permitted. Functionally, the tunnel
option cannot work from a traffic engineering point of view and therefore not
considered as a viable option.
2.5.19
Crash
barriers of 0.8 m high have been assumed throughout the elevated sections of
the CKWLR alignment in this EIA.
2.5.20
Environmental
impacts on the western CKWLR sections from Yam O Interchange to Penny's Bay
roundabout within the Project Area of the EIA on Construction of An International Theme Park in Penny's Bay of North
Lantau and Its Essential Associated Infrastructures has been broadly
addressed in the Theme Park EIA report.
Detailed assessments of the construction and operation of the road have
been included in this EIA report.
2.5.21
Construction
of CKWLR (Yam O Interchange to Penny's Bay roundabout section) is scheduled to
commence in Q3 2002 for completion in Q1 2005.
The section from Penny's Bay Interchange to R10-NLYLH toll plaza will be
constructed from Q3 2003 for completion in Q3 2005. While the section connected from R10-NLYLH toll plaza to the long
term R10-HKLL (including the Pa Tau Kwu Interchange) will be constructed from
Q2 2028 for completion in Q2 2030.
Route
10 - North Lantau to Yuen Long Highway (R10-NLYLH)
2.5.22
R10-NLYLH
is proposed as a dual 3-lane carriageway between Northshore Lantau and Yuen
Long. It is scheduled for completion in
2007 and will provide a second road crossing to Lantau Island to relieve the
Lantau Link and also Route 3 Country Park Section, Ting Kau Bridge and part of
Tuen Mun Road. The programme of CKWLR
is to tie in with the programme of R10-NLYLH.
Discovery
Bay Tunnel
2.5.23
Discovery
Bay Tunnel comprises of a 2 km single 2-lane carriageway from Discovery Bay to
Siu Ho Wan. The tunnel is scheduled to
be in operation in mid- 2000.
Route
10 - Hong Kong Lantau Link
2.5.24
The long
term R10-HKLL is proposed as a dual 3-lane all-weather carriageway between the
Pa Tau Kwu Interchange on Lantau Island and the road network in the proposed
Green Island Reclamation. The need and
timing of the R10-HKLL are subject to review under separate studies. For the purpose of this EIA, the road has
been assumed to be available in 2017.
Tuen
Mun - Chek Lap Kok Link
2.5.25
Tuen Mun -
Chek Lap Kok (TM-CLK) Link is proposed as a dual 3-lane carriageway. The need
and timing of the TM-CLK Link are subject to review under separate
studies. For the purpose of this EIA,
the road has been assumed to be available in 2027.
MTR
Airport Express and Tung Chung Line
2.5.26
The twin
track electrified railway serving Tung Chung (the Tung Chung Line) and the
Airport Express Rail Link traverse the entire northern shore of the Project
Area. The railway runs under the road
level of Kap Shui Mun Bridge into a section of tunnel at Tai Chuen, diverting
south of the alignment of NLH before crossing under the north end of toll plaza
out onto embankments at Tai Tsing Chau (+15 mPD) and down to the reclamation at
+5.5 mPD where it generally runs parallel to the highway.
Penny's
Bay Rail Link
2.5.27
A new 3.6
km long rail line, the Penny’s Bay Rail Link (PBRL), partly in a tunnel from
Yam O to Penny’s Bay with new stations at Yam O and at Penny's Bay()
has also been planned. The PBRL is to
be constructed at grade on the Penny's Bay Reclamation, with a tunnel of
approximately 850 m through Tsing Chau Tsai headland. Portions of the track will be depressed in the vicinity of
Penny's Bay Rail Station and will be shielded from the Theme Park by
comprehensive landscaping and visual berms alongside the PBRL alignment. At Yam O, the alignment is at-grade,
situated on the existing reclamation level as it passes under the roads of the
NLH. The opening of Yam O, Penny's Bay Rail Stations and the Penny’s Bay Rail
Link are expected to be tied in with the commissioning of the Theme Park and
its associated developments in 2005.
2.5.28
The Penny's
Bay Rail Link is a Schedule 2 Designated Project under the EIAO. Environmental impacts arising from its
construction and operation for the section from Yam O to Penny's Bay have been
assessed in the EIA on Construction of An
International Theme Park in Penny's Bay of North Lantau and Its Essential
Associated Infrastructures (see Section
2.6). The proposed extension of the
PBRL to the Tsing Chau Tsai East Reclamation and Hong Kong Island, as shown in
the Draft RODP, will be subject to further EIA for its Environmental Permit
application.
2.6.1
The Project
comprises a number of individual elements which are classified as Designated
Projects (DPs) under Schedule 2, Part I of the EIAO; DPs require an EIA and
Environmental Permit (EP) before their construction and operation. The DPs that have been identified are
presented in Table 2.6a.
Table
2.6a - Schedule 2 Designated Projects
|
Schedule
2
|
Description
|
Schedule
2 EIAO Reference
|
|
Part I - A - Roads, Railways and Depots
|
·
Approx.
3.5 km long Chok Ko Wan Link Road (Expressway Standard)
·
Approx. 4 km long Road P1
(Primary Distributor)
·
Approx. 4 km long Road P2 (Primary
Distributor)
·
Approx. 3.5 km long Resort Road (District
Distributor)
|
Part I - A.1
Part I - A.1
Part I - A1
Part I - A.1
|
|
|
·
3.6 km. Penny’s Bay Rail Link and its associated stations (including 850
m of tunnel)
|
Part I - A.2, A.4
and A.7
|
|
Part
I - C - Reclamation, Hydraulic and Marine Facilities, Dredging and Dumping
|
·
All reclamation works more than 5 ha in size
including Penny's Bay Stages I and II (280 ha), Yam O (10 ha), Northshore
Lantau (65 ha), Tsing Chau Tsai East (74 ha), Theme Park Extension (80 ha),
and Siu Ho Wan (39 ha)
|
Part I - C.1, C.2,
C.11 and C.12
|
|
Part
I - I - Waterways and Drainage Works
|
·
12 ha artificial lake at the Water Recreation
Centre (designed as a flood storage pond)
·
Stormwater drainage channel (discharges within
300 m of Pa Tau Kwu and Fa Peng Archaeological Site).
|
Part I - I.2 and O.8
Part I - I.1(b) (ii)
|
|
Part
I - O - Tourist and Recreational Developments
|
·
Theme
Park (Phases I and II) at Penny's Bay and associated developments with an
area of about 180 ha
·
Theme Park Extension to the south of Pa Tau
Kwu with an area of about 70 ha
|
Part I - O.8
Part I - O.8
|
|
Part II -
Decommissioning Projects
|
·
Decommissioning of Cheoy Lee Shipyard with an
area of about 19 ha
|
Part II - Item 17
|
2.6.2
Apart from
the CKWLR section from Yam O Interchange to R10-NLYLH toll plaza which has been
designed to preliminary design level which has been assessed in detail to the
Schedule 2 EIA level for the Project Proponent's environmental permit (EP)
application, all other Schedule 2 DPs are subject to separate EIAs for their
EPs application. A total of 9 DPs have
been included in the concurrent Schedule 2 EIA on Construction of An International Theme Park in Penny's Bay of North
Lantau and Its Essential Associated Infrastructures (Study Brief Ref.
ESB-043/1999). These include :
1.
Penny's Bay Reclamation (about 280 ha);
2.
Yam O Reclamation for the temporary PTI (10 ha);
3.
The Theme Park Phases I and II (about 180 ha
including hotels);
4.
Stormwater drainage channel discharge to the
east of Penny's Bay within 300 m of the existing Pa Tau Kwu archaeological
site;
5.
The 3.6 km Penny's Bay Rail Link (including 850
m of tunnel) and its associated Yam O Rail Station and Penny's Bay Rail
Station;
6.
Road P2 (approximately 4 km long section of
distributor road standard);
7.
Resort Road D1 and D2 (approximately 3.5 km long
of distributor standard);
8.
The artificial lake (about 12 ha) at the Water
Recreation Centre; and
9.
Approximately 1.5 km section of Chok Ko Wan Link
Road.
2.6.3
The
findings of the EIA Study for the Construction
of an International Theme Park in Penny's Bay of North Lantau and Its Essential
Associated Infrastructures has been broadly discussed in this report along
with the evaluation of the cumulative environmental impacts.
2.6.4
For this
EIA, it is assumed that the large-scale recreational development such as the
Technodrome and the Tsing Chau Tsai East recreational area are not considered
as Schedule 2 Designated Projects under the EIAO. This may have to be reviewed when the detailed design of the
proposed developments are available.
2.6.5
Schedule 2
DPs identified within the Draft RODP which may require further detailed
assessments for their EPs application include the following :
1.
Road P1 (Primary Distributor) of about 4 km;
2.
Distributor Road for the Theme Park Extension
(about 1 km);
3.
Possible future Penny's Bay Rail Link Extension
from Theme Park to Tsing Chau Tsai East Reclamation and Hong Kong, and its
associated stations;
4.
Reclamations proposed at Northshore Lantau (65
ha), Tsing Chau Tsai East (74 ha), Theme Park Extension (80 ha), and Siu Ho Wan
(39 ha) including Special Duties Unit and Small Boat Division Marine Base and
Road P2 (Siu Ho Wan to Ta Pang Po section);
5.
Proposed drainage within 300 m from the Fa Peng
archaeological site;
6.
Theme Park Extension development (about 70 ha);
and
7.
Decommissioning of Cheoy Lee Shipyard.
2.7.1
Various
boundary conditions for assessing the environmental consequences of the
developments included within the scope of the CKWLR EIA have been specified
under Clause 4.2 of the Study Brief as below.
2.7.2
The
boundary of the "Study Area" for the purpose of this EIA shall be of
300 m from either side and along the full stretch of the proposed road
alignment, except that, for landscape impact and air pollution assessment, the
study area shall generally be defined by a distance of 500 m from the proposed
road alignment. However, all sensitive
receivers regarding the visual impact assessment shall be assessed regardless
of the distance from the proposed road alignment.
2.7.3
With
respect to noise impact assessment, the Study Area may be reduced accordingly
if the first layer of noise sensitive receivers, closer than 300 m from the
road, provide acoustic shielding to those receivers at further distance behind. All the figures of distance mentioned above
shall be measured at the edge of kerb or hard shoulder whichever is applicable.
2.7.4
Where
sensitive receptors that may be potentially affected by Project activities have
been identified beyond the above boundary conditions, the assessment areas have
been extended to cover such areas. Such assessment areas are described in
relevant technical sections.
2.8.1
The
currently proposed programme for reclamation works is summarised in Table 2.8a and Annex A; Figure 2.8a shows the reclamation
elements.
Table
2.8a - Reclamation Construction Schedule (According to NLDFS Recommendation)
|
Activity
|
Start
|
Finish
|
|
Penny’s Bay
Reclamation (Stage I)
|
|
|
|
Dredging
|
Q2 2000
|
Q4 2001
|
|
Seawall Construction
|
Q3 2000
|
Q2 2002
|
|
Filling
|
Q4 2000
|
Q2 2002
|
|
Surcharge
|
Q1 2001
|
Q3 2002
|
|
Penny's Bay
Reclamation (Stage II)
|
|
|
|
Dredging
|
Q3 2001
|
Q1 2005
|
|
Seawall Construction
|
Q4 2001
|
Q3 2005
|
|
Filling
|
Q2 2003
|
Q2 2007
|
|
Surcharge
|
Q3 2003
|
Q4 2008
|
|
Yam O (10 ha)
|
|
|
|
Dredging
|
Q4 2001
|
Q4 2002
|
|
Seawall construction
|
Q3 2002
|
Q1 2003
|
|
Filling
|
Q4 2002
|
Q2 2003
|
|
Surcharge
|
Q1 2003
|
Q3 2003
|
|
Northshore Lantau
|
|
Dredging
|
Q1 2012
|
Q2 2017
|
|
Seawall construction
|
Q2 2012
|
Q3 2017
|
|
Filling
|
Q3 2012
|
Q4 2017
|
|
Surcharge
|
Q4 2012
|
Q1 2018
|
|
Siu Ho Wan
|
|
Dredging
|
Q3 2014
|
Q2 2015
|
|
Seawall construction
|
Q4 2014
|
Q3 2015
|
|
Filling
|
Q1 2015
|
Q4 2015
|
|
Surcharge
|
Q2 2015
|
Q1 2016
|
|
Fa Peng (Tsing Chau
Tsai East)
|
|
Dredging
|
Q2 2022
|
Q3 2025
|
|
Seawall construction
|
Q3 2022
|
Q4 2025
|
|
Filling
|
Q4 2022
|
Q1 2026
|
|
Surcharge
|
Q1 2023
|
Q2 2026
|
|
Theme Park Extension
|
|
Dredging
|
Q2 2026
|
Q3 2027
|
|
Seawall construction
|
Q3 2026
|
Q4 2027
|
|
Filling
|
Q4 2026
|
Q1 2028
|
|
Surcharge
|
Q1 2027
|
Q2 2028
|
|
Note: Q1 represent first
quarter etc.
For the purpose of
this EIA, the Penny's Bay (Stage II) reclamation works is based on a fast
track programme to ascertain the worst possible adverse environmental
impacts.
|
Penny's
Bay Reclamation
2.8.2
The Penny's
Bay Reclamation was gazetted under the Foreshore and Seabed (Reclamations)
Ordinance on 15 and 22 October 1999.
Reclamation of about 280 ha of land within Penny’s Bay using marine sand
fill and public filling materials will be undertaken. Average reclamation level
is assumed to be varied from +6.5 to +8 mPD.
2.8.3
Land for
the Theme Park Developments will be formed by land reclaimed from the sea. The
reclamation will be undertaken in a two-stage reclamation programme (Penny’s
Bay Reclamation Stages I and II). Penny’s Bay Reclamation Stage I will cover
the Theme Park Phase I area, area north of the Theme Park Phase I (including
area for the WRC) and part of the Theme Park Phase II area. Penny’s Bay
Reclamation Stage II will cover the remaining Theme Park Phase II area and area
for associated infrastructure.
2.8.4
Stage I of
the Penny's Bay Reclamation, which will commence in Q2 2000 for completion in
Q3 2002, comprises formation of 200 ha of land at Penny's Bay. It comprises dredging and reclamation works
of 126 ha for the Theme Park Phase I and 74 ha outside the theme park (Phase I)
area including the Water Recreation Centre, road infrastructures and the
Government, Institution and Community facilities. Dredging in Penny’s Bay is expected to be carried out using a
combination of Trailing Suction Hopper Dredger (TSHDs), commonly referred to as
a trailer dredger, and grab dredgers.
The maximum cumulative dredging rate for this equipment spread will be
about 634,000 m3 week-1.
Stage II reclamation works for the Theme Park (Phase II) are currently
envisaged to be completed by Q1 2006.
2.8.5
A permanent
3.3 km seawall comprising sloping and vertical blockwork will be constructed
around the seaward boundary of the reclamation to protect the reclamation site
from wave and tidal action. The seawall
will be constructed to achieve a minimum height of +6.5 m mPD (after
settlement). A wave return structure
(about 0.5 m high) will be provided on top of the seawall to protect against
overtopping.
2.8.6
Sand is
likely to be delivery to the site filling by THSDs; the maximum anticipated
filling rate will be 994,800 m3 week-1. It is understood that part of the Penny's
Bay Reclamation sand sill material will be placed within a rehandling basin and
will be transferred to the fill face by cutter suction dredger. Marine sand and public fill will be will be
used for the both the Stage I and II reclamations. It is estimated that some 65 Mm3 of sand, 2 Mm3
of public fill will be required for Stage I reclamation. Stage II reclamation is expected to require
some 7.4 Mm3 of sand, 11 Mm3 of public fill, of which 2.5
Mm3 is used for surcharge material.
2.8.7
It is
currently envisaged that the majority of Project fill material will be sourced
from the Wailingding Marine Borrow Area which is in Mainland waters. A small portion of the sand fill material is
likely to be obtained from the East Lamma Channel Marine Borrow Area. The East Lamma Channel Marine Borrow is
allocated by the Fill Management Committee (FMC).
Yam
O Reclamation (10ha)
2.8.8
A 10 ha
reclamation has been proposed at Yam O for the construction of a temporary
public transport interchange and for part of the Road P2. Dredging of the seawall will be commenced in
Q1 2002 and the entire reclamation works is expected to be completed in Q3
2003. Dredging is expected to be
carried out using a single grab dredger working at a rate of about 2,000 m3
day-1. A seawall of about
0.7 km long will be constructed to retain the fill. Average reclamation level is assumed to be +5.5 mPD.
2.8.9
The Yam O
Reclamation requires approximately 1.7 Mm3 of fill material, public
fill will be used as far as practicable for the reclamation. It is estimated that about 0.9 Mm3
(about 64% of the fill requirement) of public fill will be used for the
reclamation and the balance will be sand fill (about 500,000 m3
which will mainly used for the construction of the seawall and the sand blanket
laid on top of the marine mud left in place). Filling will be carried out by
bottom dumping from split barges at a working rate of 14,000 m3 day-1.
Northshore
Lantau
2.8.10
An
additional 65 ha reclamation has been proposed along the northshore of the
Project Area from Yam O to To Kau Wan. Dredging of the seawall will be
commenced in Q1 2012 and the entire reclamation works is expected to be
completed in Q1 2018. Dredging in northshore reclamation is expected to be
carried out using a maximum of 1 grab dredger.
The maximum dredging and filling rates for the Northshore Lantau
reclamation are estimated to be 2,000 m3 day-1 and 8,000
m3 day-1, respectively. A seawall of about 3.2 km long
will be constructed to retain the fill. Average reclamation level is assumed to
be +5.5 mPD.
2.8.11
The total
fill volume is estimated to be approximately 4.7 Mm3, of which about
3.3 Mm3 will be by public filling.
In addition, total surcharge volume is estimated to be 2.3 Mm3
by public filling.
Tsing
Chau Tsai East
2.8.12
Reclamation
at Tsing Chau Tsai East from Sam Chuen to Pa Tau Kwu comprises a total area of
74 ha. The reclamation will be formed
in three periods, namely CKWLR Phase I reclamation for CKWLR and R10-NLYLH
sections including the R10 toll plaza, CKWLR Phase II reclamation for the CKWLR
section connected to the R10-HKLL and the Pa Tau Kwu Interchange, and the Fa
Peng reclamation for proposed recreational uses. Average reclamation level is
assumed to be +5.5 mPD.
2.8.13
The CKWLR
Phase I reclamation (17 ha) will be reclaimed from Q1 2002 for completion in Q1
2004 to provide land for the construction of CKWLR section (north of Pa Tau Kwu
to the Route 10 toll plaza), the R10 toll plaza and the R10 section (Sam Chuen
to Fa Peng). The volume of fill
required for CKWLR Phase I reclamation is estimated to be approximately 2.4 Mm3,
of which about 1.8 Mm3 will be by public filling. The surcharge volume is estimated to be 1 Mm3
by public filling.
2.8.14
The CKWLR
Phase II reclamation (25 ha) for the CKWLR connection to R10-HKLL including the
Pa Tau Kwu Interchange will be commenced in Q2 2006 for completion in 24
months. The volume of fill required for
CKWLR Phase II reclamation is estimated to be approximately 3.7 Mm3,
of which about 3 Mm3 will be by public filling. The surcharge volume is estimated to be 1.5
Mm3 by public filling.
2.8.15
The Fa Peng
Reclamation comprises an area of 32 ha.
Dredging of the seawall of the Fa Peng reclamation will be commenced in
Q2 2022 for completion in 48 months. The volume of fill required for Fa Peng
reclamation is estimated to be approximately 4.7 Mm3, of which about
3.8 Mm3 will be by public filling.
The surcharge volume is estimated to be 1.9 Mm3 by public
filling.
2.8.16
Dredging in
TCT East is expected to be carried out using a maximum of 3 grab dredgers. The maximum dredging and filling rates for
the TCT East reclamation are both estimated to be 6,000 m3 day-1. A seawall of about 2.5 km long will be
constructed to retain the fill.
2.8.17
In summary,
the total fill volumes for Tsing Chau East is therefore estimated to be
approximately 10.8 Mm3, of which about 8.6 Mm3 will be by
public filling. Total surcharge volume
is estimated to be 4.4 Mm3 by public filling.
Theme
Park Extension
2.8.18
Reclamation
of about 80 ha has been proposed between Pa Tau Kwu south and Phase II of the
Theme Park for the possible Theme Park Extension or other recreational uses.
Dredging of the seawall will be commenced in Q2 2026 and the entire reclamation
works is expected to be completed in 24 months. Dredging in the Theme Park Extension is expected to be carried
out using a maximum of 3 grab dredgers.
The maximum dredging and filling rates for this reclamation are
estimated to be 6,000 m3 day-1 and 28,000 m3
day-1, respectively. A
seawall of about 1.4 km long will be constructed to retain the fill. Average
reclamation level is assumed to be varied from +6.5 to +8 mPD.
2.8.19
The total
fill volume is estimated to be approximately 14.2 Mm3, of which
about 11.8 Mm3 will be by public filling. Total surcharge volume is estimated to be 4.8 Mm3 by
public filling.
Siu
Ho Wan
2.8.20
Reclamation
of 39 ha has been proposed from Ta Pang Po to Siu Ho Wan for the Road P1
section (8 ha), the SDU and SBDIV Marine Base (1 ha) at Sham Shui Kok, and the
proposed R2 residential development and schools (30 ha). Except for the SDU and SBDIV Marine Base
which the reclamation will commence in Q1
2002 for completion in Q4 2004, dredging
of the seawall will commence in Q3 2014 and the entire reclamation works is
expected to be completed in Q1 2016.
Dredging in Siu Ho Wan is expected to be carried out using a maximum of
2 grab dredgers. The maximum dredging
and filling rates for this reclamation are estimated to be about 4,000 m3 day-1
and 20,000 m3 day-1, respectively. A seawall of about 3.7 km long will be
constructed to retain the fill. Average reclamation level is assumed to be +5.5
mPD.
2.8.21
The total
fill volume is estimated to be approximately 3.3 Mm3, of which about
2.1 Mm3 will be by public filling.
Total surcharge volume is estimated to be 1.6 Mm3 by public
filling.
Table
2.8b - Reclamations Proposed within the
Project Area
|
Reclamation
|
Area (ha)
|
Fill Volume - Sandfill (Mm3)
|
Fill Volume - Public Fill (Mm3)
|
Total Fill Volume (Mm3)
|
Surcharge Volume - Public Fill (Mm3)
|
Total Surcharge Volume (Mm3)
|
|
Penny's Bay Stage I
|
200
|
65
|
2
|
67*
|
---
|
---
|
|
Penny's Bay Stage II
|
80
|
7.4
|
8.5
|
15.9
|
2.5
|
2.5
|
|
Northshore
|
65
|
1.4
|
3.3
|
4.7
|
2.3
|
2.3
|
|
Yam O
|
10
|
0.5
|
0.9
|
1.4
|
0.3
|
0.3
|
|
Siu Ho Wan
|
39
|
1.2
|
2.1
|
3.3
|
1.6
|
1.6
|
|
TP PIII Extension
|
80
|
2.4
|
11.8
|
14.2
|
4.8
|
4.8
|
|
TCT East
|
74
|
2.2
|
8.6
|
10.8
|
4.4
|
4.4
|
*
Includes surcharge material.
2.9.1
A
tentative schedule for all temporary and permanent road construction works for
the Project is provided in Table 2.9a.
Table
2.9a - Tentative Schedule for Major Road Construction Works
|
Activity
|
Start
|
Finish
|
|
Temporary Access
Road
|
Q3 2000
|
Q4 2000
|
|
CKWLR (Yam O
Interchange to Penny's Bay roundabout)
CKWLR (Penny's Bay
roundabout to R10 toll plaza)
|
Q4 2002
Q4 2003
|
Q1 2005
Q3 2005
|
|
Road P2 (Yam O to
Theme Park West)
|
Q1 2003
|
Q1 2005
|
|
Road P2 (Theme Park
West roundabout to Theme Park East roundabout)
|
Q1 2006
|
Q1 2008
|
|
Resort Road D1
(Theme Park Phase I)
|
Q1 2003
|
Q1 2004
|
|
Road P1
|
Q1 2015
|
Q4 2016
|
Chok Ko Wan Link Road
2.9.2
CED will be
the Project Proponent for the construction of the CKWLR.
2.9.3
Key
identified constraints for the alignment of the western section of the CKWLR
include the Yam O Interchange, the proposed Penny’s Bay Rail Link, the Penny's
Bay GTP, the need to provide a drainage reserve and the need to connect to Road
P2.
2.9.4
The
required works for the construction of
the CKWLR will include the use of heavy plant for excavation, drilling, piling,
concreting, surfacing and structures construction. Key activities will include:
·
Decommissioning of Cheoy Lee Shipyard;
·
Excavation works;
·
Blasting works;
·
Slope protection works;
·
Construction of road foundations and
superstructures; and
·
Road surfacing and construction of road
sections.
2.9.5
The
construction of the CKWLR will include construction of bored pile foundations,
abutment embankments and retaining structures, support piers and elevated deck
sections. Construction will be by
land-based equipment and adopting pre-cast and cast-in situ methods of
construction.
2.9.6
The volume
of excavation and dredged material to be generated from the construction of
CKWLR are 3 Mm3 and 1.8 Mm3, respectively. The excavation and dredged material
generation rates are estimated to be 6,400 m3 day-1, and
6,000 m3 day-1, respectively. Any excavated surplus material will be used within Penny' s
Bay. Dredged material to be disposed
off site to marine mud disposal site is estimated to be 3,000 m3 day-1. Details of the construction and demolition
wastes management are provided in Section
6.
2.9.7
The design
traffic conditions (design flow, percentage heavy goods vehicles and design
speed) for the above road, which have been used in the air and noise impact
assessments are summarised in Figure 2.9a.
Stormwater Drainage System
2.10.1
To minimise
the potential for water pollution, stormwater collected from the Theme Park
development and roads, the currently proposed urban trunk drainage system (with
the exception of the GTP site) will flow towards the east and discharge to the
Kap Shui Mun Channel. This drainage
structure is expected to comprise of a two to three cell box culvert (3.5 m
wide and 3.5 m height each) arrangement with a length of about 1.7 km.
2.10.2
Stormwater
runoff from natural hill slopes surrounding Penny’s Bay, landscaped areas of
the new reclamation will be collected into a separate catchwater system for
discharge to the sea via an open channel of about 2.2 km in length at the
southwest corner of the reclamation. The eastern stormwater drainage channel
comprises an EIAO Schedule 2
Designated Project, Table 2.6a, as it
discharges within 300 m of the Pa Tau Kwu archaeological site.
2.10.3
It is
proposed that drainage from the Theme Park (Phases I and II) and hotel areas
will discharge to the sea via a number of 1-3 cell box culverts on the southern
shoreline of the reclamation.
2.10.4
The
construction of drainage culverts will include box cells, de-silting facilities
and manholes. The trenches for the
construction of the culverts will be excavated using land-cased equipment prior
to construction of the box cells. The
construction of the box cells will adopt a combination of pre-cast and cast-in
situ methods. After construction of the
culvert structure, the culvert trenches will be backfilled with selected
material.
2.10.5
Road
surface runoff at the Luk Keng area will be diverted away from the proposed Yam
O waterway and discharged to the west of the Luk Keng headland.
2.10.6
The
provisional drainage layout for the Theme Park and associated facilities is
shown on Figure 2.10a. A conceptual drainage layout plan for the
NLDFS developments is provided in Figure
2.10b
.
Water Supply
2.10.7
The
construction of two fresh water service reservoirs, two salt water service
reservoir, and one salt water pumping station including laying of the
associated water mains will be required to serve the proposed NLDFS
developments.
2.10.8
Potential
sites allocated for the fresh and salt water service reservoirs on the Draft
RODP include Fa Peng and Yam O Tuk.
Sewerage and Sewage Disposal
2.10.9
The
preliminary sewerage assessment indicated that sewerage flows generated by
developments proposed under the NLDFS can be accommodated by the proposed
upgrading of the Siu Ho Wan STW providing the treatment works is upgraded to
its ultimate capacity by 2011. A
conceptual sewerage layout plan is provided in Figure 2.10c.
2.11.1
Site
developments will include low rise structures (e.g. infrastructure associated
buildings), medium rise structures (e.g. tourism and recreational developments)
and high rise buildings (e.g. residential building blocks at Siu Ho Wan). Building forms will range from reinforced
concrete, structural steel and composite construction.
2.11.2
Low-rise
structures will include buildings for water pumping and sewerage pumping
facilities and petrol filling station.
These building will be in one to two storey high. A combination of open excavation and
sheetpiling methods will be used for construction of pad / raft foundations
(approximately 5 to 6 m deep). This will
be followed by formwork, reinforcement bar fixing and in-situ concrete works.
2.11.3
Medium-rise
structures will adopt a combination of bored / driven pile and pad / raft
foundations. Building forms will range from reinforced concrete, structural
steel and composite construction.
Medium-rise structures will include large spanning roof frames for
buildings requiring large column free area (e.g. for the convention centre,
technodrome and other tourism-related facilities). These large spanning roof frames will be constructed using a
combination of reinforced concrete and structural steel adopting a combination
of pre-cast and cast-in situ methods of construction.
2.11.4
The
high-rise structures include construction of bored / driven pile foundations,
pile caps, columns, beam and roof structure. Building forms will include
reinforced concrete and structural steel works where gravity loads are
transferred from floor slabs into beams which in turn are transmitted into the
columns and core walls, and subsequently down into the foundations.
Construction will be by land-based equipment and adopting pre-cast and cast-in
situ methods of construction. Fixed and
mobile lifting equipment will be used for transporting material to the upper
levels.
2.12.1
Concurrent
ongoing projects in the vicinity of this Project considered in impact
assessments for cumulative purposes are described below.
2.12.2
The Route
10 - NLYLH southern section comprises the link between the toll plaza at Fa
Peng and the interchange to the south of So Kwun Wat. The construction work is scheduled to commence in 2002 for
completion in 2007. An EIA has been
completed in 1999 for the Route 10-NLYLH southern section and has been approved
under EIAO.
2.12.3
The Remaining Development in Tung Chung and Tai
Ho Comprehensive Feasibility Study covers four major development areas in
Tung Chung (Centre, West District, Valley and Coast) and four in Tai Ho (West,
Central, East and Bay). A Recommended
Outline Development Plan has been produced for North Lantau with an ultimate
target population of 320,000 for North Lantau at year 2011.
2.12.4
The
proposed Dangerous Goods Anchorage (DGA) at Tang Lung Chau provides a total of
72 moorings and has a gross area of 67.5 ha, which is bounded by the centre
lines of the surrounding breakwater.
According to the Tsuen Wan Bay
Further Reclamation, Area 35 Engineering, Planning and Environmental
Investigation (TDD, 1999), the latest estimate on the programme for was for
commencement of the works in late 2000 for completion in mid 2003.
2.12.5
The
proposed further reclamation at Sham Tseng covers an area of 16.3 ha located
between Ting Kau and Sham Tseng Sewage Treatment Works and Tsing Lung Tau. The dredging and reclamation work is
proposed to commence in 2002 for completion in 2004 and the construction of the
entire project will be completed by 2008.
2.12.6
In
addition, a number of possible concurrent projects have been taken into
consideration in this EIA. These
include dredging and filling at the Container Terminal No. 9 (CT9) reclamation
which the construction work was commenced in 1999 for completion (first berth
operational) in 2001. Associated with
construction of CT9 will be sand borrowing at the West of Sulphur Channel
Marine Borrow Area (MBA) and dumping of dredged sediments at the South Tsing Yi
MBA and/ or the South Cheung Chau marine disposal ground. Contaminated mud dredged from the CT9 will
be disposed at the East Sha Chau Contaminated Mud Pits.
2.12.7
Other
reclamation projects considered including Tsuen Wan Bay Reclamation, sand
winning at East Lamma Channel Marine Borrow Area, and Lamma Extension power
station reclamation. Details of the
assumptions adopted are presented in the water quality impact assessment
section.
2.13.1
The
perceived benefits associated with the proposed tourism and recreational
developments are expected to be primarily of an economic nature. The Theme Park development and associated
hotels and RD&E facilities would be expected to strengthen Hong Kong SAR’s
role as a major tourist destination in Asia and the world and generate substantial
employment opportunities during both construction and operation. The NLDFS
developments would also be expected to act as a catalyst in attracting further
tourism, recreational and leisure investment (eg. hotels, retail, tourism
services, air line and transport activities).
2.13.2
In
addition, environmental enhancement arising from the Project comprise the
following, which are detailed further in the relevant technical sections:
·
The Theme Park and associated developments will
reclamation’s require a large amount of fill material and therefore offers a
very good opportunity to utilise the public fill generated in the SAR. The use of public fill will not only
alleviate the demand for virgin fill material but also reduce the pressure of
disposing inert Construction and Demolition Material (C&DM) at the
strategic landfills. The entire NLDFS
has assumed in an overall 40% of the total filling material to be public
fill. Section 6 details the intention
to maximise the use of good quality public filling material for the proposed
reclamations. Except for the Penny’s
Bay (Phase I) Reclamation which the use of public fill is constraint by the
construction programme, over 77% of public fill will be used as fill materials
at other proposed NLDFS reclamations.
·
The Luk Keng headland and the nearby Cheung Sok Island
have been zoned Conservation Area in the OZP. Subject to detailed study, a
preliminary planning of concept Eco Park has been proposed at Luk Keng under
the Draft RODP and it is expected that re-creation of habitats or introduction
of new habitats/ species would be required to upgrade the interest of the site
and enhance visitor appeal.
·
The deletion of two reclamation areas (about 16
ha) to the south-west and east of Cheung Sok from the North-East Lantau Port
OZP has preserved approximately 1 km of natural coastline.
·
As an additional habitat enhancement measure,
the Project proponent, CED, has undertaken to deploy 4,350 m3 Artificial
Reefs (ARs) in Hong Kong waters at a site (or sites) to be decided upon in
consultation with the DAFC. ARs act as habitat enhancement devices and provide
hard bottom, high profile habitat in areas without natural cover. The ARs
subsequently will provide food, shelter and a nursery ground for commercial
fish and, over the long term, enhance fishery stocks. Enhanced fish stocks in the area will not only benefit local
fisheries resources but will also increase the availability of prey items for
the seasonal population of marine mammals that uses the area. The deployment of AR within the Project Area
is subject to detailed study.
·
The rubble mound and concrete sloping seawalls
proposed for the reclamation have been demonstrated (Section 8) to become colonised by subtidal hard surface assemblages
after construction.
·
Provide secondary woodland planting to
compensate for the approximate loss of 1.8 ha of the woodland at Ngong Shuen Au which cannot be avoided by the
PBRL, Road P2 and CKWLR alignment. As
considerable areas, not less than 6 ha, of woodland planting are proposed as
landscape and visual impact mitigation on the adjacent hill side to the east of
Ngong Shuen Au, sufficient compensatory woodland will be provided. Species used for planting should take
reference from the species identified in the Tree Survey and be native to Hong
Kong or South China region.
·
A 10 ha Conservation Area has been designated
around Pa Tau Kwu may, as described in Section
7, indirectly benefit the environment of an identified breeding pair of
White-bellied Sea Eagles which have one nesting site at Pa Tau Kwu. The
indirect benefit during construction through addition of buffer distance from
construction works and through isolation of the secondary woodland area from
the Theme Park and associated developments.
·
An open channel will be built at western Penny's
Bay to conserve the natural coastline.
·
Protection of pitcher plants by restricting
access during construction works has been recommended even though the works
area may not encroach their habitat.
·
The use of fabric (plastic) fenders instead of
tropical hardwood fenders has been recommended in the proposed Theme Park Ferry
Pier and service quay, as well as the Cross Boundary Ferry Terminal
construction.
·
The use of wooden hoardings in the Project
construction will not be allowed and metal (aluminium, alloy, etc.) has been
recommended to help reducing the construction and demolition (C&D) wastes.
·
The Theme Park operator, HKITP, will
additionally benefit the environment by implementation of waste reduction
initiatives. The quantity of recyclable materials potentially recovered by
local recyclers under market driven conditions is estimated to be about 23 to
26% of the total waste generated. These estimates are based on the market
conditions in Hong Kong. The analysis
on the markets show that the market for the major recyclables exists, especially
when source separation programmes are in place to enhance the market value of
the materials. It has been recommended
in the Theme Park EIA that the operator should institute a source separation
programme to recover recyclables from the remaining waste stream with a
preliminary recycling target of 10% for remaining recyclable materials and 10%
for compostable materials if composting facility is available, be adopted in
the Waste Management Plan of the Theme Park.
A waste avoidance and recycling programme, which forms a major part of
the HKITP’s Waste Management Plan for the operation of the Theme Park, should
be implemented and annually monitored (Section 6). It is recommended similar waste reduction and recycling
arrangement could be considered by other NLDFS tourism and recreation
developments.
·
The current dredged and drained design of
Penny's Bay Reclamation will have a 30% decrease in total dredging volume, a
34% in fill volume, and a 97% reduction in the volume of contaminated sediments
requiring disposal compared to the combined Container Terminals No. 10 & 11
Ancillary Works (Design) and the Design of Reclamation and Edge Structures for
Container Terminals 10 and 11 and Back-up Areas (fully dredged option) of the
Lantau Port Development - Stage 1 Study.
·
Environmental benefits arising from the
conversion of land uses from port developments to tourism recreation purposes,
in particular for visual and landscape aspects.
·
The public modes of transport to the proposed NLDFS developments are expected
to be dominated. Of the public modes,
the rail mode will be dominant through the proposed Penny's Bay Rail Link,
which is connected with the Tung Chung Line,
and its possible future extensions and will be complemented by other
transport mode and the provision of integrated transport
facilities (PTIs at Yam O and the Theme Park) to improve accessibility by rail.
·
The proposed NLDFS developments will transform
the area from a predominantly rural to suburban area and tourism and recreation
oriented landscape. It will provide an
opportunity to create positive visual features and high quality landscape
setting.
2.13.3
Potential
disbenefits associated with the proposed Project may include:
·
Loss of natural shoreline and associated
inter-tidal habitats;
·
Loss of natural shallow coastal marine habitats;
·
Potential impact to natural terrestrial habitats
and fauna;
·
Increased solid waste generation;
·
Potential floating debris due to the use of
public fill during reclamation;
·
Potential noise impacts;
·
Potential air quality impact;
·
Potential water quality impacts; and
·
Potential landscape, visual and cultural
heritage impacts.
2.13.4
These
potential disbenefits will be examined in this EIA relative to the assessment
criteria laid down in the EIAO TM. The
main purpose of the Schedule 3 NLDFS EIA Study is to provide a comprehensive
impact assessment for the overall development scenario and to avoid/minimise
the potential environmental impacts through proper landuse planning and
design. Also, opportunities of
conserving and enhancing the existing environment have been explored and
examined.
2.13.5
For the
CKWLR for which a more detailed Schedule 2 EIA has been performed for the
Project Proponent's Environmental Permit application, conditions and
requirements have been identified, where appropriate, for the detailed design,
construction and operation of the Project to mitigate against adverse
environmental consequences. The EIA
will also identify the overall environmental acceptability of residual impacts,
where appropriate, after proposed mitigation measures are implemented.
2.14.1
A key
development objective of the Project is to provide a series of world-class
tourism and recreational facilities including the Theme Park together with its
related developments. The proposed
developments are also expected to become a core tourist attraction in the HK
SAR. Without the Project, the perceived
benefits identified in Section 2.12
will not be realised and environmental impacts described later in this EIA
Report will not arise.
2.14.2
Prior to
the amendment of the previous North-East Lantau Port OZP and rezoning of part
of the Penny’s Bay area for theme park and related recreational usage, the area
was designated for the development of Container Terminals 10 and 11. Without the Theme Park and associated
developments, rezoning of the Project area for container terminals and port
related uses, including container back-up areas, business park and industrial
uses could not be precluded. Such
container port and associated development would likely involve 24 hour working
leading to associated noise impacts, a higher percentage of heavy good vehicles
in the Project Area with air and noise impacts, visual and glare impacts from
24 hour night-time port operation lighting requirements.
2.14.3
On balance,
it is considered that the consequences to the environment and adjacent
environmental sensitive receivers arising from both the construction and
operation of the previously proposed container ports (CT10 and CT11) would be
greater than those predicted to arise for the construction and operation of the
Theme Park and associated developments.