TABLE OF CONTENTS
to the Study
and Scope of the EIA.. 1
and Scale of Project1
and Visual Impact
Monitoring and Audit4
LIST OF FIGURES
to the Study
In 1999, Lok Ma Chau Crossing
carried an average daily flow of 18,000 vehicles (two-way). Based on the
Crosslinks Further Study and the assessment of Transport Department, the total
cross-boundary traffic is predicted to increase at an average rate of 9% per
annum in the coming years before the opening of the Deep Bay Link and the
Sheung Shui-Lok Ma Chau spur line. However, Lok Ma Chau Crossing, being
situated on the preferred route of cross-boundary traffic, is envisaged to be
heavily used in the longer term. While the road system of Lok Ma Chau Crossing
will be improved in stages to cope with the projected traffic growth, capacity
deficiency is envisaged in the future at San Tin Interchange.
According to Transport Department’s
assessment, the design flow/capacity ratios of the two approaches to San Tin
Roundabout from San Tin Highway slip road and Fanling Highway slip road will
exceed the allowable capacity in 2011. As such, improvements by means of two
elevated roads are required to segregate the cross-boundary goods vehicles in
order to relieve the traffic queues in the existing San Tin roundabout.
The two elevated slip roads are a
Designated Project (the Project) under Schedule 2, Part I A.8 of the
Environmental Impact Assessment Ordinance (EIAO) (Cap. 499) and require an environmental
permit under the EIAO for its construction and operation.
An Environmental Impact Assessment
(EIA) Study has been undertaken for the Project to provide information on the
nature and extent of potential environmental impacts arising from the
construction and operation of the proposed Project, and to contribute to
decisions on the overall environmental acceptability of the Project.
The EIA provided a detailed
assessment of the potential environmental impacts associated with the Project,
in relation to the issues specified in the EIA Study Brief No. ESB-092/2002,
including noise, air quality, water quality, waste management, ecology,
fisheries, cultural heritage, landscape and visual, and land contamination.
Location and Scale of Project
The proposed Project is located at
the current San Tin Interchange in the North-West New Territories. The
two proposed elevated slip roads from westbound Fanling Highway and eastbound
San Tin Highway will merge to form a 4-lane carriageway and then connect to San
Sham Road leading to the existing vehicle holding area at the Lok Ma Chau
Boundary Crossing. The preliminary layout of the Project is shown in Figure
The main scope of this Project as
defined in the EIA report will comprise:
(a) provision of two elevated 2-lane slip roads
of totally about 1.4 km in length from the westbound Fanling Highway and
northbound San Tin Highway which will merge to form a 4-lane carriageway and
then connect to San Sham Road leading to the existing vehicle holding area;
(b) provision of two at-grade slip roads to
connect Kwu Tung Road and Castle Peak Road to the elevated slip roads and San
(c) provision of a local widening of the
existing Castle Peak Road with a box culvert extension;
(d) realignment of the at-grade existing slip
roads connecting Castle Peak Road and San Tin Highway; and
(e) provision of a bridge crossing the San Tin
Eastern Main Drainage Channel (EMDC) and realignment of the EMDC maintenance
access road to connect the existing access track to Castle Peak Road.
The construction of the Project is
scheduled for commencement in April 2005 for completion in March 2007.
Potential environmental impacts associated with the construction and operation
phases of the proposed Project are summarized below.
The assessment results indicated
that noise mitigation measures would be required to abate the construction
noise impact at village houses near San Tin Highway and Kwu Tung Road and Tun
Yu School. With the adoption of the quiet equipment and movable noise
barriers, all noise sensitive receivers (NSR) would be protected against
adverse noise impacts from the construction of the Project.
The traffic noise assessment
indicated that impact from the new roads (the proposed slip roads and the
proposed section of Castle Peak Road to be widened) on all existing and planned
NSRs would be within the EIAO Technical Memorandum noise criteria with the
implementation of the recommended noise barriers. Hence, adverse noise
impact from the proposed project would not be anticipated.
Air Quality Impact
With the incorporation of dust control measures
stipulated in the Air Pollution Control (Construction Dust) Regulation, the air
modeling results showed that the TSP level at all air sensitive receivers (ASR)
would be within the dust criteria.
Vehicle exhaust emission would be the main pollution
source during operation of the Project. Air quality modeling results
showed that the air quality objectives would be satisfied at all ASRs.
Water Quality Impact
The key issue in terms of water quality
would be related to site formation and foundation works for the construction
phase. There are no fishponds within close proximity of the site
boundary. Mitigation measures to control runoff and drainage from the
works areas were recommended to minimise construction run-off. Proper
site management and good housekeeping practices were also recommended to ensure
that construction wastes would not enter the nearby nullahs. With the
implementation of these recommended mitigation measures, unacceptable impacts
on water quality would not be anticipated.
Waste Management Implications
Wastes generated by the
construction activities would include C&D materials from the foundation
works, general refuse from the workforce and chemical waste from any
maintenance of construction plant and equipment. Provided that these
waste arisings are to be handled, transported and disposed of using the
recommended methods and that good site practices are followed, adverse
environmental impacts would not be anticipated.
Direct impacts to terrestrial
habitats and species resulting from the Project would be limited to the loss of
small areas of low value habitats. No species or areas of conservation interest
would be affected. Limited indirect impacts to wildlife resulting from
construction phase disturbance have been predicted. Disturbance to the high
ecological value fishponds north and north west of the works site are expected
to be negligible, given the significant separation between the nearest ponds
and the proposed works areas. Overall, potential ecological impacts
resulting from the Project were found to be minor and acceptable.
The assessment area has only a very
small area (approximately 1 ha) of active fish pond, none of which was located
along or in close vicinity to the proposed slip roads. The assessment
indicated that none of the fish ponds would be directly lost or indirectly
affected by the Project. Therefore there would be no impact to pond
aquaculture fisheries resources or operations.
Cultural Heritage Impact
3.10 The assessment area was determined
to contain no archaeological sites or areas of archaeological potential.
The impact assessment showed that there would be no adverse impacts to any of
the recorded built heritage features and graves, therefore, no mitigation
measures would be required.
Landscape and Visual Impact
3.11 The landscape and visual impact
assessment indicated that no significant impact would occur during construction
and operation stages. The disturbance to existing road-side trees (approx. 0.9
ha), would either be transplanted or compensated in the form of advance
planting at the beginning of the construction stage. The disturbed traffic
corridor (2775 sq.m.) and industrial/utility (0.6 ha.) is man-made with low
sensitivity to change. The Project would result in negligible landscape
impact and slight adverse visual impact, with adoption of mitigation measures.
These landscape mitigation measures would mainly be located adjacent and
underneath the viaduct, adjacent to the embankment, and apply to the noise
barriers and the highway structure. In result, a total of 14,440sq.m of
landscape mitigation measures would be provided to LCU2 transport corridor and
19,080 sq.m of landscape mitigation measures would be provided for LCU5
3.12 The landscape mitigation measure
would minimize any adverse impacts. It is predicted that the proposed
improvement works would have limited landscape and visual impact, and
considered as “acceptable with mitigation measures”. The extent and
location of the recommended landscape mitigation measures at both construction
and operation stage is illustrated in the Landscape Master Plan.
3.13 It was identified that two areas
within the project boundary (existing open storage area at the section of
Proposed Slip Road B near existing San Tin Interchange and existing open
storage area at the southern portion of Slip Road H) appeared to be potentially
contaminated. Based on the available information, the potential of land
contamination impact at the Study Area was considered surmountable.
3.14 It was recommended that land
contamination assessment be conducted at the identified areas prior to the
commencement of site clearance / construction works. During the
construction phase, mitigation measures should be implemented in order to
minimize the potential health impact on the construction workers.
Monitoring and Audit
3.15 An environmental monitoring and
audit programme was recommended for construction noise and water quality.
Site inspection/audit was also recommended to check the implementation of the
noise, air quality, water quality and waste management mitigation measures
during the construction phase. Details of the programme are presented in
a separate Environmental Monitoring and Audit Manual.
The findings of the EIA have
provided information on the nature and extent of potential environmental
impacts arising from the Designated Project element of the Improvements to San Tin
Interchange project. The EIA Study has predicted that the Project, after
the adoption of appropriate mitigation measures, would comply with all
environmental legislation and standards, with no adverse residual
impacts. An environmental monitoring and audit programme has been
recommended to monitor the implementation of the mitigation measures and to
ensure compliance with environmental standards.