14 CONCLUSION.. 14-1

14.1 Introduction. 14-1

14.2 Environmental Outcomes. 14-7

14.3 Air Quality Impact 14-12

14.4 Noise Impact 14-12

14.5 Water Quality Impacts. 14-12

14.6 Waste Management Implications. 14-14

14.7 Land Contamination Impact 14-15

14.8 Marine Ecological Impact 14-15

14.9 Landscape and Visual Impact 14-15

14.10 Cultural Heritage Impact 14-16

14.11 Environmental Monitoring and Audit 14-17

14.12 Overall Conclusion. 14-17

14 CONCLUSION

14.1 Introduction

The Project is a designated project in accordance with Item C1 of Part 1 of Schedule 2 of the EIAO, which specifies “Reclamation works including associated dredging works”.

14.1.1 This EIA Report has provided an assessment of the potential environmental impacts associated with the construction and operation of the Project, with the consideration of the potential cumulative impact from other projects including the Central Reclamation Phase III (CRIII) and Hong Kong Convention and Exhibition Centre Atrium Link Extension projects. Since the details of the potential future railway projects, i.e. Shatin to Central Link (SCL) and North Hong Kong Island Line (NIL) were not available at the time of this EIA study, the cumulative impacts from these two railway projects could not be addressed. Specific mitigation measures requirements for the Project, as well as an environmental monitoring and auditing programme, have been developed during the assessment of the proposed developments. The Implementation Schedule of the recommendations is presented in Section 13. A summary of the environmental impacts associated with the Project are present in Table 14.1. The key assessment assumptions, limitation of assessment methodologies and all obtained relevant prior agreements with the EPD or other authorities on individual environmental media assessment components are given in Appendix 15.1. The key environmental outcomes arising from the EIA study and the principal findings of the study are summarized in Section 14.2.

Table 14.1 Summary of Environmental Impacts Associated with the Project

Environmental Issue	Sensitive Receivers/ Assessment Points	Impact Prediction Results	Relevant Standards/ Criteria	Extents of Exceedances	Impact Avoidance Measures/ Mitigation Measures	Residual Impacts
Air Quality
Construction Phase	48 assessment points	1-hour Average TSP Conc.: 95-434 mg/m^3 24-hour Average TSP Conc.: 86-241mg/m^3	EIAO-TM and Air Quality Objective	Nil	Four times daily watering with complete coverage of active construction area Requirements of the Air Pollution Control (Construction Dust) Regulation The following mitigation measures, good site practices and a comprehensive dust monitoring and audit programme are recommended to minimise cumulative dust impacts. · Strictly limit the truck speed on site to below 10 km per hour and water spraying to keep the haul roads in wet condition;	Nil
					· Watering during excavation and material handling;
					· Provision of vehicle wheel and body washing facilities at the exit points of the site, combined with cleaning of public roads where necessary; and
					· Tarpaulin covering of all dusty vehicle loads transported to, from and between site locations.
Operational Phase	In view of the project nature, no adverse air quality impact during the operation phase would be anticipated.		Not Applicable	Nil	Not Applicable	Nil
Noise
Construction Phase	N1, N2, N3, N6, N8, N13, N15, N17, N18 and N20	Predicted noise levels would be in the range of 61 to 86 dB(A).	Domestic premises: 75dB(A) Educational institutions: 70 dB (A) during normal teaching periods & 65 dB(A) during examinations	Domestic premises: Exceed the noise standard by up to 26dB(A). Educational institutions: Exceed the noise standard by 1 dB(A) during normal teaching period and up to 6 dB(A) during examination period.	Use of quiet equipment to mininise construction noise impact.	With the use of quiet PME for the Project and implementation of the noise mitigation measures for other Schedule 2 DPs and CRIII project, the predicted cumulative noise levels at the NSRs selected for construction noise impact assessment except N20 during examination period would comply with the construction noise standard. For N20 (i.e. Hong Kong Baptist Church Henrietta Secondary School), the predicted noise level would exceed the noise standard of 65 dB(A) by 3 dB(A) during examination periods for a total of 8 weeks in 2009.
Water Quality
Construction Phase	All water sensitivity receivers in Victoria Harbour, Western Buffer and Eastern Buffer WCZs	The model results indicate exceedances of WSD water quality (SS) criterion for flushing water intakes (at Kennedy Town, Kowloon South, Quarry Bay, Sai Wan Ho, Sheung Wan, Tai Wan and Wan Chai) and target SS level (at Admiralty Centre and MTRC cooling water intakes).	WSD water quality criterion for SS: < 10 mg/l	Full compliance with the assessment criteria with implementation of the recommended measures.	Restriction on the maximum dredging rates at the sewage pipelines zone, water mains zone, TWB, TPCWA, HKCEC Stage 1 & 3 as well as the western seawall of WCR1 which is close to the WSD intake at Wan Chai;	Nil
		Full compliance with the assessment criterion for sedimentation rate	Target SS level at Admiralty Centre and MTRC cooling water intakes: < 40 mg/l		Deployment of silt curtains around seawall dredging and seawall trench filling in NPR, TCBR, WCR and HKCEC areas.
			Sedimentation rate at corals: <100g/m^2/day		Deployment of silt screens at selected seawater intakes
Operational Phase	All water sensitivity receivers in Victoria Harbour, Western Buffer and Eastern Buffer WCZs	Operation of WDII reclamation would not cause unacceptable impacts upon the water quality in Victoria Harbour	Relevant WQO for marine water:	No WQO exceedance is induced by the Project	Existing practices currently adopted by Marine Department for collection of floating refuse at the Project site should be continued during the operational phase of this Project.	Nil
			TIN level: <0.4 mg/l for annual mean
			UIA level: <0.021 mg/l for annual mean
			Depth-averaged DO level: > 4 mg/l for 10^th percentile
			Bottom DO level: > 2 mg/l for 10^th percentile
			Temperature increase: < 2^oC from background
Waste Management Implications
Construction Phase	Not applicable	Main waste: dredged marine sediment with a total volume of approx. 1.15Mm^3.	1. Waste Disposal Ordinance (Cap. 354)	Not applicable	Refer to Table 13.4	Nil
		Other wastes: general refuse from the workforce; chemical waste from plant and equipment maintenance; and C&D material from excavation works and the demolition of existing structures.	2. Waste Disposal (Chemical Waste) (General) Regulation (Cap. 354)
			3. Land (Miscellaneous Provisions) Ordinance (Cap. 28)
			4. Public Health and Municipal Services Ordinance (Cap. 132) - Public Cleansing and Prevention of Nuisances Regulation
			5. Annexes 7 & 15 of EIAO TM
Land Contamination Impact
Construction Phase	Construction Workers via direct ingestion of and dermal contact with contaminated soils.	No land contamination impact is expected.	ProPECC PN3/94 - “Contaminated Land Assessment and Remediation” “Guidance Notes for Investigation and Remediation of Contaminated Sites of: Petrol Filling Stations, Boatyards, and Car Repair /Dismantling Workshops	None	None	None
Marine Ecological Impacts
Construction Phase	Ecological resources in the assessment area	Habitat loss - Permanent: 12.7 ha soft bottom benthic & subtidal habitat & 1 km artificial intertidal habitat	Not applicable	Not applicable	Avoidance - Revised design of alternative Trunk Road constructed in tunnel to avoid permanent loss of large area of marine habitats Minimization - Translocation of all the coral colonies found at coastlines within ex-PCWA Basin and along seawall at North Point - Mitigation measures to control water quality	No adverse residual impact as loss of approximately 12.7 ha of soft bottom benthic and subtidal habitats due to permanent reclamation works are of very low ecological value
		- Temporary: 8.3 ha soft bottom benthic & subtidal habitat & 850 m artificial intertidal habitat
		Changes in water quality - More than 30% increase of SS at the immediate vicinity outside reclamation area - Insignificant elevation of SS at far-field sensitive receivers - Level of TIN is predicted to be slightly higher than WQO standard at several locations immediately outside reclamation area	(See water quality assessment)	(See water quality assessment)	- Mitigation measures to avoid disturbance impact to nearby waterbird population Other Measures - Construction of about 1 km new vertical wave absorbing seawall to recover loss of artificial intertidal habitat
		- Minimum depth-averaged DO at HKCEC is predicted to be slightly lower than 4.0 mg/L
		Disturbance impact	Not applicable	Not applicable
Operational Phase	Ecological resources in the assessment area	Disturbance impact	Not applicable	Not applicable	Mitigation measures are not required as no adverse impact are predicted.	Nil
		Potential change in water quality in Victoria Harbour during operation of WDII reclamation caused by change in tidal flow	(See water quality assessment)	(See water quality assessment)
Landscape and Visual Impact
Construction Phase	All Landscape Resources / Landscape Character Areas and Visual Sensitive Receivers within the study area	- During construction, there will be moderate residual impact on the Victoria Harbour	Not applicable	Not applicable	- Control of night-time lighting. - Erection of decorative screen hoarding compatible with the surrounding setting.	Landscape Impacts The reclamation work will not affect any existing trees. The impact on the Victoria harbour is primary due to the construction in the harbour and the loss in areas. It is considered that the residual impacts on the Victoria Harbour are moderate during construction phase.
						Visual Impacts With implementation of mitigation measures during construction, there will still be some moderate negative visual impact on the VSRs in the front row of high rise buildings along the waterfront from Central to North Point. Residual impacts on VSRs further away the Victoria Harbour and from the hinterland will become slight or insubstantial.
Operational Phase	All Landscape Resources / Landscape Character Areas and Visual Sensitive Receivers within the study area	- During operation, slight negative impacts on the Victoria Harbour due to the loss of harbour area	1. EIAO and TM, particularly Annexes 10 and 18, 2. EIAO Guidance Note 8/2002, 3. Town Planning Ordinance (Cap 131), 4. ETWB TCW No. 2/2004 - Maintenance of Vegetation and Hard Landscape Features, 5. ETWB TCW No. 29/2004 - Registration of Old and Valuable Trees, and Guidelines for their Preservation, 6. ETWB TCW No. 3/2006 - Tree Preservation	Not applicable	- Aesthetic design of proposed waterfront promenade.	Landscape Impacts The reclamation work will not affect any existing trees. The impact on Victoria Harbour is primarily due to the construction in the harbour and the loss in area. It is considered that the residual impacts on the Victoria Harbour are slight during operation phase with mitigation measures. Visual Impacts During operation, there will be substantial to moderate positive visual impact on VSRs along the new waterfront as the landscape and visual amenity are generally enhanced and strengthen by the proposed project. Visual impacts from the hinterland and harbour will be insubstantial
Cultural Heritage Impact
Construction Phase	Marine archaeological resources in Victoria Harbour	Since there is no archaeological material present within the study area, no adverse cultural heritage impact is expected.	1. Antiquities and Monuments Ordinance (Cap.53) 2. Environmental Impact Assessment Ordinance (EIAO) (Cap. 499, S.16)	Not applicable	No further archaeological investigation or mitigation measures is required	Nil
			3. Technical Memorandum on the Environmental Impact Assessment Process (EIAO-TM)
			4. Guidance Notes on Assessment of Impact on Sites of Cultural Heritage in Environmental Impact Assessment Studies (GN-CH)
			5. Hong Kong Planning Standards and Guidelines (HKPSG) 6. Marine Archaeological Investigation Guidelines.

14.2 Environmental Outcomes

14.2.1 The major environmentally sensitive areas within the study area include residential buildings, commercial buildings, hotels, recreational areas, educational institutions, and WSD flushing water intakes and cooling water intakes at the waterfront of Victoria Harbour. The population within the study area is approximately 125,000. With the implementation of the proposed control and mitigation measures, the air, noise and water quality sensitive receivers within the study area would be protected from adverse environmental impacts arising from the Project during both construction and operational phases. A summary of the key environmental outcomes arising from the EIA study and environmental benefits of the environmental protection measures recommended are presented in Table 14.2 below.

Table 14.2 Summary of Key Environmental Outcomes/ Benefits

Issue	Environmental Outcomes/Benefits
The Project	Requirements: 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 to the IEC, comprising the CWB and the IECL. The Trunk Road will form an east-west strategic route through Central and Wan Chai and is an essential element of Government’s strategic transportation planning for Hong Kong that is required to provide relief to the existing main east-west corridor (that is, Connaught Road - Harcourt Road - Gloucester Road). The Project can 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 measures to develop a high quality waterfront for the enjoyment of the public and tourists.
1.	Benefits: The reclamation provides essential land for the construction of key transport infrastructure including the Trunk Road and the NIL and SCL. The road and rail routes are required to relieve congestion on the strategic east-west routes through Central, Wan Chai and Causeway Bay and on the public transport system, and their implementation is a core element of Government's transport planning strategy. The land formed also provides opportunity to create an attractive waterfront for the enjoyment of the public. At present, large parts of the Wan Chai, Causeway Bay and North Point waterfront are inaccessible to the public or are difficult to access. The land formed through this Project will be used to regenerate the waterfront into an attractive public resource that could be used for a wide range of recreational and tourism-related uses and functions, with easy access from the urban hinterland. In so doing, the waterfront will become, as it should, an integral element of the public asset currently provided by the harbour. The project also provides opportunity to enhance the existing odour at the south-west corner of the CBTS by removal of the polluted sediments which will be carried out in conjunction with the dredging for the Trunk Road reclamation.
	Potential consequences without the Project: (i) Not able to relieve traffic congestion · Without the Trunk Road, the east-west strategic corridors of the hinterland such as Gloucester Road, Harcourt Road and Connaught Road Central will be severely affected. At the eastern end of the Trunk Road, long queues would be anticipated along the IEC as Victoria Park Road between Causeway Bay Flyover and Canal Road, already very congested, will become a bottleneck. At the western end, Connaught Road Central will be severely congested. Road connections from the hinterland will also not be able to operate due to congestion. · From traffic point of view, given that the existing east-west corridor along the north shore is already overloaded at present, the future increase in general traffic growth on the Island due to territory-wide population and employment growth will exert additional pressure on the existing road network, thus causing further congestion and likely ‘gridlock’ situations to the north shore of Hong Kong Island, which may also have far reaching impacts to the harbour crossings. · A district traffic study has confirmed that a dual 3-lane Trunk Road (or Central-Wan Chai Bypass), together with intermediate slip roads, is required to divert traffic away from the existing east-west corridor and to provide adequate relief to the corridor and the local road network. The need for the Trunk Road has also been confirmed by the Expert Panel on Sustainable Transport Planning and Central-Wan Chai Bypass (‘Expert Panel’), which consists of independent local and overseas experts in the relevant fields. (ii) Not able to provide land for NIL and SCL · Land formed under the Project, in addition to providing for the construction of the Trunk Road, also provides for the construction of the NIL and the SCL. Should the Project not proceed, implementation of these rail routes will be severely constrained. This will have consequential adverse impacts on the planning and provision of public transport infrastructure. (iii) No improvement of the waterfront · Should the Trunk Road not be implemented the requirement for land formation is likely to fall away and opportunities to improve the existing waterfront would be limited. (iv) Likely environmental conditions · Water quality at Victoria Harbour would be similar for both the situations with and without the Project.
Development Alternatives	The size of reclamation, and the corresponding shoreline configuration, is determined based on the minimum extent of reclamation that is needed to meet the essential engineering requirements for the construction of the Trunk Road. It is the minimum reclamation required to meet the overriding need for the Trunk Road. A step by step approach is taken to ensure the reclamation is the minimum extent required. The first step is to confirm that there is an overriding and present need for the Trunk Road. The next step is to identify any “no-reclamation options”. If there is no reasonable alternative to reclamation, the third step is to ensure that the reclamation is restricted to only the minimum amount necessary to meet the overriding public need.
Environmentally Friendly Designs Recommended	The following environmental-friendly designs have been incorporated into the current project designs: l The extent of reclamation under the current scheme has been minimized. Compared to original scheme in the previous approved EIA report, the reclamation area is substantially reduced by approximately 15.8 ha. l Smooth curves have been adopted at indented areas rather than sharp corners along the shoreline. This smoothing of the shoreline will enhance flows and prevent accumulation of pollutants or floating refuse.
Environmental Problems Avoided	The environmental problems avoided/minimized due to the current scheme include: · Potential environmental impacts including construction dust, water quality and marine ecology would be reduced compared to the original scheme in the approved EIA report due to the decrease in the extent of reclamation. · As there is no longer any development on reclaimed land formed with marine sediments in place within CBTS, potential biogas problem would be avoided in the current scheme.
Construction Air Quality Impact	Environmental benefits of environmental protection measures recommended:
	During construction phase, potential air quality impacts include dust nuisance and gaseous emissions from the construction plant and vehicles and dredgers and odour impact from contaminated sediment during dredging in the vicinity of Police Officers’ Club.
	Mitigation measures for dust impact include four times watering a day on the active work areas and implementation of the Air Pollution Control (Construction Dust) Regulation and good site practices.
	For the dredging activities carried out in the vicinity of Police Officers’ Club, the dredging operation will be restricted to only 1 small close grab dredger to minimise the odour impact during the dredging activity. The dredging rate should be reduced as much as practicable for area in close proximity to the Police Officers’ Club.
	With the implementation of the recommended control and mitigation measures, no adverse air quality impacts are anticipated. Compensation areas included: Not required Population and environmental sensitive receivers protected: Existing air sensitive receivers within 500m of the project boundary.
Operational Air Quality Impact	Environmental benefits of environmental protection measures recommended: In view of the project nature, no adverse air quality impact during the operation phase would be anticipated. Compensation areas included: Not required Population and environmental sensitive receivers protected: Existing and planned air sensitive receivers within 500m of the project boundary.
Construction Noise Impact	Environmental benefits of environmental protection measures recommended: · The predicted mitigated noise levels would range from 57 to 74 dB(A) at the representative NSRs. With the implementation of quiet PME under the Project and the noise mitigation measures under other concurrent Schedule 2 DPs, the noise levels at the NSRs selected for construction noise impact assessment except N20 during examination periods would comply with the construction noise standard.
	Compensation areas included: Not required.
	Population and environmental sensitive receivers protected: Noise sensitive receivers within 300m of the project boundary.
Operation Noise Impact	Environmental benefits of environmental protection measures recommended: In view of the project nature, no adverse noise impact during the operation phase would be anticipated
	Compensation areas included: Not required Population and environmental sensitive receivers protected: Not applicable.
Water Quality Impact	Environmental benefits of environmental protection measures recommended: · The major water quality impact associated with dredging activities is the elevation of SS within the marine water column. Provided the recommended mitigation measures are implemented, including restriction on the maximum dredging rates, the deployment of silt curtains at the dredging and filling areas, and installation of silt screens at selected seawater intakes, there will be no unacceptable residual water quality impact due to the proposed reclamation works. · General construction activities associated with the construction of WDII reclamation could lead to site runoff containing elevated concentrations of SS and associated contaminants that may enter into the marine water. However, it is anticipated that the water quality impacts will generally be temporary and localised during construction. Therefore, no unacceptable residual water quality impacts are expected during the construction of the proposed infrastructure, provided all of the recommended mitigation measures are implemented and all construction site / works area discharges comply with the TM-DSS standards. · Adverse water quality impacts associated with the operation of WDII reclamation are not expected. Thus, there will be no residual impact associated with the operation of the Project. Compensation areas included: Not required. Population and environmental sensitive receivers protected: Seawater intakes along the waterfront of Victoria Harbour and corals identified in Junk Bay, Green Island and Cape Collinson.
Waste Management Implications	Environmental benefits of environmental protection measures recommended: With the implementation of the recommended mitigation measures and practices, potential air, odour, noise, water quality for the handling, transportation and disposal of the identified waste arisings, no adverse environmental impacts are expected.
	Limited amount of refuse and debris may be unintentionally brought from the site into the harbour during heavy rains or typhoons. Given that the Project would not worsen the shoreline configuration and the implementation of appropriate control measures during construction phase, it is considered that the future quantity of refuse to be found along the shoreline would be similar if not better than the existing situation. With the implementation of a refuse collection system within the project area, no insurmountable environmental impact with regard to floating refuse would be anticipated during the construction phase, or after completion of the Project.
	Compensation areas included: Not required.
	Population and environmental sensitive receivers protected: Water quality, air, and noise sensitive receivers at or near the Project site, the waste transportation routes and the waste disposal site.
Land Contamination Impact	Environmental benefits of environmental protection measures recommended: No potential contaminative land uses were identified within the Study Area. As such, adverse land contamination impacts associated with the construction and operation of the Project is not expected. Compensation areas included: Not required. Population and environmental sensitive receivers protected: No construction worker would be affected.
Marine Ecological Impact	Environmental benefits of environmental protection measures recommended: The benthic, intertidal and subtidal habitats within the affected area are of very low ecological value and direct impact on some small and isolated coral colonies attached to movable boulders at the coastlines within ex-PCWA Basin and along seawall at North Point would be avoided by translocation to a nearby suitable habitat such as Junk Bay. Hence, no adverse direct ecological impact is expected. Water quality and noise control measures (as described above) would minimise indirect impact on marine habitats and associated flora and fauna due to change in water quality and noise environment during the construction phase. Compensation areas included: Construction of about 1 km vertical wave absorbing seawall along the coastlines of the newly reclamated land would provide large area of hard substrata for settlement and recruitment of similar intertidal fauna.
	Population and environmental sensitive receivers protected: Ecological resources in the assessment area.
Landscape and Visual Impact	Environmental benefits of environmental protection measures recommended:
	· Approximately 12.7 ha (1.8% of total 700ha harbour area) of Victoria Harbour will be permanently lost under the proposed reclamation (DP3). Causeway Bay Typhoon Shelter will be temporarily alienated for the construction of the Trunk Road tunnel. A temporary typhoon shelter (DP4) of approximately 6ha will be constructed in Victoria Harbour just outside existing typhoon shelter. It is considered that the residual impacts on Victoria Harbour are moderate during construction phase but slight during operation phase with implementation of mitigation measures.
	· Under the proposed development, approximately 13.8ha of new waterfront open space will be provided to strengthen the existing landscape framework from Central to North Point. It is considered the proposed development with mitigation measures will not create adverse impact to open space framework but have positive substantial impact to the waterfront from Central to North Point.There will also be moderate residual impact on Victoria Harbour during construction. During Operation, there are slight negative impacts on Victoria Harbour. However, the existing landscape characters along the waterfront will be further enhanced by the proposed open space. Specific themes for the open spaces will be proposed to the waterfront from Central to North Point. · With implementation of mitigation measures during construction, there will still be some moderate negative visual impact on the VSRs in the front row of high rise buildings along the waterfront from Central to North Point. Residual impacts VSRs further away the Victoria Harbour and from the hinterland will become slight or insubstantial. During operation, there will be substantial to moderate positive visual impact on VSRs along the new waterfront as the landscape and visual amenity are generally enhanced and strengthen by the proposed project. The visual impact from the hinterland and the harbour will be slight or insubstantial. Compensation areas included: Approximately 13.8 ha of new waterfront open space and nine new pedestrian links to the new harbour-front will be provided Population and environmental sensitive receivers protected: Existing and planned Landscape Resources , Landscape Character Area and VSR at and near the project site.
Cultural Heritage Impact	Environmental benefits of environmental protection measures recommended: Since there are no marine archaeological resources within the study area that would be affected by the project, marine archaeological impact due to the construction activities is not expected. The current project design would avoid the potential impact on the Kellett Island Archaeological Site at RHKYC and Noonday Gun at CBTS. No environmental protection measure is required. Compensation areas included: Not required. Population and environmental sensitive receivers protected: No archaeological resources would be affected.

14.3 Air Quality Impact

Construction Phase

14.3.1 During construction, reclamation, filling and surcharging were identified as the major dust sources. Trunk Road tunnel works would also generate dust and contribute cumulative dust impacts. Due to the complex sequencing of the construction activities, six worst case scenarios of the construction schedules have been identified and assessed. The findings of the construction phase air quality assessment indicate that no exceedence of the 1-hour and 24-hour total TSP criteria are predicted at ASRs in the vicinity of the construction sites. In order to ensure compliance with the TSP criteria at the ASRs at all times, the dust suppression measures and requirements of the Air Pollution Control (Construction Dust) Regulation should be adhered to during the construction period. In addition, a comprehensive dust monitoring and audit programme are recommended to ensure the effective implementation of dust suppression measures. Therefore, no adverse residual air quality impacts due to the dredging and reclamation activities would be anticipated.

14.3.2 Potential odour impacts from contaminated sediment would be expected when the dredging activities carrying out in the vicinity of Police Officers’ Club. As the dredging operation will be restricted to only 1 small close grab dredger, the odour impact during the dredging activity would be minimised. With the implementation of proposed mitigation measures, no adverse odour impacts from contaminated sediment would be anticipated.

Operational Phase

14.3.3 In view of the project nature, no adverse air quality impact during the operation phase would be anticipated.

14.4 Noise Impact

Construction Phase

14.4.1 This assessment has predicted the construction noise impacts of the Project during normal daytime working hours, taking into account other concurrent projects including other Schedule 2 DPs, CRIII and HKCEC ALE projects. The predicted unmitigated noise levels would range from 61 to 86 dB(A) at the representative NSRs. With the use of quiet PME for the Project, implementation of the noise mitigation measures for other Schedule 2 DPs and CRIII project, the predicted cumulative noise levels at the NSRs selected for construction noise impact assessment except N20 during examination periods would comply with the construction noise standard. For N20 (i.e. Hong Kong Baptist Church Henrietta Secondary School), the predicted noise level would exceed the noise standard of 65 dB(A) by 3 dB(A) during examination periods for a total of 8 weeks in 2009. However, the school has been noise insulated with air conditioners and, by keeping the windows closed during construction activities, noise impacts at the indoor environment can be avoided. Notwithstanding this, it is recommended that the particularly noisy construction activities be scheduled to avoid examination period as far as practicable.

14.4.2 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 adoption of quite PME and movable noise barriers, the predicted noise levels at the NSRs selected for construction noise impact assessment except NSR N2 would comply with construction noise criterion of 65 dB(A). 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.

14.4.3 A construction noise EM&A programme is recommended to check the compliance of the noise criteria during normal daytime working hours.

Operational Phase

14.4.1 In view of the project nature, no adverse noise impact during the operation phase would be anticipated.

14.5 Water Quality Impacts

Construction Phase

14.5.1 The water quality impact during the reclamation of WDII and CWB has 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, have been assessed. The assessment also takes into account the cummulative effects that arise from other concurrent marine 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 CBTS. However, the water quality impacts at the seawater intakes can be effectively minimised with the implementation of the proposed mitigation measures, which includes silt curtains around the dredging operations, silt screens at the intakes, restricted dredging rates and bulk filling behind constructed seawalls. With the implementation of these mitigation measures, there would be no unacceptable residual water quality impact due to the WDII and CWB reclamation and due to the cummulative effects from other concurrent reclamation activities. A water quality monitoring and audit programme will be implemented to ensure the effectiveness of the proposed water quality mitigation measures.

Operational Phase

14.5.2 An assessment of the hydrodynamic and water quality impact due to the proposed reclamation has been carried out by numerical modelling. With this quantitative modelling tool, the hydrodynamic impacts have been assessed for the dry and wet seasons over a spring-neap tidal cycle and the water quality impacts have been assessed for a complete calendar year. The assessment has taken into consideration all other concurrent developments and water pollution sources. For both hydrodynamic and water quality, the baseline (without the WDII and CWB reclamation) and operation phase (with the WDII reclamation) simulations have been compared. The model results indicate that the WDII and CWB reclamation would have minimal impact on the hydrodynamic regime of the study area. The model results also suggested that the levels of pollutant near Wan Chai and the neighbouring areas are similar under both baseline and operational scenarios. No unacceptable impacts associated with the operation of the Project upon the water quality in Victoria Harbour are therefore anticipated.

14.6 Waste Management Implications

14.6.1 A review of the sediment quality data from the marine ground investigation indicated that the majority of marine sediments to be dredged for the WDII and CWB reclamation were classified as contaminated. The total dredged volume was estimated as approximately 1.15 Mm³, of which 0.7 Mm³ was classified as contaminated (Category M and H) requiring Type 2 confined marine disposal, and 0.4 Mm³ was classified as Category L and would be suitable for Type 1 open sea disposal. With the implementation of the recommended mitigation measures in accordance with the requirements of ETWB TCW No. 34/2002, no adverse residual impact was predicted. Since the dredging activities are marine based activities and negligible dust impacts on nearby air sensitive receivers would be expected. The findings of the noise impact assessment in Section 4 of this report indicated that adverse noise impact would not be expected during the course of the dredging activities.

14.6.2 Based on the results of the biological screening, approximately 0.05 Mm³ of highly contaminated sediment from the CBTS would require Type 3 special disposal arrangements. A review of possible disposal arrangements has recommended the use of a geosynthetic container system with negligible loss of material to the marine environment during disposal. It is proposed that the dredged sediments are sealed in geosynthetic containers and, at the disposal site, the containers would be dropped into the designated contaminated mud pit where they would be covered by further mud disposal and later by the mud pit capping, thereby meeting the requirements for fully confined mud disposal. Field trials undertaken during the WDII D&C consultancy using uncontaminated mud established the optimum handling methodology of the proposed special disposal method.

14.6.3 Wastes generated by the construction activities will include C&D material (including excavated material and demolition material), general refuse from the workforce and chemical waste from the maintenance of construction plant and equipment. C&D material with suitable characteristics would be reused on-site as far as practicable (approximately 0.085 Mm³). Surplus material would require disposal to designed public filling facilities (approximately 0.17 Mm³). By reducing the quantity of C&D material requiring off-site disposal, the potential impacts from the transportation of material by road will be reduced (such as noise impacts, possible congestion due to increased traffic flows, and dust and exhaust emissions from the haul vehicles). Provided that these identified waste arisings are handled, transported and disposed of using approved methods and that recommended good site practice are strictly followed, adverse environmental impacts of air and odour emissions, noise, potential hazards, wastewater discharge and transport would not be expected during the construction phase.

14.6.4 Floating refuse is an existing waste and the Project itself will not generate floating refuse. Owing to the project area in close proximity to or within Victoria Harbour, limited amount of refuse and debris may be unintentionally brought from the site into the harbour during heavy rains or typhoons. Given that the Project would not worsen the shoreline configuration and with the implementation of appropriate control measures during construction phase, it is considered that the future quantity of refuse to be found along the shoreline would be similar if not better than the existing situation.

14.6.5 With the implementation of the refuse collection system within the project area, no insurmountable environmental impact with regard to floating refuse would be anticipated during the construction phase, or after completion of the Project.

14.7 Land Contamination Impact

14.7.1 No potential contaminative land uses were identified within the Study Area. As such, no adverse land contamination impacts associated with the construction and operation of the Project is expected.

14.8 Marine Ecological Impact

14.8.1 Literature reviews of existing information supplemented with the results of recently undertaken field surveys on marine ecological resources indicated that identified marine habitats within the Assessment Area are of low ecological value. There are no ecological sensitive receivers, such as SSSIs, Marine Parks and / or Reserves and other areas of ecological importance or conservation interest, in and within the immediate vicinity of the Assessment Area.

14.8.2 Direct and indirect ecological impacts arising from this designated project during construction phase and operation phase were identified and evaluated. The designated project will result in the permanent loss of approximately 12.7 hectares of soft bottom benthic and subtidal habitats. Considering that the benthic, intertidal and subtidal habitats within affected area are of very low ecological value, and as direct impacts on some small and isolated coral colonies attached to movable boulders would be avoided by translocation, no adverse direct ecological impact is expected.

14.8.3 Indirect disturbance impact on the associated waterbirds and other avifaunal species of conservation interest in the CBTS and Victoria Harbour was expected to occur during the construction phase of this project. Considering the existing background of intense human activities in these areas, the affected wildlife are considered already well adapted to human disturbance and therefore no adverse indirect impact is expected to occur.

14.8.4 Other impacts arsing from this project would be temporary and minimised with implementation of proper mitigation measures. Overall, no adverse ecological impacts on marine resources are anticipated.

14.9 Landscape and Visual Impact

14.9.1 The proposed development and associated works follow in principle the planning intentions from the Metroplan, Visions and Goals for Victoria Harbour prepared by Town Planning Board and the views of the public received during the engagement exercises of the HER that was carried out under the steer of HEC Sub-committee on WDII Review. In respond to the CFA judgment on the PHO, the extent of reclamation has been reduced to the minimum. With the new waterfront development proposals together with enhanced connectivity to the waterfront from the hinterland and east-west linkages along the northshore, the landscape planning framework of the waterfront from Wan Chai to North Point is strengthened and reinforced by the proposed project.

14.9.2 Approximately 12.7 ha (1.8% of total 700ha harbour area) of Victoria Harbour will be permanently lost under the proposed reclamation (DP3). Causeway Bay Typhoon Shelter will be temporarily alienated for the construction of the Trunk Road tunnel. The temporary reclamation will be removed and sea-bed reinstated after the completion of the tunnel construction. A temporary typhoon shelter (DP4) with mooring area of approximately 4ha will be constructed in Victoria Harbour just outside existing typhoon shelter. It is considered that the residual landscape impacts on Victoria Harbour are moderate during construction phase but slight during operation phase with implementation of mitigation measures..

14.9.3 Under the proposed development, approximately 13.8ha of new waterfront open space will be provided to strengthen the existing landscape framework from Central to North Point. It is considered the proposed development with mitigation measures will not create adverse impact to open space framework but have positive substantial impact to the waterfront from Central to North Point.

14.9.4 There will also be moderate residual impact on Victoria Harbour during construction. During Operation, there are slight negative impacts on Victoria Harbour. However, the existing landscape characters along the waterfront will be further enhanced by the proposed open space. Specific themes for the open spaces will be proposed to the waterfront from Central to North Point.

14.9.5 With implementation of mitigation measures during construction, there will still be some moderate negative visual impact on the VSRs in the front row of high rise buildings along the waterfront from Central to North Point. Residual impacts on VSRs further away the Victoria Harbour and in the hinterland will become slight or insubstantial. During operation, there will be substantial to moderate positive visual impact on VSRs along the new waterfront as the landscape and visual amenity are generally enhanced and strengthen by the proposed project. The visual impact from the hinterland and the harbour will be slight or insubstantial.

14.9.6 Under the proposed WDII scheme, there will be a significant area of new open space (13.8 ha) and a substantial number of new trees and other proposed planting (approximately 1500 new trees will be planted in the new waterfront and along roadside amenity areas after the new open space is built to compensate the felled trees). The existing landscape characters along the waterfront can be enhanced. Therefore, overall, it is considered that the residual landscape and visual impacts of the proposed development and the associated designated projects are considered acceptable with mitigation measures during construction, acceptable with mitigation measures during operation up to 10 years and beneficial with mitigation in the long run after 20 to 30 years.

14.10 Cultural Heritage Impact

14.10.1 A Marine Archaeological Investigation was carried out for the seabed that will be affected by the reclamation required by Wan Chai Development Phase II. The aim of the investigation was to locate and assess underwater archaeological resources which may be damaged by the dredging and reclamation. In accordance with AMO Guidelines, the MAI consisted of a Baseline Review and Geophysical Survey.

14.10.2 The results of the MAI in 2001 (Report No. SDA8827) are applicable to the current study since they cover the same seabed area, with the exception of North Point. There have not been any significant changes to the seabed since 2001 which would have affected its archaeological potential. According to the MAI in 2001, it was concluded there were no archaeological resources within the study area of Wan Chai.

14.10.3 The baseline review indicates high archaeological potential for the North Point study area. To ensure compliance with AMO Guidelines for MAI, it is therefore necessary to carry out a geophysical survey for this area.

14.10.4 The geophysical survey provided very detailed information about features on the seabed. Within the study area, the seabed is characterised by the presence of dumped materials, trawl marks, scars and other evidence of previous disturbance. The geophysical survey located one significant sonar contact but its intact linear shape indicated it was a shipwreck of modern origin. There were no other sonar contacts which merited further investigation.

14.10.5 It is therefore concluded that there are no marine archaeological resources within the study area. It follows that there are no related constraints on the proposed development. There is no need for any further archaeological investigation or mitigation measures.

14.11 Environmental Monitoring and Audit

14.11.1 Environmental monitoring and audit (EM&A) are recommended for construction dust monitoring, construction and operation noise, water quality and marine ecology. Site inspection / audit is also recommended for waste management during construction and also for implementation of landscaping measures during operation. Details of the recommended mitigation measures, monitoring procedures and locations will be 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 the monitoring exercise. All the recommended mitigation measures should be incorporated into the EM&A programme for implementation.

14.12 Overall Conclusion

14.12.1 The EIA has been conducted based on currently available information and has been adequately addressed the environmental impacts of this Schedule 2 designated project. No outstanding issues were identified and hence further detailed EIA study was considered not necessary. 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.

14.12.2 Overall, the EIA Report for this DP has predicted that the Project will generally comply with the environmental standards and legislation after the proposed construction and operational 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.