1.1
The Shatin to Central Link (SCL) is one of
the priority railways recommended for implementation in the Railway Development
Strategy 2000. It is also one of the ten large-scale infrastructure projects
announced by the Chief Executive in his 2007-2008 Policy Address. The Executive
Council has endorsed on 11 March 2008 the SCL scheme jointly developed by the MTR
Corporation Limited (MTR) and the HKSAR government to proceed with further
planning and design for this line.
1.2
The SCL alignment comprises 17 kilometres of
rail line that will connect several existing railway lines, creating two
distinct east-west and north-south railway corridors (Appendix
1.1). It will
also provide interchange opportunities at six of its ten stations (Tai Wai,
Diamond Hill, Homantin, Hung Hom, Exhibition and Admiralty). From east to west,
the SCL will connect the existing Ma On Shan Line with
the West Rail Line. The north-south corridor will be formed by extending the
existing East Rail Line to Hung Hom Station (HUH) and then across
1.3
The SCL is strategically important for
connecting the existing railway lines into an integrated rail network. The
east-west connection will allow the creation of a 57km east-west corridor
across the city connecting Wu Kai Sha with Tuen Mun via
1.4
For the purposes
of Environmental Impact Assessment (EIA), five EIA studies have been conducted to
cover different sections of the SCL, which include:
·
SCL – Hung
Hom to Admiralty Section [SCL (HUH-ADM)] (hereinafter
referred to as “the Project”, being considered in this EIA) – the section from
·
SCL – Mong
Kok East to Hung Hom Section [SCL (MKK-HUH)] – the
realignment work for the existing East Rail Line tracks from the tunnel portal
near Oi Man Estate (Portal 1A) to the proposed NOV in Hung Hom;
·
SCL
Protection works at Causeway Bay Typhoon Shelter – the
section of approximately 160m long of the SCL tunnel protection works at the
crossing over Central-Wan Chai Bypass (CWB) tunnels, which would be constructed
under the CWB project;
·
SCL – Tai
Wai to Hung Hom Section [SCL (TAW-HUH)] – the
extension of Ma On Shan Line from Tai Wai Station via Hing
Keng, Diamond Hill, Kai Tak, To Kwa
Wan, Ma Tau Wai and Ho Man Tin to Hung Hom, and link
up with the existing West Rail Line, along with a proposed stabling sidings option
in Diamond Hill (DHS)1; and
·
SCL –
Stabling Sidings at Hung Hom Freight Yard [SCL (HHS)] – a
proposed stabling sidings option for SCL (TAW – HUH) at the former freight yard
in Hung Hom[1].
Designated
Projects under the EIA Ordinance
1.5
The Project covers
the following designated project (DP) elements as specified under Items A.2,
A.7, C.2 and C.12 in Schedule 2 Part 1 of the Environmental Impact Assessment
Ordinance (EIAO) (Cap. 499):
Ÿ
DP1 - A railway and its
associated stations (EXH and ADM) under A.2 in Schedule 2
Part 1;
Ÿ
DP2 - A railway tunnel more
than 800m in length between portals under A.7 in Schedule 2
Part 1;
Ÿ
DP3 - Reclamation works
(including associated dredging works) of more than 1 ha in size with a boundary
of which is less than 100m from a seawater intake point under C.2 (b) and resulting in 5% decrease in cross sectional area calculated on
the basis of 0.0mPD in a sea channel under C.3 (a) in Schedule 2 Part
1; and
Ÿ
DP4 - A dredging operation
exceeding 500,000 m3 or a dredging operation which is less than 100m
from a seawater intake point under C.12 in Schedule 2 Part
1.
1.6
Figure Nos.
NEX2213/C/331/ENS/M50/002 to NEX2213/C/331/ENS/M50/003 show the
locations of the aforementioned DPs.
1.7
An application for an EIA Study Brief was made to the Environmental Protection
Department (EPD) and the EIA Study Brief No. ESB-193/2008
for the Project has been issued under the EIAO. AECOM Asia (HK) Company Limited (AECOM) was
commissioned by MTR as the Consultant to conduct this EIA study for the
Project.
1.8
Subsequent to the issue of the EIA Study
Brief, the Project title has been changed from “Shatin to Central Link – Cross
Habour Section (Phase II –Hung Hom to Admiralty)” to “Shatin to Central Link – Hung
Hom to Admiralty Section” [SCL (HUH-ADM)] so as to align with the latest
gazettal. The demarcation of the Project has also been slightly modified by
shifting to the south of HUH. Nevertheless, the scope of issues covered under
the EIA Study Brief is adequate to cover these changes.
1.9
The EIA studies for SCL (TAW-HUH), SCL (HHS), SCL (MKK-HUH) and SCL
Protection Works at CBTS have been conducted separately under the EIA Study
Brief Nos. ESB-191/2008, ESB-233/2011, ESB-192/2008 and ESB-213/2010
respectively.
1.10
The purpose of the EIA Study is to provide
information on the nature and extent of environmental impacts arising from the
construction and operation of the Project including cumulative impacts with
concurrent projects and associated mitigation measures for protecting the environment. The
information obtained in the EIA Study will contribute to decisions on:
Ÿ
the conditions and requirements
for the detailed design, construction and operation of the Project to mitigate
adverse environmental consequences where practicable; and
Ÿ
the overall acceptability of
any adverse environmental consequences that are likely to arise as a result of
the Project;
Ÿ
the acceptability of residual
impacts after the proposed mitigation measures are implemented.
1.11
The EIA study has been conducted and
completed in accordance with the requirements of the EIA Study Brief (ESB-193/2008)
under the EIAO and the guidelines on assessment methodologies provided in
Annexes 12 to 19 of the Technical Memorandum on Environmental Impact Assessment
Process (EIAO-TM). The EIA Report has
been prepared to address the requirements of the EIA Study Brief, which are
outlined below:
Ÿ
to describe the Project,
associated works, and option(s) of alignment together with the requirements and
environmental benefits for carrying out the Project;
Ÿ
to identify any individual
designated project element(s) under Schedule 2 of the EIAO to be covered in the
Project and to ascertain whether the findings of the EIA study have adequately
addressed the environmental impacts of this project;
Ÿ
to identify and describe the
elements of the community and environment likely to be affected by the Project
and/or likely to cause adverse impacts to the construction or operation of the Project,
including both the natural and man-made environment and the associated
environmental constraints;
Ÿ
to present the consideration of
alternative(s) with regards to avoiding and minimising the potential
environmental impacts on sensitive receivers; to compare the environmental
benefits and drawbacks of the option(s) (including Project alignment, train
system, location(s) and size(s) of station/ platforms, ventilation building(s),
vent shaft(s), entrances and exits, locations and size of works areas/works
sites, overnight explosive storage facility (if any) and construction
method(s)); to provide reasons for selecting the preferred option(s) and to
describe the part that environmental factors played in the selection;
Ÿ
to identify and assess water
quality impacts, waste management implications, potential land contamination
issue, landscape and visual impacts, noise impacts, air quality impacts,
ecological and fisheries impacts, potential hazards to life, potential cultural
heritage impacts, and determine the significance of impacts on sensitive
receivers and potential affected uses;
Ÿ
to propose provision of
mitigation measures so as to minimise pollution, environmental disturbance and
nuisance during construction and operation of the Project;
Ÿ
to investigate the feasibility,
practicability, effectiveness and implications of the proposed avoidance or mitigation
measures;
Ÿ
to identify, predict and
evaluate the residual environmental impacts (i.e. after practicable mitigation)
and the cumulative effects expected to arise during the construction and
operational phases in relation to the sensitive receivers and potential
affected uses;
Ÿ
to identify, assess and specify
methods, measures and standards, to be included in the detailed design,
construction and operational stages of the Project which are necessary to avoid
or mitigate these environmental impacts and cumulative effects and reduce them
to acceptable levels;
Ÿ
to investigate the extent of
the secondary environmental impacts that may arise from the proposed mitigation
measures and to identify constraints associated with the mitigation measures
recommended in the EIA study, as well as the provision of any necessary
modification; and
Ÿ
to establish and specify the
environmental monitoring and audit requirements to ensure the effective
implementation of the recommended environmental protection and pollution control
measures.
1.12
The assessment area for the EIA study, as specified in the EIA Study
Brief, includes:
Ÿ
Cultural heritage impact
assessment – areas within 300m from either side along the full length of the
Project alignment and from any works sites, including works sites away from the
Project alignment, proposed under the Project.
Ÿ
Ecological impact assessment
–The assessment area for marine ecological impact assessment shall be the same
as that for the water quality impact assessment and include any areas likely to
be impacted by the Project.
Ÿ
Fisheries impact assessment –
The assessment area shall be the same as the water quality assessment and
include any areas likely to be impacted by the Project.
Ÿ
Landscape and visual impact
assessment – areas within a 100m distance from the Project alignment and from
all work sites for landscape impact assessment. The assessment area for visual
impact assessment shall be defined by the visual envelope of the Project.
Ÿ
Construction dust impact
assessment – areas within a distance of 500m from the Project alignment and
from any works sites, including works sites away from the Project alignment,
proposed under the Project.
Ÿ
Noise impact assessment – areas
within a distance of 300 m from the Project alignment and from any works sites,
including works sites away from the Project alignment, proposed under the
Project. Subject to
Ÿ
Water quality impact assessment
– the Victoria Harbour Water Control Zone (WCZ), the Eastern Buffer WCZ and the
Western Buffer WCZ, any areas within a distance of 300m from the Project
boundary and from any works sites.
Ÿ
Land contamination assessment –
potential land contamination sites within the Project area including any
on-site and off-site works areas and any other potential contaminated site(s)
identified in this EIA study.
Ÿ
Waste management implications –
areas within the boundary of the Project site.
1.13
This EIA Report comprises eighteen chapters, as
outlined below:
Ÿ Chapter 1 presents the background of the project and introduction of
this EIA Study.
Ÿ Chapter 2 discusses the consideration of alternatives.
Ÿ Chapter 3 outlines the project description and construction
methodology proposed for the Project.
Ÿ Chapter 4 identifies and assesses potential cultural heritage issues.
Ÿ Chapter 5 identifies and assesses potential ecological impacts.
Ÿ Chapter 6 identifies potential fisheries impacts.
Ÿ Chapter 7 identifies and assesses potential landscape and visual
impacts arising from the construction and operation of the Project.
Ÿ Chapter 8 assesses potential dust impacts arising from the
construction of the Project.
Ÿ Chapter 9 identifies and assesses potential airborne noise impacts
arising from the construction and operational phases.
Ÿ Chapter 10 identifies and assesses potential ground-borne noise
impacts arising from the construction and operational phases.
Ÿ Chapter 11 reviews potential water quality impacts arising from the
construction and operational phases.
Ÿ Chapter 12 identifies issues in relation to waste management.
Ÿ Chapter 13 identifies issues in relation to potential land
contamination.
Ÿ Chapter 14 identifies the hazard to life issues.
Ÿ Chapter 15 highlights the Environmental Monitoring and Audit
(EM&A) requirements.
Ÿ Chapter 16 presents the summary of environmental outcome.
Ÿ Chapter 17 presents the implementation schedule.
Ÿ Chapter 18 presents the overall conclusions.
[1] The
ultimate suitability of using either the DHS or HHS or a combination of both
sites for train stabling would be subject to the findings of detailed
engineering and EIA studies.