1.1.1
An application (No.
ESB-196/2008) for an Environmental Impact Assessment (EIA) Study Brief under
section 5(1) of the Environmental Impact Assessment Ordinance (EIAO) was
submitted by the Civil Engineering and Development Department (CEDD) on 17 July
2008 with a Project Profile (No.PP-362/2008) for the Cross Bay
Link, Tseung Kwan O (The Project). EPD
issued an EIA Study Brief (No. ESB-196/2008) in August
2008 to the Project Proponent to carry out an EIA study.
1.1.2 Ove Arup & Partners Hong Kong Limited (Arup) has been commissioned by the Civil Engineering and Development Department (CEDD) to undertake the Investigation Assignment of Cross Bay Link (CBL) as well as an EIA according to the EIAO for identification and evaluation of the environmental impacts and the mitigation measures required.
1.1.3 The Project is a designated project under Part I of Schedule 2 to the EIAO (Cap. 499) and hence an Environmental Permit (EP) is required for its construction and operation.
1.1.4 Drawing no. 209506/EIA/IN/001 illustrates the proposed alignment of the CBL.
1.1.5
Together with Route 6,
including the Tseung Kwan O – Lam Tin Tunnel (TKO-LT Tunnel), the CBL will
provide an east-west highway link between Kowloon and Tseung Kwan O South.
1.2 Background Information & Previous Studies
1.2.1 The “Feasibility Study for Further Development of Tseung Kwan O (TKO)”, which was commissioned by CEDD in July 2002 and substantially completed in 2005, recommended that a new external road network comprising CBL and TKO-LT Tunnel should be provided around 2016 to meet the anticipated traffic demand.
1.2.2 CBL is a dual two-lane carriageway of approximately 1.8km length across the Junk Bay mainly on viaduct, connecting TKO-LT Tunnel to Wan Po Road at the southeastern part of TKO. The viaduct section of CBL has a cycle track and a footpath in addition to the road carriageway.
1.2.3 The proposed CBL is at close distance to the Northern Bridge (NB) and the proposed Southern Bridge (SB) located at the Eastern Channel of TKO. As suggested by the Advisory Committee on the Appearance of Bridges and Associated Structures (ACABAS) in the 251st ACABAS meeting held on 21st December 2004, it is necessary to match the design of CBL, SB and NB in respect of their aesthetic design, appearance and structural form.
1.2.4 The CBL project is a designated project under Schedule 2 of the EIAO. An EIA Study Brief was issued by the Director of Environmental Protection on 26th August 2008 to CEDD for an EIA Study of the CBL project.
1.2.5 On 9th March 2009 CEDD commissioned Arup as the Consultant to undertake the Investigation Assignment of Cross Bay Link, Tseung Kwan O under Agreement No. CE 43/2008 (HY) with commencement date of 16th March 2009.
1.3.1 The scope of the Project will comprise the following:
· construction of an approximately 1.8km long dual two-lane road mainly on viaduct with a footpath and a cycle track; and
· the associated civil, structural, marine, ship impact protection, geotechnical, landscape, and environmental protection and mitigation works.
1.3.2 The construction of a 900mm diameter salt water main to link up the trunk salt water supply system along Wan Po Road to those in TKO Town Centre and Tiu Keng Leng was previously considered to be mounted along the bridge structure of CBL. However, due to serious concern on the structural integrity and future maintenance for the inclusion of the salt water main in the bridge structure of CBL, an alternative route is proposed for the construction of the salt water main (and will no longer mounted on the CBL). The construction of the salt water main is therefore excluded from the scope of the Project.
1.3.3 An alternative route for the salt water main would not be within any country park nor any conservation area, site of cultural heritage, marine park, marine reserve or Site of Special Scientific Interest. The pipe laying works would not involve dredging operation within 100m from the seawater intake point at TKO Area 86. Hence, the proposed 900mm diameter salt water main is not considered to be a Designated Project.
1.4.1 The CBL Project is a designated project (DP) under: Item A.1 and A.8, Part I, Schedule 2 of the EIAO: “A.1 – A road which is an expressway, trunk road, primary distributor road or district distributor road including new roads, and major extensions or improvements to existing roads”, “ A.8 – A road or railway bridge more than 100m in length between abutment”.
1.4.2 In accordance with Section 5(1) (a) of the EIAO, a person who is planning a DP shall apply to the Director of Environmental Protection (the Director) for an EIA Study Brief to proceed with an EIA study for the Project.
1.4.3 Pursuant to Section 5(7) (a) of the EIAO, the Director issues this Environmental Impact Assessment (EIA) Study Brief to the Applicant to carry out an EIA study.
1.4.4
The purpose of this EIA
study is to provide information on the nature and extent of environmental
impacts arising from the construction and operation of the Project and related
activities taking place concurrently. This information will contribute to decisions
by the Director on:
(1)
the overall acceptability
of any adverse environmental consequences that are likely to arise as a result
of the proposed project;
(2)
the conditions and
requirements for the detailed design, construction and operation of the Project
to mitigate against adverse environmental consequences wherever practicable;
and
(3)
the acceptability of
residual impacts after the proposed mitigation measures are implemented.
1.4.5 The objectives of the EIA study are as follows:
(1)
to describe the Project and associated works together with the
requirements for carrying out the Project;
(2)
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 Project, including both the natural and man-made environment;
(3)
to provide information on the consideration of alternatives/options for
site locations and layouts of the Project to avoid and minimise potential
environmental impacts to environmentally sensitive areas and other sensitive uses;
to compare the environmental benefits and dis-benefits of each of the different
options; to provide reasons for selecting the preferred option(s) and to
describe the part of environmental factors played in the selection of the
preferred option(s);
(4)
to identify and assess air quality impact, noise impact, water quality
impact, waste management implication, marine ecological impact, fisheries
impact, cultural heritage impact and landscape and visual impact; and determine
the significance of impacts on sensitive receivers and potential affected uses;
(5)
to propose the provision of infrastructure or mitigation measures so as
to minimize pollution, environmental disturbance and nuisance during
construction and operation of the Project;
(6)
to identify, predict and evaluate the residual (i.e. after practicable
mitigation) environmental impacts and the cumulative effects expected to arise
during the construction and operation phases of the Project in relation to the
sensitive receivers and potential affected uses;
(7)
to identify, assess and specify methods, measures and standards, to be
included in the detailed design, construction and operation of the Project
which are necessary to mitigate these environmental impacts and reducing them
to acceptable levels;
(8)
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;
(9)
to identify any individual project element(s) and associated works of
the Project that fall under Schedule 2 of the EIA Ordinance; to ascertain
whether the findings of this EIA study have adequately addressed the
environmental impacts of those projects; and, where necessary, to identify the
outstanding issues that need to be addressed in any further detailed EIA study;
and
(10) to design and specify the
environmental monitoring and audit requirements to ensure the effective
implementation of the recommended environmental protection and pollution
control measures.
Purpose and Objective of the Project
1.5.1 In July 2002, CEDD commissioned the Feasibility Study for Further Development of Tseung Kwan O (TKO Study) to formulate a comprehensive plan for further development of TKO and improvement of its overall design with a view to building TKO into a new town that can boast of its convenience, vibrancy, distinctive urban design and quality living environment. As an integral part of the TKO Study, the long-term transport need of TKO was examined.
1.5.2 The TKO Study was substantially completed in 2005 with its recommendations endorsed. The TKO Study identified that the existing TKO Tunnel would have insufficient capacity to cater for projected traffic flow to be generated from further population intake and industrial developments in TKO. It recommended that a new external road network comprising CBL and TKO-LT Tunnel should be provided to meet the anticipated traffic flow.
1.5.3 At present, the existing TKO Tunnel is the main connection between TKO and the urban areas of Kowloon and Hong Kong. However, it has nearly reached its capacity limit due to further development of TKO. Thus, the existing TKO Tunnel will hardly meet the anticipated future demand in terms of capacity, convenience and level of comfort. The proposed new TKO-LT Tunnel with CBL will alleviate traffic congestion and meet the long term traffic demand between TKO and the external areas.
1.5.4
CBL
is required to be implemented together with TKO-LT Tunnel to relieve traffic
congestion on the existing TKO Tunnel, which prior to the opening of CBL and
TKO-LT Tunnel will be seriously congested with anticipated volume/capacity
(v/c) ratio as high as 1.4 during the
morning peak for Kowloon bound traffic.
A v/c ratio is normally used to reflect traffic situation during peak
hours and a ratio of 1.0 is considered acceptable while ratios between 1.0 and
1.2 indicate a manageable degree of congestion and a ratio above 1.2 indicates
the onset of more serious congestion.
Hence, congestion at the existing TKO tunnel is considered serious.
1.5.5 The Legislative Council, Sai Kung District Council and the local community have been urging for early construction of TKO-LT Tunnel together with CBL such that these new roads will provide the much needed additional transport capacity in step with the continuing development of TKO.
1.5.6 Political and public pressure is expected to build up as the traffic situation continues to deteriorate, further phases of housing are announced at Area 86 Lohas Park and housing sites in TKO Town Centre South sold by the Government for development. Any delay in the implementation of CBL and TKO-LT Tunnel will be taken as the Government being irresponsible in proceeding with land sales in TKO without the providing proper corresponding transport infrastructure to cope with the resultant increase in traffic and allowing current the traffic situation to worsen.
1.5.7 At the time of this EIA, the CBL project is now near the completion of the investigation and preliminary design stage. Sai Kung District Council and the local community pressed for early implementation of the project during the most recent public engagement meeting in January 2013. CBL is scheduled for commencement at end 2016 for completion in 2020.
Scenario Without The Project
1.5.8 According to traffic impact assessment, the existing road network in Kowloon East and Tseung Kwan O will experience serious congestion if an alternative external road link is not provided to meet the population growth and the continuing commercial and industrial development in the TKO area. The CBL and TKO-LT Tunnel projects would provide this alternative external road link and meet demand from previously approved development projects and expected future development.
1.5.9
The consequence of not
proceeding with the Project would
have been a constraining factor upon the planning and development of Area 86 Lohas Park and
Area 137 due to traffic congestion along Wan Po Road and at the existing TKO
tunnel. Development of these areas has since begun
and parts are completed in the knowledge that CBL and
TKO-LT Tunnel would be
provided in the future to meet the anticipated traffic
demand.
1.5.10 In the absence of CBL, there would therefore be increased traffic through TKO Town Centre overloading its road network and causing heavy congestion. Higher traffic flows through TKO Town Centre will result in greater levels of air and noise impacts. The EIA Study for Further Development of Tseung Kwan O Feasibility Study concluded in 2005 that a route option without CBL would be environmentally undesirable and was not suitable for further consideration.
1.5.11 Hence, CBL and TKO-LT Tunnel are necessary to alleviate undesirable environmental consequences that would result in TKO Town Centre from committed and future development.
1.5.12
In particular, heavy vehicles
travelling to and from TKO South would be rerouted to CBL and TKO-LT Tunnel and
hence would avoid TKO Town Centre. As
these vehicles presently pass the eastern side of Lohas Park along Wan Po Road,
the rerouting will reduce environmental impact to the existing residential
property in this location.
1.5.13 According to traffic impact assessment for future years, between Tseung Kwan O South and Kowloon, capacity problem is anticipated at the following key road links and junctions:
·
Kwun Tong Bypass (near Hoi
Bun Road)
·
Tsueng Kwan O Tunnel
·
Clear Water Bay Road (near
Ying Yip Road)
·
Eastern Harbour Crossing
·
Hang Hau Road
·
Ying Yip Road
·
Po Lam Road (East of Sau
Mau Ping Road)
·
Ramp connecting Kwun Tong
Bypass and Kai Fuk Road
·
Kai Cheung Road / Wang Chiu
Road
·
Sheung Yee Road / Wang Chiu
Road
·
Kwun Tong Road / Hoi Yuen
Road / Hip Wo Street Roundabout
·
Cha Kwo Ling Road / Wai Yip
Street Junction
·
Lei Yue Mun Road / Tseung
Kwan O Road
·
Lei Yue Mun Road / Kai Tin
Road Roundabout
·
Cha Kwo Ling Road / Ko Fai
Road Junction
·
Po Lam Road North / Po Hong
Road Junction
·
Po Lam Road North / Tsui
Lam Road Junction
·
Po Lam Road North / Lam
Shing Road Junction
·
Ying Yip Road / Po Ning
Road / Sheung Ning Road Roundabout
·
Clear Water Bay Road / Hang
Hau Road / Yip Yip Road Roundabout
·
Wan Po Road / Po Yap Road /
Chiu Shun Road
·
Po Yap Road / Tong Yin
Street (future Road L671)
·
Po Yap Road / Tong Chun
Street (future Road L661)
·
Wan Po Road / Pak Shing Kok
Access Junction
·
Wan Po Road / Lohas Park
Road
·
Wan Po Road / Shek Kok Road
1.5.14
In around 2021 when other
components of the Route 6 (TKO-LT Tunnel, Central Kowloon Route and
Trunk Road T2) are assumed to be in place, CBL will enable external heavy
traffic to and from the southeast industrial area to by-pass the TKO town
centre, thus minimizing adverse traffic and environmental impacts on the
residential areas of TKO.
1.5.15
Provision of TKO-LT Tunnel
without CBL will overload some junctions along Wan Po Road and in the TKO Town
Centre
area, which will have a
future reserve capacity (RC) as low as -40%.
The performance of a traffic
signal junction is indicated by its reserve capacity (RC). A positive RC indicates that the junction is
operating with spare capacity. A
negative RC indicates that junction is overloaded, which would result in
traffic queues and longer delay time.
Hence, there will be longer queues and delay times along Wan Po Road and
in
the TKO town Centre
Area
if CBL is not provided with the TKO LT-Tunnel project.
1.5.16
There is no viable alternative
to
CBL since local junction improvement
works would be substantial and could not be accommodated owing to the proximity
of adjacent developments.
Scenario With The Project
1.5.17 Upon completion of the TKO-LT Tunnel and CBL projects, capacity problem on traffic flow in the following locations will be eased or even resolved.
·
Tseung Kwan O Tunnel
·
Clear Water Bay Road (near
Ying Yip Road)
·
Hang Hau Road
·
Po Lam Road (East of Sau
Mau Ping Road)
·
Kai Cheung Road / Wang Chiu
Road
·
Kwun Tong Road / Hoi Yuen
Road / Hip Wo Street Roundabout
·
Lei Yue Mun Road / Tseung
Kwan O Road
·
Po Lam Road North / Po Hong
Road Junction
·
Po Lam Road North / Tsui Lam
Road Junction
·
Po Lam Road North / Lam
Shing Road Junction
·
Ying Yip Road / Po Ning
Road / Sheung Ning Road Roundabout
·
Clear Water Bay Road / Hang
Hau Road / Yip Yip Road Roundabout
·
Wan Po Road / Po Yap Road /
Chiu Shun Road
·
Wan Po Road / Pak Shing Kok
Access Junction
·
Wan Po Road / Lohas Park
Road
·
Wan Po Road / Shek Kok Road
1.5.18 The effects of TKO-LT Tunnel and CBL on journey times have also been examined by the project proponent. From these, it was concluded that TKO-LT Tunnel and CBL will significantly improve traffic conditions by reducing both journey times and queue lengths. The improvement in journey time between the junction of Wan Po Road and Wan O Road (adjacent to Area 86 Lohas Park) and the end of the Central Kowloon Route at Yau Ma Tei will be approximately 20 minutes in 2021 compared with 2011 journey times via the existing TKO Tunnel, Tseung Kwan O Road, Kwun Tong Bypass, Kai Fuk Road, Kai Tak Road, East Kowloon Corridor, Chatham Road North and Gascoigne Road. The improved route will be via CBL and TKO-LT Tunnel and the proposed Trunk Road T2 and Central Kowloon Route (Route 6).
1.5.19 The effect of TKO-LT Tunnel on queue lengths at the existing TKO Tunnel (westbound direction towards Kowloon) will be profound. In 2011 the queue length from the toll plaza was 2km and it is forecasted to increase to 2.9km before CBL and TKO-LT Tunnel would become operational. After implementation of CBL and TKO-LT Tunnel the queue length is expect to shorten significantly to approximately 500m.
1.5.20 According to the traffic improvement proposals under the TKO-LT Tunnel and CBL projects, all the existing public transport facilities including bus, green minibus, red minibus, taxi and ferry will be retained. As such, there will not be any adverse impact on these provisions: in fact, the TKO-LT Tunnel and CBL projects, together with the proposed Trunk Road T2 and Central Kowloon Route will provide new roads and junction improvements thereby resulting in improvement to the existing public transport network.
1.5.21
Overall,
CBL will alleviate the traffic congestion and meet the long-term traffic demand
of TKO. In particular, CBL will divert
heavy vehicles away from the TKO Tunnel – Wan Po Road route which cuts across
the densely populated areas of TKO. In
this way, CBL will bring the nuisances (noise, air, dust) of the heavy trucks
away from the city centre sensitive receivers.
The situation for Lohas Park will also be improved as noise mitigation will
be provided along Road D9, unlike Wan Po Road which has no noise barrier. The shortening of journey time particularly
the alleviation of traffic congestion will reduce the generation of vehicle
pollutants in the region.
1.6.1 The CBL project is currently targeted for commissioning by 2020. To meet this target the tentative commencement year for the construction of CBL would be end of 2016 and would take approximately 4 years for completion.
1.7 Concurrent Projects – Construction Phase
1.7.1 The major existing/planned concurrent projects are listed below:
Tseung Kwan O – Lam Tin Tunnel (TKO-LT Tunnel)
1.7.2
With reference to the
Project Profile (PP-361/2008) and
the EIA Study Brief (ESB-195/2008) on TKO-LT Tunnel, the project is to
construct a dual two-lane highway connecting TKO at Po Yap Road in the east
with Trunk Road T2 in Kai Tak Development in the west and Lei Yue Mun Road
Underpass. The project involves a 4.8km
long highway with about 3km of the highway in the form of a tunnel. The TKO-LT Tunnel will connect CBL to
form a new external road link to meet the anticipated traffic flow in
connection with further population intake and development in TKO New Town.
1.7.3 TKO-LT Tunnel is a separate DP under the EIAO and hence a separate EIA Study has been conducted by the project proponent to address all the impacts (and also including cumulative impacts) during both the construction and operational phases.
1.7.4
According to the
information provided by the TKO-LT Tunnel working team, the construction of the TKO-LT Tunnel would tentatively
commence in mid-2016 for completion in 2020. The reclamation works for TKO-LT Tunnel are scheduled between
July 2018 and October 2018. These would overlap with the
marine works of CBL which are proposed to take place between May 2017 and
August 2018. Therefore, potential cumulative water quality impacts during
construction phase are anticipated and have been addressed in this EIA (see Section 8 for further discussion on water quality and Sections’s 10 and 11 on fisheries and marine ecology).
1.7.5
Construction sites
associated with TKO-LT Tunnel are located beyond the study areas of the CBL noise and air quality
assessments. Cumulative noise and air quality impacts from TKO-LT Tunnel during the construction phase are
therefore not anticipated (see Section 5 & 6 for further discussion on air and
noise quality).
Trunk Road T2
1.7.6
With reference to the Project Profile (PP-379/2009), T2 is a dual two-lane trunk road of about 3km, with 2.7km of
tunnel. T2, together with the proposed
Central Kowloon Route (CKR) and TKO-LT Tunnel will form a new strategic highway network, namely, Route 6.
1.7.7 T2 is a separate DP under the EIAO and hence a separate EIA Study will be conducted by the project proponent to address all the impacts (including cumulative impacts) during both the construction and operational phases.
1.7.8
According to the most
recent information provided by the T2 project team, as the T2 tunnel is now
envisaged as being constructed using Tunnel Boring Machine (TBM), no dredging
works are planned to be carried out for the T2 project. However, as a conservative approach, the CBL
EIA has considered potential cumulative water quality impacts in the event that
the construction method of T2 reverted to dredged immersed tube tunnel
construction (see
Section 8 for further discussion on
water quality).
Shatin to Central Link (SCL)
1.7.9 The Shatin to Central Link (SCL) will be a through-running line between Tai Wai and the Central Business District of Hong Kong Island. This new strategic railway corridor will increase significantly the cross-harbour and Shatin to Kowloon rail capacities and help redistribute the flows and relieve other railway lines in Hong Kong and Metro Kowloon.
1.7.10 SCL is a separate DP under the EIAO and hence a separate EIA Study has been undertaken by the respective project proponent to address all the impacts (including cumulative impacts) during both construction and operational phases.
1.7.11 According to information from the project proponent of the SCL, the project commenced in 2012 and all major construction works are anticipated to be completed in 2020.
1.7.12 The dredging work for SCL is scheduled from July 2012 to December 2012 for the Kai Tak Runway barging point and also in 2016 for the submarine railway tunnel from Hung Hom to Admiralty Station. This would overlap with the marine works programme of CBL. Hence, the cumulative water quality impacts during the construction phase of CBL have been considered (see Section 8 for further discussion on water quality).
Cruise Terminal
1.7.13
The development of the
Cruise Terminal in Kai Tak is one of the key features in the South East Kowloon
Development (SEKD) for formation of a new tourism, sports and recreation centre
in the Metro Area.
1.7.14
According to the EIA report on the “Installation
of Submarine Gas Pipelines and Associated Facilities from To Kwa Wan to North
Point for Former Kai Tak Airport Development” (EIA-182/2010), the cruise terminal is planned to
be implemented in two phases. Dredging work for Phase I Berth (the southern
portion) was scheduled between 2011 and 2012, and the tentative programme
for Phase II Berth dredging work is planned to be between 2013 and 2014.
1.7.15
No cumulative impact on water quality is anticipated during the
construction phase of CBL, but impacts, including cumulative impact on
hydrodynamic regime, have been considered (see Section 8 for further discussion on
water quality).
Tseung Kwan O (TKO) Area 86 Development
1.7.16 TKO Area 86 property development has a site area of about 33 hectares. The development is expected to comprise some 21,500 flats in 50 residential towers and will be home to a population of 58,000 people. It will also provide retail accommodation of about 50,000m2 and comprehensive GIC facilities including educational institutes, nurseries, and a community hall, etc.. The total landscaped area in the development site will be about 55,000m2, which includes the Central Park of 19,000m2.
1.7.17 According to the indicative development programme of Area 86, the site is already under construction and the construction period is expected until 2020. Area 86 is therefore a concurrent project and the associated cumulative air and noise quality impacts during construction phase have been considered in this EIA (see Sections 5 and 6 for further discussion on air and noise quality respectively).
Submarine Gas Pipelines
1.7.19 According to the EIA report (EIA-182/2010), the construction would commence in January 2012 and be completed in June 2014. Dredging is required for the period from April 2012 to December 2012 and therefore will be completed before the CBL works commence. The installation of the submarine gas pipelines and associated facilities are therefore not included as a concurrent project with CBL.
Hong Kong Offshore Wind Farm in Southeastern
Waters
1.7.20 With reference to the Project Profile and the EIA Study Brief (ESB-146/2006), the Project is to construct and operate an offshore wind farm in the Southeastern waters of Hong Kong. The project component includes an installation of up to 67 wind turbines, an offshore transformer platform, sub-sea collection and transmission cables, and Research Mast. There will be a landing cable area and proposed cable at the west of Junk Bay connecting the collection cables from the turbines and the CLP existing grid connection network.
1.7.21 According to the latest information provided by CLP, marine works (including dredging, jetting and suction caisson) for the construction of the wind farm would be required for the period from January 2017 to September 2017 which would overlap with the marine works programme of CBL. Hence, the cumulative water quality impacts during construction phase of CBL have been considered in this EIA (see Section 8 for further discussion on water quality).
1.7.22
It is
anticipated that the distances from the proposed cable landing area and cable
route in Junk Bay to the identified noise sensitive receivers (NSRs) and air
sensitive receivers (ASRs) of CBL are larger than the 300m
and 500m study areas, respectively. Impacts arising from the wind farm
construction work to the NSRs and ASRs in the CBL
study area are therefore not expected. Hence construction
of the wind farm would not have any contribution to the cumulative construction
noise and air quality impacts.
Planning review on Development of ex-Cha Kwo Ling
Kaolin Mine Site
1.7.23 The planning review on development of ex-Kaolin Mine site was commissioned by the Planning Department in July 2011 and is to be read as an update of the previous feasibility study completed in 2003 by the Civil Engineering Department. It sets out to examine the viability of private residential development at the upper platforms of the development site. The purpose of the study is to devise a development layout plan that is compatible and cognisant with current and proposed development in the area.
1.7.24 The programme of this planning review is not available at the time of preparation of this report, and furthermore, the CKLKMS site would be located outside the 300m and 500m study areas of the CBL project. The CKLKMS project is therefore not included as a concurrent project with CBL.
Yau Tong Bay Development
1.7.25 The proposed Yau Tong Bay (YTB) redevelopment is located in the southern part of East Kowloon on the waterfront between Kwun Tong and Lei Yue Mun and the site is surrounded by Cha Kwo Ling Road and Ko Fai Road. The Eastern Cross Harbour Tunnel is located to the north of the redevelopment site, and to the south of the redevelopment site lays the Yau Tong Industrial Area.
1.7.26 The overall site area on the waterfront is approximately 10 hectares. The low rise structures which were erected on the site in the past, such as shipyards, timber yards and sawmills, etc., were demolished recently for re-development. There is also an existing ice making and cold storage factory operated by Dairy Farm, a salt water pumping station operated by Water Supplies Department, and a site reserved for CEDD’s maintenance depot, which is included as part of the redevelopment.
1.7.27 The proposed redevelopment is characterized by an urban development with 14 residential towers and 4 hotels, together with one GI/C block, clubhouses, retails and internal roads. A minimum 15m wide promenade will also be provided along the sea front for recreational use.
1.7.28 The construction works would commence in early 2013 and are to be completed by 2017-2019. It is anticipated that the population in-take year for the proposed redevelopment would begin around year 2017. As the project site is located outside the 300m and 500m study area, cumulative impacts during the construction phase of CBL are not anticipated.
Proposed Residential Site at Kwun Tong
1.7.29 Three pieces of land in Kwun Tong are suggested to be rezoned as residential land by the Planning Department during the Kwun Tong District Council meeting held on 8 January 2013. The three sites are located at Choi Hing Road, Ngau Tau Kok; Pik Wan Road/Ko Chiu Road Junction; and, Lei Yue Mun Path.
1.7.30 All three lands are located outside the 300m and 500m study areas of CBL. The proposed residential site at Kwun Tong is therefore not considered as a concurrent project with CBL.
New Broadcasting
House of Radio Television Hong Kong (RTHK)
1.7.31 The existing RTHK’s broadcasting facilities and programme production centres came into operation in 1969, 1971 and 1975. Given the age of the facilities and that they were inadequate to meeting RTHK’s service needs, a site has been reserved in the sourthern part of TKO Area 86 for the re-provisioning of the Broadcasting House. The site is approximately 31,000m2.
1.7.32 As the location and the programme of the construction site are still not yet approved, the new broadcasting house of RTHK is not considered as a concurrent project with CBL.
The Beaumont Development
1.7.33 The Beaumont is a seven tower residential development currently under construction at Area 85, Tseung Kwan O. As the scheduled completion date is 31 December 2013, cumulative air and noise impacts during the construction phase of CBL are not anticipated. The Beaumont Development is therefore not considered as a concurrent project with CBL.
1.8 Concurrent Projects – Operational Phase
During the operational phase of the CBL, it is anticipated that potential cumulative noise and air quality impacts could arise from the TKO Area 86 Development. Moreover, projects that could affect the hydrodynamic regime during the operational phase of CBL include TKO-LT Tunnel and Cruise Terminal.
1.9.1 Table 1.1 summarises the potential concurrent projects that would contribute to the cumulative environmental impacts during construction and/or operational phase.
Table 1.1
Existing and planned concurrent projects
|
Project |
Construction Programme |
Possible Cumulative Impacts |
|
|
Construction Phase |
Operational Phase |
||
|
Tseung Kwan O-Lam Tin
Tunnel (TKO-LT Tunnel) |
Commence in early 2016, for completion in late 2020 |
Water quality Marine ecology |
Hydrodynamic and water quality |
|
Shatin Central Link (SCL) |
Commenced in 2012 for completion in 2020 |
Water quality |
Nil |
|
Cruise Terminal |
Commenced in late 2008 for completion in
2014 |
Water quality |
|
|
Trunk Road T2 |
To tie in with TKO LT Tunnel, between 2016 and 2020 |
Water
quality |
Nil |
|
Tseung Kwan O Area 86 Development – 33ha |
Commenced in early 2005 for completion in 2020 |
Airborne noise Fugitive dust |
Nil |
|
Submarine
Gas Pipelines |
Commenced in 2012 for completion in 2014 |
Nil |
Nil |
|
Hong Kong Offshore Wind Farm in Southeastern
Waters |
Commence in early 2017 for completion in
late 2017 |
Water quality |
See Note [1] |
|
Planning review on Development of ex-Cha
Kwo Ling Kaolin Mine Site |
Programme is not available |
Nil |
Nil |
|
Yau Tong Bay Redevelopment |
Commence in 2013 for completion in
2017-2019 |
Nil |
Nil |
|
Proposed Residential Site at Kwun Tong |
Programme is not available |
Nil |
Nil |
Note:
1.10.1 The structure of this EIA report is outlined below for ease of reference.
|
Section |
Title |
Aims |
|
1 |
Introduction |
Introduces
the background information and the layout of the EIA Report |
|
2 |
Study Scope |
Outlines
the objectives and scope for various environmental aspects |
|
3 |
Alternative Options |
Summarises
the various options considered and the main reasons for adopting the scheme
recommended |
|
4 |
Construction Descriptions |
Describes
relevant main construction/engineering aspects for the recommended scheme |
|
5 |
Air Quality Impact Assessment |
Presents
the legislation, methodology, assessment and recommendations for air quality
impacts |
|
6 |
Noise Impact Assessment |
Presents
the legislation, methodology, assessment and recommendations for noise
impacts |
|
7 |
Sediment Quality |
Presents
the legislation, methodology, assessment and recommendations for sediment |
|
8 |
Water Quality Impact Assessment |
Presents
the legislation, methodology, assessment and recommendations for water
quality impacts |
|
9 |
Waste Management Implications |
Presents
the legislation, methodology, assessment and recommendations for waste
management |
|
10 |
Marine Ecological Impact Assessment |
Presents
the legislation, methodology, assessment and recommendations for marine
ecological impacts |
|
11 |
Fisheries Impact Assessment |
Presents
the legislation, methodology, assessment and recommendations for fisheries
impacts |
|
12 |
Cultural Heritage Impact Assessment |
Presents
the legislation, methodology, assessment and recommendations for cultural
heritage impacts |
|
13 |
Landscape and Visual Impact Assessment |
Presents
the legislation, methodology, assessment and recommendations for landscape
and visual impacts |
|
14 |
Landfill Gas Hazard |
Presents the
legislation, methodology, assessment and recommendations for landfill gas
hazard |
|
15 |
EM&A Requirements |
Presents
the EM&A requirements |
|
16 |
Summary
of Environmental Outcomes |
Presents
a summary of the key environmental outcomes arising from the EIA study. |
|
17 |
Conclusion |
Summarises
the findings and concludes the overall acceptability of the project. |