16 Summary of Environmental Outcomes

This chapter summarises the overall environmental outcome due to the development of LMC Loop in accordance with Section 3.4.19 of the EIA Study Brief. With the vision to develop the LMC Loop as a hub for cross boundary human resources development within a sustainable Knowledge and Technology Exchange Zone, the Revised PLP and supporting infrastructure have been prepared to achieve economic, social and environmental sustainability. In terms of environmental quality, the Revised PLP would provide an Ecological Area and extensive open space as well as activity/amenity corridor. With the implementation of the proposed environmental measures, adverse environmental impacts arising from the Project are not anticipated.

16.2 Population and Environmental Sensitive Areas Protected

16.2.1 Affected Population (Existing and Planned) along the Project

According to the development parameters, the estimated total number of workers and students for the LMC Loop is approximately 53,000, based on a Gross Floor Area (GFA) and overall plot ratio of 1,200,000m² and 1.37 which includes higher education, high-tech R&D facilities, cultural and creative industries and supporting commercial usage at full operation. Higher education would occupy 60% of the total GFA, while the remaining GFA is distributed amongst other land uses including hi-tech R&D facilities, cultural and creative industries, supporting commercial, possible boundary crossing facilities, other government uses and ancillary offices. The provision of open space, amenity area, and an ecological area has been considered in the Revised PLP.

In order to serve the development in LMC Loop, external transport infrastructure to MTR LMC Station, existing San Tin Highway, and future Kwu Tung North NDA were proposed. The alignment will affect to various extents the existing residents in Chau Tau Tsuen, Ha Wan Fisherman San Tsuen, Ha Wan Tsuen, Ma Tso Lung and Pun Uk Tsuen.

To minimize the potential environmental nuisance during construction phase, phasing of construction programme is proposed in order to minimize the nuisance to nearby villages. Good site practices for air quality, noise and water quality were fully considered. In operational phase, central air conditioning system for the first layer of noise sensitive receivers facing internal Road M1 and noise barriers alongside the ECR and WCR were proposed so as to minimise the nuisance. In addition, all buildings with central air conditioning in the development will be equipped with an odour removal system capable of 95% removal efficiency.

16.2.2 Wetlands in Deep Bay

The major environmental sensitive areas near the Project include the wetlands in Deep Bay such as reed marsh inside LMC Loop, Hoo Hok Wai, the Meander, Wetland Conservation and Buffer Areas, LMC Spur Line Mitigation Area, riparian corridor at Ma Tso Lung, Ho Sheung Heung egretry, Mai Po and Futian National Nature Reserve.

A wetland compensation programme will be implemented. The establishment of compensated wetlands will commence during the advance works stage, prior to major construction works. An Ecological Area at the south of LMC Loop adjacent to the Meander, which locates at the major flight lines, will be provided to compensate for the direct loss of reedbeds within LMC Loop. For the direct loss and indirect disturbance outside LMC Loop, off-site compensation will be implemented in San Tin and Hoo Hok Wai.

16.3 Key Assessment Assumptions and Limitation of Assessment Methodologies

In accordance with Clause 3.4.17 of the EIA Study Brief, the key assessment assumptions and limitation of assessment methodologies are presented in Appendix 16-1.

16.4 Impacts Summary

In accordance with Clause 3.4.18 of the EIA Study Brief, the impact summary showing the assessment points, results of impact predictions, relevant standards or criteria, extents of exceedances predicted, impact avoidance measures considered, mitigation measures proposed and residual impacts (after mitigation) forms an essential part of the Executive Summary and is presented in Appendix 16-2.

16.5 Environmentally Friendly Design and Benefit

16.5.1 Optimum Design for External Connections

16.5.1.1 Western Connection Road

The design of WCR involved the possible utilisation of the existing LMC Road and Ha Wan Tsuen Road, which will have relatively low impact on environment, and comprises few construction issues. Furthermore, as this scheme does not directly pass through the existing villages, land encroachment issue is not expected to be significant.

16.5.1.2 Eastern Connection Road

The design of ECR is intended to minimise the ecological disruptions by designing a section of the carriageway at below-ground level, while eliminating the drawbacks/constraints generated by deep tunnel configurations.

Apart from the depressed road/shallow underpass across the Meander and elevated road section across existing streams, the entire route will be at-grade road and it could prevent disturbance to flight paths of birds. Adequate mammal crossing will be provided along Horn Hill.

The road will pass through the fish ponds as a depressed road and crosses the Meander as a shallow underpass configuration. The underpass section is 200m in length and it avoids the need of a full tunnel design and could also maintain a 2-way single carriageway configuration, which avoids overdesign. Furthermore, as the road level of the underpass level is only -9mPD, the need for a long approach ramp will be eliminated, thus allowing a better interface with the internal road network and public transport services. The depressed road will mean some ecological disturbance during the operational phase, which could be greatly reduced by the use of low level shrubs and trees on both sides to serve as visual barrier to the depressed road. Furthermore, animal overpass above the depressed road would be provided to maintain connectivity for terrestrial mammals.

16.5.1.3 Direct Link to LMC Station

The alignment of the Direct Link have been designed to follow the existing railway reserve of the LMC Spur Line as far as possible to minimise adding ecological impact to the existing fish ponds and to stay away from the existing New Boundary Patrol Road to reduce the security impact.

In the sections crossing the reedbeds within LMC Station, the piers of viaducts will be located at bunds in order to avoid permanent reedbed loss.

From environmental point of view, the Direct Link will connect to the proposed WCR. There will be no additional structures above the Meander and hence reduce the environmental nuisances.

16.5.2 Ecological Area

In LMC Loop, an Ecological Area that includes a large area of reprovisioned reed marsh will be created prior to the commencement of major construction. The provision of a purpose-built area of compensatory reed marsh habitat facilitates more effective ecological enhancement through targeted design and avoidance of the fragmentation and disturbance impacts that might result if it was partially surrounded by development. A buffer distance of 50m between it and the developed area is also recommended. The interface of the buffer and reedbed, as well as the buffer itself, will largely comprise tree species of ecological benefit that will act as a visual buffer against human activity in this zone. The buffer zone provides an excellent opportunity to increase the wildlife value of LMC Loop post-development, via the provision of native tree species and/or established exotics with existing wildlife value. Albeit not considered essential from an ecological point of view, such provision will also compensate for the loss of existing trees in LMC Loop.

16.5.3 Provisions for Re-use of Treated Sewage Effluent

In order to formulate a comprehensive plan for developing a sustainable, environmentally friendly, energy efficient and people oriented community in the LMC Loop, technical guidelines on the green initiatives for the development of the LMC Loop have been proposed.

One of the major green initiatives proposals will be the re-use of Treated Sewage Effluent (TSE) from the on-site STW. The TSE could be used for non-potable water uses such as flushing, make-up water for District Cooling System (DCS) and irrigation in the LMC Loop. It could enhance the efficiency of energy infrastructure of the LMC Loop. Such system would reduce potable water consumption, encourage cost-effective use of TSE and minimise pollution loads to the Deep Bay.

16.5.4 Odour Control Devices for On-site STW

Odour control devices will be installed to reduce the odour emissions from the proposed STW for the LMC Loop. The required odour removal efficiency should be at least 95%. To tackle the cumulative odour impact due to Shenzhen River, the project proponent will undertake to implement bioremediation of 98% odour removal efficiency along a section of Shenzhen River. As a residual mitigation measure, all buildings with central air conditioning in the development will be equipped with an odour removal system capable of 95% removal efficiency. With the odour removal system in place, the odour criterion will be met inside all internal spaces.

16.5.5 Centralized Air Ventilation

In order to tackle the traffic noise impact within the LMC Loop during operational phase, the first layer of noise sensitive receivers building facing Road M1 (i.e. Education and OU R&D/C&C zones) will provide air conditioning with ventilation system.

16.5.6 Building Height Profiles and Amenity/Activity Corridor

An optimum GFA is 1.2Mm² and the plot ratio will then be 1.37. The low-rise building will be placed at the south and east of LMC Loop to minimize the impact to flight lines and EA. Tallest building will be located at west and centre of LMC Loop, which is of less ecological sensitivity. The tallest buildings will be approximately 12 storeys (about 54 mPD).

The location of amenity/activity corridor is designed in light of the proposal in Shenzhen. A continued wind corridor from Shenzhen to Hong Kong is also provided.

16.5.7 Green Initiatives

To promote low carbon and green community, a number of green initiatives such as the environmentally friendly transport system, district cooling system and on-site sewage treatment works with effluent recycling for flushing, irrigation and make-up water for DCS were formulated as recommended technical guidelines for future developers’ considerations. The implementation of these green initiatives will be subject to separate EIA studies (if identified as DPs) and engineering findings during detailed design stage.

Green initiatives for different themes including urban design and planning, green infrastructure, transport and logistics, energy, water, waste and materials that are applicable at both district and building levels are listed in the Table 16.1 below.

Table 16.1 Green initiatives at district and building levels

Themes		Green Initiatives
District Level
Urban Design and Planning		Avoiding urban heat island effect.
		Creating a successful public space network.
		Improving street design and layout.
		Providing comfortable internal conditions.
Green Infrastructure		Integrating green space into urban areas.
Green Infrastructure		Protecting established wildlife habitats and using green spaces as wildlife habitats.
Transport and Logistics		Making a low-emission and car-free zone.
		Encouraging low carbon vehicle technologies and fuels.
		Promotion of walking and cycling.
Energy		Adopting district cooling system (Fresh Water Cooling Tower System using treated sewage effluent as Heat rejection) subject to further study.
		Selecting low carbon and renewable technologies.
		Improving building energy efficiency.
		Creating opportunities for new patterns of ownership of energy delivery system.
Water		Adopting water recycle strategies - Treated Sewage Effluent (TSE).
		Designing for sustainable water use.
		Integrating sustainable drainage systems into planning and design.
Waste		Formulating waste reduction strategies.
		Devising waste collection strategies.
		Integrating waste infrastructure.
		Exploring community waste management.
Materials		Selecting materials with lowest environmental impacts.
		Selecting materials from local/regional sources.
		Selecting materials from sustainable sources.
		Selecting materials with high recycled content.
Building Level
Renewable Energy		Solar hot water.
Renewable Energy		Photovoltaics (PV).
Building Energy Efficiency	Passive Design	Proper building orientation.
		Daylighting.
		High performance facade. Vertical Shading. High thermal insulation performance glass. Use of automated blinds.
		Optimal window to wall ratio.
		Thermal mass.
		Improved air-tightness.
	Active Design	Energy Efficient Lighting System. High efficiency lighting fixtures. Lighting control.
		Energy efficient ventilation system. Hybrid ventilation. Demand control ventilation.
		Energy efficient air-conditioning system. Heat recovery. Free cooling. Equipment with Variable Speed Drives (VSDs).
		High efficiency lifts and escalators. Variable voltage variable frequency (VVVF) drives. Group selective collective control.
	Behavioural Change	Higher indoor set-point temperature.
	Behavioural Change	High efficiency electrical appliances.
Water Efficient Fixtures		Low volume/ dual flush water closets.
		Low flow urinal with sensor control.
		Automatic control of taps and toilet flushing faucets with infrared sensors.
		Water Efficient Irrigation System.
Waste Reduction (Operational Phase)		Recycling Bins System (for paper, metals, plastics, fluorescent lamps, glass, toner cartridges, rechargeable battery, scrap electrical and electronic appliances, etc.). Turning food waste into eco-fertilizer.

The greatest environmental benefits will come from the carbon reduction by improvement of Building Energy Efficiency, followed by Energy Infrastructure (District Cooling System) and Renewable Energy (Solar Hot Water System and Photovoltaic). The actual carbon savings achievement by those initiatives related to Building Energy Efficiency and Renewable Energy are subject to the extent of application by the building developers / owners, as well as the environmental awareness of the future occupants.

16.6 Summary of Measures Adopted to Avoid and Minimize Environmental Impacts

The various chapters of this EIA Report have presented key measures to minimise the potential environmental impacts associated with the Project in the planning, design, construction and operational stages. Key measures to minimise the environmental impacts are summarised below.

16.6.1 Consideration of Development Options

More than 90% of the proposed development will involve Higher Education, High-tech R&D and C&C Industries. Compared with other options such as industrial and commercial uses, adverse environmental impact in terms of night time noise, glare and vehicular emission due to night time operations could be avoided.

In particular, no industrial use is proposed in the Revised PLP and thus there will be no chimney emissions and impact to residential uses including those nearby villages and hostels with the LMC Loop.

16.6.2 Route Selection of External Connections

Minimising environmental impacts has been one of the key design objectives throughout the planning and design process. Where practicable, protection of environmental sensitive areas has been considered. Sections 16.2 and 16.5 have described the population and environmental sensitive areas protected, and the environmental friendly design adopted. A summary of these is given below:

· Minimize the WCR footprint by possible utilisation of existing roads such as LMC Road and Ha Wan Tsuen Road (Section 16.5.1.1).

· Use of depressed road/shallow underpass across the fishponds and Meander for ECR so as to prevent fragmentation of wetland and disturbance to bird flight paths (Section 16.5.1.2).

· Optimize the alignment of the Direct Link to LMC Station to follow the existing railway reserve of the LMC Spur Line to minimise the ecological impact (Section 16.5.1.3).

16.6.3 Phasing of Implementation

In order to minimize the environmental nuisance during construction phase, the Project will be implemented in phases. In general, all the construction and operation will be divided into 2 phases. In addition, in order to maintain the ecological values of wetlands, all the ecological compensation such as fishponds provisions and EA establishment will be conducted prior to infrastructures. Table 16.2 summarises the phasing of implementation.

Table 16.2 Summary of implementation programme

Phasing	Description of Work	Time Line
Advance Works	Fishpond compensation	Late 2013/Early 2014 – 2015
	Land de-contaminations
	Establishment of Ecological Area (DP1)
Phase 1 Infrastructures	Site formations works	2015 – 2020
	Land reserve of boundary crossing facilities
	Western Connection Road including the connections between LMC Road and Fanling/San Tin Highway (DP2)
	Direct Link to Lok Ma Chau Station (DP3)
	Drainage System under Internal Transport Networks (DP4)
	Sewage Treatment Works (DP5)
	District Cooling System (Western)
	Bio-remediation
	Landscaping Works at Open Spaces
Phase 1 Buildings	Construction and operation of Phase 1 Buildings	Construction: 2016 to 2020 / Operation: 2020
Phase 1 Buildings	Construction and operation of fire station cum ambulance depot	Construction: 2016 to 2020 / Operation: 2020
Phase 2 Infrastructures	District Cooling System (Eastern)	2021 - 2027
	Eastern Connection Road (DP6)
	Flush Water Service Reservoir (DP7)
	Landscaping Works at Open Spaces
Phase 2 Buildings (Full Operation)	Construction and operation of Phase 2 Buildings	Construction: 2024 to 2027 / Operation: 2027

16.6.4 Construction Dust

During construction phase, watering 8 times per day to all exposed area will be implemented. In addition, other dust suppression measures stipulated in the Air Pollution Control (Construction Dust) Regulation and good site practices would be in place to further minimize construction dust impact. Some examples of these good site practices include:

· Any excavated or stockpile of dusty material should be covered entirely by impervious sheeting or sprayed with water to maintain the entire surface wet and then removed or backfilled or reinstated where practicable within 24 hours of the excavation or unloading;

· Any dusty materials remaining after a stockpile is removed should be wetted with water and cleared from the surface of roads;

· A stockpile of dusty material should not be extended beyond the pedestrian barriers, fencing or traffic cones;

· The load of dusty materials on a vehicle leaving a construction site should be covered entirely by impervious sheeting to ensure that the dusty materials do not leak from the vehicle;

· Where practicable, vehicle washing facilities with high pressure water jet should be provided at every discernible or designated vehicle exit point. The area where vehicle washing takes place and the road section between the washing facilities and the exit point should be paved with concrete, bituminous materials or hardcores;

· When there are open excavation and reinstatement works, hoarding of not less than 2.4m high should be provided as far as practicable along the site boundary with provision for public crossing. Good site practice shall also be adopted by the Contractor to ensure the conditions of the hoardings are properly maintained throughout the construction period.

16.6.5 Odour

Odour control devices will be installed to reduce the odour emissions from the proposed STW for the LMC Loop. The required odour removal efficiency should be at least 95% (Section 15.4.3).

Bioremediation for odour removal will take place at the Shenzhen River section adjacent to the LMC Loop development. Indicator of odour level, in terms of AVS and Redox, at Shenzhen River will be monitored during operational phase. In case of any non-compliance with the criteria for residual AVS or redox potential in sediment, increase in chemical dosage frequency during bioremediation works will be undertaken to prevent the recurrence of odour impact from Shenzhen River.

16.6.6 Construction Noise

The following mitigation measures have been considered to tackle the construction noise impact:

· Good site practices to limit noise emissions at the source;

· Use of quiet plant and working methods;

· Use of site hoarding as noise barrier to screen noise at ground level of NSRs;

· Use of temporary noise barriers to screen noise from relatively static PMEs;

· Scheduling of construction works outside school examination periods in critical area;

· Alternative use of plant items within one worksite, wherever practicable;

· Use of temporary noise barriers to screen noise from construction vehicles accessing LMC Loop; and

· Operation of concrete lorry mixer approximately 25m away from the existing NSRs along Lok Ma Chau Road, Ha Wan Tsuen Road and planned NSRs at eco-lodge along Border Road.

16.6.7 Road Traffic Noise

In order to tackle the future road traffic noise impact from the ECR and WCR, the following mitigation measures were proposed:

· Noise barrier; and

· Provision of centralised air conditioning at the first layer of buildings of Road M1.

16.6.8 Water Quality

Good site practices such as temporary drainage, dike or embankment for flood protection, efficient silt removal facilities, covering exposed areas with tarpaulin, vehicular washing facilities at construction site exits, oil interceptors etc would be implemented to minimize water quality impacts during the construction phase. Practice Note for Professional Persons on Construction Site Drainage, Environmental Protection Department, 1994 (ProPECC PN 1/94) should be fully implemented.

During the construction of ECR, proper site drainage system with adequate silt removal facilities should be deployed in order to prevent polluted runoff discharged to the Ma Tso Lung Nullah and the Meander. A discharge license should be obtained from EPD prior to any site runoff discharge.

The construction works of underpass construction should be conducted during dry season to prevent excess stormwater runoff to the Meander. Cofferdams or diaphragm walls should be deployed to fully separate the works and the river waters.

16.6.9 Sewerage and Sewage

An on-site STW will be constructed to collect and treat the sewerage from both LMC Loop and the nearby villages. Membrane Bio-reactor will be used for the on-site STW. Off-site compensation at SWHSTW for BOD₅, SS, TKN, NH₃-N and E. coli loading will be undertaken to comply with the “no net increase in pollution loading in Deep Bay” policy will be complied.

16.6.10 Waste Management

The amount of C&D material that would need to be transported off site has been minimized as far as practicable in the implementation programme. Opportunity of re-using C&D material has been fully considered and implemented where practicable. Good site practices have been recommended for chemical waste, general refuse and disposal of chemical waste will follow the relevant ordinances.

16.6.11 Land Contamination

The volume of contaminated soil to be treated is tentatively estimated at 57,444m³ for LMC Loop. The remediation action plan and specification for remediation works is detailed in the endorsed Remediation Action Plan (RAP).

No potentially contaminated site was identified within the contamination assessment area for the associated infrastructure in the adjacent areas in Hong Kong outside the LMC Loop. Re-appraisal on the LMC Loop and the entire contamination assessment area for the associated infrastructure in the adjacent areas in Hong Kong outside Lok Ma Chau Loop would be required to ensure any potential contamination activities from land use changes after the approval of this land contamination assessment study, subject to a proper updating review prior to commencement of the construction works. Where re-appraisal or re-assessment is required, the PP would prepare and submit the Supplementary CAP to EPD prior to the commencement of SI works. Following on from the submission of CAP and completion of SI, the PP would prepare a CAR, a RAP and a RR and submit to EPD for agreement prior to commencement of the works on the development.

16.6.12 Cultural Heritage

No major direct and indirect impact to sites of cultural heritage is anticipated. The only potential impacts from the Project are the indirect visual impact on the built heritage near LMC Loop and Western Connection Road from its surrounding development but it can be mitigated by providing plant screening.

16.6.13 Landscape and Visual

The design of the proposed building structures and road connections networks will incorporate design features as part of visual mitigation measures including integrated design approach, building massing, treatment of built structures, responsive finishes for the proposed structures, incorporation of the form of greening measures, and innovative architectural design.

The design of noise barrier will reduce the visual effect of the structure through the use of form, materials, textures and colours.

Trees and vegetation will be reinstated below or adjacent to the structures. Planting will be used wherever possible to minimise the apparent height of structures and to soften their appearance in medium and long distance views.

The design of the viaduct will avoid unnecessary visual clutter, this will be achieved through the co-ordination of the various engineering disciplines involved to arrive at innovative design solutions. For example, the location of columns of viaduct should not block any views from VSRs in the proximity and the shape of column should be slimmed down as far as technically feasible to reduce the structural mass at street level, at where space is allowed planting area for shade tolerant tree, shrub and climber species would be provided at the base of the column to soften the vertical emphasis at street level.

16.6.14 Ecology

A wetland compensation programme will be implemented. An Ecological Area will be created to compensate for the direct loss of reedbeds within LMC Loop (Section 16.4.2). The fishponds, marshlands, reedbeds and woodland outside LMC Loop will be compensated offsite in San Tin and Hoo Hok Wai.

All the ecological compensation will be established prior to major construction works in order to avoid loss of net ecological value.

16.6.15 Food Safety

A contingency plan was established for food safety implication due to fish consumption from nearby fishponds. An effective communication channel with Food and Environmental Hygiene Department (FEHD) / Centre of Food Safety (CFS) will be set up on food surveillance and food incidents. If pond fish samples do not comply with food safety standards during the food surveillance programme by CFS, fish selling shall be stopped as instructed by CFS.

18 Conclusion

18.1 Overview

This EIA Report has provided an assessment of the potential environmental impacts associated with all stages throughout implementation and the cumulative effects due to interfacing planned, committed and existing projects in the vicinity of the Project. Impact avoidance and minimization approaches have been proposed and mitigation measures have been recommended to alleviate the predicted environmental impact to the maximum practicable extent.

18.2 Green Initiatives

18.3 Air Quality Impact

18.3.1 Construction Phase

Results of the hourly, daily and annual average TSP concentrations are all in compliance with the AQO criteria with the implementation of water suppression measures. In addition, procedures and requirements given in the Air Pollution Control (Construction Dust) Regulation should be incorporated by the Contractor. With these measures, it is concluded that there will be no adverse residual air quality impact during construction phase.

18.3.2 Operational Phase

On-site STW will be equipped with odour removal system with 95% odour removal efficiency as a mitigation measure and adverse odour impact due to the project are not anticipated.

With the implementation of bioremediation along the section of Shenzhen River approximately 1.9km downstream of, 1km upstream of and 1.3km along the Loop development (i.e. approximately 4.2 km in total) at 98% odour removal efficiency, short-medium term residual impact of odour at the ASRs within the LMC Loop area were predicted. As a short-term enhancement and contingency measure for reduction of indoor odour level before the completion of mitigation measures on Shenzhen River, the developers could consider to install odour removal system (i.e. activated carbon filter or selective catalytic filter etc.) capable of 95% removal efficiency in buildings with central air conditioning in the development. If the odour removal system were in place, the odour criterion would be met inside all internal spaces. In the long term, with continuous improvement of Shenzhen River, the odour criterion will be achieved.

In order to assure the 98% odour removal efficiency along the section of Shenzhen River approximately 1.9km downstream of, 1km upstream of and 1.3km along the Loop development (i.e. approximately 4.2 km in total), the relationship between AVS reduction percentage and odour removal efficiency will be established by in-situ testing during the detailed design stage. At the same time, the optimum chemical dosage and injection frequency for the bioremediation work will also be established. If the removal efficiency of bioremediation is lower than 98%, chemical dosage and frequency during bioremediation works will be increased to restore the difference.

18.4 Noise Impact

18.4.1 Construction Phase

Construction noise assessment has been conducted. Results indicate that the noise impacts on all of the NSRs after the implementation of good site practices, temporary noise barriers and use of site hoarding, quiet plants and practical mitigation measures including the setting of the concrete lorry mixer at around 25m away from the existing NSRs along Ha Wan Tsuen Road and Lok Ma Chau Road and planned NSRs at eco-lodge along Border Road. By implementing the aforesaid feasible mitigation measure, typical NSRs including HWTR-6, HWTR-11 and EL-P3 would be within the stipulated noise criterion.

Construction access road traffic noise assessment on the access route along LMC Road and Ha Wan Tsuen Road for advance works at Year 2016 and along Sai Kwo Road, Lok Ma Chau Road and Ha Wan Tsuen Road for site formation at Year 2020 has been conducted. With the implementation of temporary noise barrier, most NSRs along Lok Ma Chau Road, Sai Kwo Road and Ha Wan Tsuen Road would be within their respective noise criteria and where exceedances were predicted, those contribution due to access road is less than 1dB(A) (i.e. 0.0dB(A)) and within the noise criterion of 70 dB(A). Hence the traffic noise impact from the construction access vehicle is insignificant.

18.4.2 Operational Phase

In operational phase, road traffic noise impacts which are based on the worst case scenario of the traffic impact assessment have been investigated. Traffic noise impact on the most of the noise sensitive receivers outside the LMC Loop will be mitigated by 0.8m to 5m reflective noise barriers to within their respective noise criteria and where exceedances are predicted, those contribution due to project road is less than 1dB(A) (i.e. 0.0dB(A) to 0.2dB(A)) and within the noise criterion of 70 dB(A). Hence road traffic noise impact from the project road is insignificant. In addition, provision of central air conditioning for the first layer of noise sensitive receivers facing Road M1 has been allowed to mitigate the noise impact from road traffic noise. Fixed noise source sound power level limits are specified for sewage treatment works and DCS (provisional) with necessary noise control measures to satisfy the noise criterion.

18.5 Water Quality Impact

With full implementation of the mitigation measures such as good site practices, storm water pollution control plan, proper construction method, etc, no adverse impact is anticipated. No residual impact and cumulative impact is anticipated during both the construction and operational phase of the Project. In order to ensure effectiveness of the implemented mitigation, regular water quality monitoring in the meander are recommended during the construction phase.

18.6 Sewerage and Sewage Treatment Implications

Under the present condition, there is no public sewerage system in the vicinity of proposed development site. The proposed LMC Loop development will generate additional sewage flows and loads which cannot be handled by the existing YLSTW or SWHSTW. In order to meet the prevailing water quality policies of “No net increase in pollution load”, treatment facility will be required for the generated sewage from LMC Loop development.

On-site STW and off-site load compensation at SWHSTW is recommended. In addition, MBR is recommended as the sewage treatment process to be adopted in the on-site STW, which requires smaller footprint and generates effluent quality readily for TSE reuse purpose. In order to meet “No net increase in pollution load” in Deep Bay upgrading of SWHSTW is recommended to compensate for the residual loads and the proposal is recommended to be taken into consideration in the ongoing Study for expansion/upgrading of SWHSTW.

18.7 Waste Management Implications

18.7.1 Construction Phase

Potential waste management implications from the generation of waste during the construction phase have been evaluated. Measures, including the opportunity for on-site sorting, reusing excavated fill materials etc., are devised in the construction methodology to minimise the surplus materials disposal. Recommendations have been made for implementation by the Contractor during the construction phase to minimise waste generation and off-site disposal. The disposal quantities for C&D materials and their disposal methods have also been assessed.

It is estimated that total 1,391,900m³ of inert materials would be generated from the Project. 976,700m³ of the generated inert materials would be reused on-site and the remaining would be disposed of in Public Fill Reception Facilities.

On the other hand, total 271,500m³ non-inert materials would also be generated. 247,500m³ of the generated non-inert material (i.e. non-inert swamp deposit) would be reused on-site and in the concurrent projects such as NENT NDA, and the remaining would be disposed of in landfill.

Besides, total 64,000m³ of sediment would be generated during the construction of Eastern and Western connection roads. All sediment would be reused on-site and in the concurrent projects such as NENT NDA.

18.7.2 Operational Phase

The types of waste that would be generated during the operational phase have been assessed. Recommendations have been made to ensure proper treatment and disposal of these wastes. It is estimated that LMC Loop at full operation stage would recycle 14,396 tonnes per annum (tpa) out of 24,954tpa of municipal solid waste (MSW), leaving 10,558tpa of MSW that would need disposal to landfill.

18.8 Land Contamination Impact

The land contamination assessment has examined the potential contaminative landuses within the project area and their potential impacts to future use. The assessment involved site appraisal, site investigation, assessment of contamination extent and where necessary formulation of remedial actions.

5 zones within LMC Loop were identified as contaminated by metal Arsenic. The volume of contaminated soil is tentatively estimated as 57,444m³.

Remediation by Solidification/Stabilization is recommended. Mitigation measures are proposed during excavation for remediation of the contaminated soil in order to safeguard the general environmental, health and safety on site during the construction phase.

In addition, re-appraisal on the LMC Loop and the entire contamination assessment area for the associated infrastructure in the adjacent areas in Hong Kong outside Lok Ma Chau Loop would be required to ensure any potential contamination activities from land use changes after the approval of this land contamination assessment study, subject to a proper updating review prior to commencement of the construction works. Where re-appraisal or re-assessment is required, the project proponent would prepare and submit the Supplementary Contamination Assessment Plan (CAP) to EPD prior to the commencement of SI works. Following on from the submission of CAP and completion of SI, the project proponent would prepare a Contamination Assessment Report (CAR), a Remediation Action Plan (RAP) and a Remediation Report (RR) and submit to EPD for agreement prior to commencement of the works on the development.

18.9 Hazard to Life

The project will not involve the use or storage of explosives during the construction phase. Therefore, hazard to life due to use and storage of explosives would not be an issue.

18.10 Impacts on Sites of Cultural Heritage

The desktop review and field surveys of cultural heritage (archaeological heritage, built heritage and declared monument) within the 300m assessment area from the Project suggests that impacts from the Project are negligible.

The only potential impacts from the Project are the indirect visual impact on the built heritage near LMC Loop and Western Connection Road from its surrounding development but it can be mitigated by providing plant screening.

18.11 Landscape and Visual Impacts

18.11.1 Landscape Impact

With the implementation of landscape mitigation measures following the completion of the works, including limited works areas, minimise disturbance to existing trees and other landscape resources, implementation of tree preservation, protection and compensatory planting proposals, reinstatement of disturbed fishpond and woodland, creation of woodland and wetland, application of roadside amenity planting, planting on the LMC Loop, green roof and green wall system and greening measures on retaining wall, slopes and built structures, the residual (mitigated) impacts during construction phase (Day 1) on the majority of the identified landscape resources and landscape character areas would be moderate to negligible and the residual (mitigated) impacts during operation phase (Yr 10) on the majority of the identified landscape resources and landscape character areas would be slight beneficial to negligible.

Construction Residual (Mitigated) Impact (Day 1)

· Slight to moderate adverse mitigated impact (Day1) on 19 out of 57 LRs identified within the Study Area.

· Negligible mitigated impact (Day1) on 38 LRs identified within the Study Area.

· Moderate adverse mitigated impact (Day1) on the character of LMC Loop Riverside Landscape.

· Slight adverse mitigated impacts (Day 1) on 6 out of 9 LCAs identified within the Study Area

Operation Residual (Mitigated) Impact (Yr 10)

· Slight Beneficial mitigated Impact (Yesr10) on LR Trees on the LMC Loop.

· Negligible mitigated impact (Year 10) on all remaining 56 LRs identified within the Study Area.

· Slight adverse mitigated impact (Year 10) on the character of LMC Loop Riverside Landscape.

· Negligible mitigated impacts (Year 10) on all remaining LCAs.

18.11.2 Visual Impact

With the implementation of visual mitigation measures following the completion of the works, including limited works areas, screening measures for temporary and permanent works, location of temporary and permanent works away from VSRs, minimise disturbance to existing visual context and landscape characters, implementation of planting proposals and screening buffer to proposed built structures, reinstatement of disturbed fishpond and woodland, creation of woodland and wetland, application of roadside amenity planting, planting on the LMC Loop, green roof and green wall system and greening measures on retaining wall, slopes and built structures to enhance visual amenity, the residual (mitigated) impacts during construction phase (Day 1) on the majority of the identified VSRs would be moderate to negligible and the residual (mitigated) impacts during operation phase (Yr 10) on the majority of the identified VSRs would be slight to negligible.

Construction Residual Impact (Day 1)

· Moderate adverse mitigated impacts (Day 1) on 7 out of 28 VSRs identified within the visual envelope of proposed works who located in proximity to or have an overview to the proposed works.

· Slight adverse to negligible mitigated impacts (Day 1) on 17 out of 28 VSRs identified within the visual envelope of proposed works.

Operation Residual Impact (Yr 10)

· Slight adverse mitigated impacts (Year 10) on 7 out of 28 VSRs identified within the visual envelope of proposed works.

Negligible mitigated impacts (Year 10) on the remaining VSRs identified within the visual envelope of proposed works.

18.11.3 Tree Impact

There are approximately 6,660 existing trees on the LMC Loop and within the limit of works areas. According to the preliminary engineering layouts of proposed works contained in Chapter 2 of this EIA, some of existing trees are inevitable to be in conflict with the construction works, the proposed works require transplanting of approximately 279 trees and felling of approximately 4,022 trees.

New planting areas within the LMC Loop including tree planting in landscape buffer, open spaces and roadside planting areas will accommodate approximately 5,000 new trees.

New planting areas along the road alignment of WCR (DP2), ECR (DP6) and access road to Flushing Water Service Reservoir (DP7) will accommodate approximately 2,600 new trees.

500 whips will be planted on the newly formed and remnant sloping areas along the road alignment. Slopes have a gradient more than 30 degree will be hydroseeded.

Based on a preliminary estimation, the above planting proposal would achieve a replanting ratio of minimum 1:1 in terms of quantity and quality except for slope works according to ETWB TCW No. 3/2006. This tree replanting ratio would compensate the total girth and number of tree loss as well as the total number of tree loss on sloping area.

The above recommendation on existing trees is preliminary and subject to the detailed tree survey and tree felling application to be submitted for LandsD/Government approval at detailed design stage of the project in accordance with ETWB TWC No. 3/2006 Tree Preservation.

18.12 Ecological Impact

The ecological baseline study has identified a number of habitats and species of conservation significance potentially impacted by the Project. Foremost among these is reed marsh in LMC Loop, LMC Meander, Eurasian Otter, the flight line corridor in areas over and adjacent to LMC Loop and a stream network at Ma Tso Lung for which there is a record of Three-banded Box Terrapin.

Construction and operation of development associated with the Project will result in a range of ecological impacts some of which, if unmitigated, are predicted to cause ecological impact of high significance. The key habitat losses and disturbance impacts are as follows:

Permanent Impacts

· Permanent loss of 10.96ha of reed marsh and 0.50ha of marsh in LMC Loop.

· Permanent loss of ecological function (arising from habitat loss and disturbance impacts) of 9.70ha of pond.

· Permanent loss of 2.33ha of marsh.

· Permanent loss of 0.19ha of seasonally wet grassland.

· Permanent loss of 1.26ha of woodland and shrubland.

· Permanent loss of 0.15ha of riparian vegetation along LMC Meander.

· Permanent loss of 80-160m² of LMC Meander river bed and water column.

Temporary Impacts on Functional Value of Habitats

· Temporary loss of functional value of 4.11ha to 6.36 ha of pond, duration depending on phase of project, but total period approx. 7 years.

· Temporary loss of 0.032 ha of disturbed reed marsh during construction of Direct Link.

· Temporary of effective loss of 1.10 ha of reed marsh in EA during construction of Eastern Connection Road, duration 18 months.

· Temporary loss of riparian vegetation along LMC Meander due to stabilisation works, duration up to 4 years though not concurrently.

Secondary Impacts

· Disturbance to LMC Meander.

· Fragmentation impacts on movements of large waterbirds, herpetofauna and mammals, including Eurasian Otter arising from infrastructural connections and disturbance from buildings.

· Disturbance impacts to Eurasian Otter, mainly due to construction-related activities.

· Potential run-off impacts on watercourses.

· Increased wildlife mortality due to noise barriers.

Key mitigation measures comprise the following:

· Creation of 12.78ha Ecological Area containing reed marsh and marsh habitat to compensate for habitat loss in LMC Loop, and a buffer area of 50m width.

· Use of underpass below LMC Meander and depressed road through fish ponds at HHW.

· Provision of permanent compensatory off-site wetland areas totalling a minimum of 11.72ha.

· Provision of temporary compensatory off-site wetland areas totalling a minimum of 6.36ha in construction phase.

· Implementation of lower building heights near to EA.

· Banks of LMC Meander to be stabilised and re-vegetated after completion.

· Site formation works in EA and bank stabilisation works alongside LMC Meander to be carried out in wet season.

· Installation of 3m-high olive green fence site hoarding around construction areas to reduce disturbance and allow or deter animal passage as required.

· Implement standard measures to minimise magnitude of construction run-off and spillage events.

· Use of mechanised equipment only during the period 9am to 5pm.

· No use of direct lighting on LMC Meander.

· Provision of wildlife underpasses and one 70m-wide overpass as part of Eastern Connection Road.

· Phasing of work on Eastern Connection Road to avoid concurrent working in sections of critical ecological value.

· Use of viaducts to cross streams.

· Where possible, wet season work only in critical areas of fish ponds.

· Use of opaque noise barriers along roads to minimise wildlife mortality.

Adverse residual impacts after implementation of mitigation measures are all assessed as of Low severity, and comprise the following:

· temporary loss for 2-3 years (depending on establishment period required) of 2.50ha of reed marsh to allow site formation of the Ecological Area..

· temporary loss for 18 months of riparian vegetation of LMC Meander due to construction of the Eastern Connection Road. Through design, the vegetation will be reprovided after construction.

· temporary loss of riparian vegetation due to raising of level of LMC Loop and stabilisation of banks of LMC Meander over period of 4 years;

· permanent loss of 0.15ha of riparian vegetation of LMC Meander and river bed under footprint of Western Connection Road.

· permanent loss of 80-160m² of LMC Meander river bed and water column;

· temporary loss of 1.26ha of woodland and shrubland due to construction of ECR. This will resolve itself in 20-30 years once the area of planted trees reaches maturity.

18.13 Fisheries Impact

Since the pond areas to be lost do not account for a significant proportion of the total fish pond area in Hong Kong, the fisheries impact is not considered to be significant. Indirect impacts arising from construction activities and operation of the proposed development would be properly mitigated through standard practices and thus no significant fisheries impact will appear. Overall, no unacceptable fisheries impact are predicted from this project.

18.14 Landfill Gas Hazard

Landfill gas hazard assessment is not required as the development is outside the 250m Consultation Zone of Ma Tso Lung Landfill (MTLL) and there is no impact on the restoration and aftercare facilities of MTLL.

18.15 Food Safety

Estimated contaminant concentrations in fish attributed to indirect impact is insignificant compared with the Food Safety Standards under Hong Kong Regulations, and thus potential food safety implications is not anticipated.

18.16 Environmental Monitoring and Audit

An Environmental Monitoring and Audit (EM&A) programme has been established and the scope of EM&A requirements has been detailed in the EM&A Manual.

17 Environmental Monitoring & Audit

18 Conclusion