Highways Department 路政署

Major Works Project Management office 主要工程管理處

Agreement No. CE44/2011 (HY)

Proposed Road Improvement Works in West Kowloon Reclamation Development – Phase 1 – Investigation, Design and Construction

Environmental Impact Assessment Report –

Volume 1 of 4 – Text

(September 2013)

Environmental Impact Assessment REPORT (september 2013)

CONTENTS

Page

1. introduction 1

1.1 Background 1

1.2 This Assignment 2

2. general 4

2.1 Needs for the Project 4

2.2 Consideration of Alternative Alignment, Alternative Construction Method and Selection of Preferred Scenario 5

2.3 Concurrent Projects 7

2.4 Designated Project 7

2.5 EIA Study Brief 8

2.6 Objectives of the EIA Study 8

2.7 Structure of EIA Report 9

3. air quality impact 10

3.1 Introduction 10

3.2 Environmental Legislation, Standards and Guidelines 10

3.3 Description of Environment 11

3.4 Air Sensitive Receivers 11

3.5 Potential Sources of Impact 14

3.6 Identification of Representative Air Pollutants 15

3.7 Assessment Methodology 16

3.8 Prediction and Evaluation of Environmental Impacts 26

3.9 Mitigation of Adverse Environmental Impacts 33

3.10 Environmental Monitoring and Audit Requirements 34

3.11 Conclusion 34

4. NOISE impact 35

4.1 Introduction 35

4.2 Environmental Legislation, Standards and Guidelines 35

4.3 Description of Environment 37

4.4 Project Road Sections Identification 37

4.5 Noise Sensitive Receivers 39

4.6 Assessment Methodology 41

4.7 Identification of Environmental Impacts 44

4.8 Prediction and Evaluation of Environmental Impacts 44

4.9 Noise Mitigation Measures 46

4.10 Evaluation of Residual Impacts 49

4.11 Environmental Monitoring and Audit Requirements 50

4.12 Conclusion 50

5. Water quality Impact 52

5.1 Introduction 52

5.2 Environmental Legislation, Standards and Guidelines 52

5.3 Proposed Assessment Area 54

5.4 Identification of Water Sensitive Receivers 55

5.5 Assessment Methodology 55

5.6 Existing Conditions 56

5.7 Identification of Potential Impact 58

5.8 Recommended Water Quality Mitigation Measures 61

5.9 Conclusion 64

6. waste management 65

6.1 Introduction 65

6.2 Environmental Legislation 65

6.3 Environmental Guidelines 66

6.4 Assessment Approach and Methodology 67

6.5 Mitigation of Adverse Environmental Impact 75

6.6 Conclusion 88

7. landscape and visual impact 89

7.1 Introduction 89

7.2 Relevant Environmental Legislation, Standards and Guidelines 89

7.3 Proposed Assessment Area 89

7.4 Proposed Assessment Methodology 90

7.5 General Approaches to Mitigate Predicted Landscape and Visual Impact 93

7.6 Review of Planning and Development Framework Guideline 94

7.7 Cumulative Impact 94

7.8 Existing Baseline Conditions 95

7.9 Landscape Assessment 101

7.10 Visual Assessment 117

7.11 Conclusion 137

8. Summary of Environmental Outcomes 139

8.1 Introduction 139

8.2 Approaches Adopted to Minimize Environmental Impact 139

8.3 Approaches Adopted to Mitigate Environmental Impacts 140

8.4 Air Quality Impact 140

8.5 Noise Impact 141

8.6 Water Quality Impact 142

8.7 Waste Management 143

8.8 Landscape and Visual Impact 143

9. environmental Monitoring and Audit Requirements 145

9.1 Introduction 145

9.2 Air Quality 145

9.3 Noise 145

9.4 Water Quality 145

9.5 Waste Management 146

9.6 Landscape and Visual 146

10. conclusion 147

10.1 General 147

10.2 Air Quality Impact 147

10.3 Noise Impact 147

10.4 Water Quality Impact 148

10.5 Waste Management 148

10.6 Landscape and Visual Impact 148

10.7 Environmental Monitoring and Audit Requirements 148

10.8 Overall 149

TABLES

Table 2.1 Concurrent Projects Anticipated During Construction Phase

Table 3.1 Hong Kong Air Quality Objectives

Table 3.2 Representative Air Sensitive Receivers

Table 3.3 Emission Factors for Dusty Construction Activities

Table 3.4 Air Quality Monitoring Results for XRL Project

Table 3.5 16 Vehicle Classes Considered in the EMFAC-HK Model

Table 3.6 Different Road Types for EMFAC-HK Model

Table 3.7 Summary of 2010 Hong Kong Emission Inventory for the PATH model

Table 3.8 Summary of 2015 Hong Kong Emission Inventory for the PATH model

Table 3.9 Summary of 2020 Hong Kong Emission Inventory for the PATH model

Table 3.10 Summary of Wind Standard Deviation Adopted in the Model

Table 3.11 Predicted Cumulative Maximum Hourly, Daily and Annual Construction Dust Concentrations at Various Heights above ASRs for Year 2014

Table 3.12 Predicted Cumulative Maximum Hourly, Daily and Annual Construction Dust Concentrations at Various Heights above ASRs for Year 2015

Table 3.13 Predicted Cumulative Maximum Hourly, Daily and Annual Average Air Pollutants Concentrations at Representative ASRs for Worst-case Scenario (Year 2016)

Table 3.14 Summary Breakdown of Predicted Cumulative NO₂ Concentrations for ASRs with Potential Exceedance

Table 4.1 Construction Noise Standards During Non-Restricted Hours

Table 4.2 Construction Noise Standards During Restricted Hours

Table 4.3 Area Sensitivity Ratings (ASRs)

Table 4.4 Road Types of the Project Roads

Table 4.5 Representative Noise Sensitive Receivers

Table 4.6 Concurrent Projects Considered During the Construction Phase

Table 4.7 Unmitigated Construction Noise Impact, dB(A)

Table 4.8 Unmitigated Road Traffic Noise Level (DP Roads), dB(A)

Table 4.11 Mitigated Cumulative Construction Noise Level

Table 4.12 Adverse Residual Noise Impacts During Examination Period for Year 2014 and Year 2015

Table 5.1 Summary of Water Quality Objectives for Victoria Harbour (Phase 2) WCZ

Table 5.2 Summary of Water Quality criteria for WSD intake

Table 5.3 Baseline Marine Water Quality Condition for Victoria Harbour WCZ

Table 5.4 Marine Water Quality Condition for Yau Ma Tei Salt Water Pumping Station

Table 5.5 Comparison of Monitored Salt Water Quality Data against WSD Criteria

Table 6.1 Identification of Waste Types and sources during Construction Phase of the Project

Table 6.2 Annual Generation of C&D Materials

Table 6.3 Summary of Waste Handling Methods and Disposal Routes

Table 7.1 Significance Thresholds

Table 7.2 Summary of Magnitude of Change of Landscape Resources and Landscape Character Areas

Table 7.3 Summary of Sensitivity of Landscape Resources and Landscape Character Areas

Table 7.4 Summary of the Assessment of Landscape Resources and Landscape Character Areas

Table 7.5 Description of VSRs around Scheme H, I, and J

Table 7.6 Magnitude of Change for the identified VSRs for Scheme H, I, and J

Table 7.7 Summary of the Deciding Factors of Sensitivity for Scheme H, I, and J

Table 7.8 Description of VSRs around Interim Scheme Q and Road Junction Improvement Works

Table 7.9 Magnitude of Change for the identified VSRs for Interim Scheme Q and Road Junction Improvement Works

Table 7.10 Summary of the Deciding Factors of Sensitivity for Interim Scheme Q and Road Junction Improvement Works

Table 7.11 Summary of Visual Impact Assessment for Scheme H, I and J

Table 7.12 Summary of Visual Impact Assessment for Interim Scheme Q and Road Junction Improvement Works

FIGURES

Figure No. Title

1.1 Proposed Road Improvement Works in West Kowloon Reclamation Development Phase 1

1.1A Concurrent Projects by others

1.2 Scheme H(A) General Layout Plan

1.3 Scheme H(B) & I General Layout Plan

1.4 Scheme J General Layout Plan

1.5 Interim Scheme Q General Layout Plan

2.1 Traffic Routes With and Without Scheme H(A) and H(B)

2.2 Traffic Routes With and Without Scheme I

2.3 Traffic Routes With and Without Scheme J

3.1 Work Boundary and 500m Study Area for Air Quality Assessment

3.2 Location of Air Sensitive Receivers (Page 1 of 2)

3.3 Location of Air Sensitive Receivers (Page 2 of 2)

3.4 Location of Marine Emissions

3.5 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Unmitigated) (Page 1 of 2)

3.6 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Unmitigated) (Page 2 of 2)

3.7 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Unmitigated) (Page 1 of 2)

3.8 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Unmitigated) (Page 2 of 2)

3.9 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2014 (Unmitigated) (Page 1 of 2)

3.10 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2014 (Unmitigated) (Page 2 of 2)

3.11 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Unmitigated) (Page 1 of 2)

3.12 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Unmitigated) (Page 2 of 2)

3.13 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Unmitigated) (Page 1 of 2)

3.14 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Unmitigated) (Page 2 of 2)

3.15 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2015 (Unmitigated) (Page 1 of 2)

3.16 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2015 (Unmitigated) (Page 2 of 2)

3.17 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Mitigated) (Page 1 of 2)

3.18 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Mitigated) (Page 2 of 2)

3.19 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Mitigated) (Page 1 of 2)

3.20 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2014 (Mitigated) (Page 2 of 2)

3.21 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2014 (Mitigated) (Page 1 of 2)

3.22 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2014 (Mitigated) (Page 2 of 2)

3.23 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Mitigated) (Page 1 of 2)

3.24 Contour of 1 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Mitigated) (Page 2 of 2)

3.25 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Mitigated) (Page 1 of 2)

3.26 Contour of 24 hour TSP Concentration (with background) at 1.5m above ground of Year 2015 (Mitigated) (Page 2 of 2)

3.27 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2015 (Mitigated) (Page 1 of 2)

3.28 Contour of Annual TSP Concentration (with background) at 1.5m above ground of Year 2015 (Mitigated) (Page 2 of 2)

3.29 Contour of Maximum 1hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 1 of 2)

3.30 Contour of Maximum 1hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 2 of 2)

3.31 Contour of Maximum 24hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 1 of 2)

3.32 Contour of Maximum 24hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 2 of 2)

3.33 Contour of Annual NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 1 of 2)

3.34 Contour of Annual NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 2 of 2)

3.35 Contour of Maximum 24hour RSP Concentration (with background) at 1.5m above ground of Year 2016 (Page 1 of 2)

3.36 Contour of Maximum 24hour RSP Concentration (with background) at 1.5m above ground of Year 2016 (Page 2 of 2)

3.37 Contour of Annual RSP Concentration (with background) at 1.5m above ground of Year 2016 (Page 1 of 2)

3.38 Contour of Annual RSP Concentration (with background) at 1.5m above ground of Year 2016 (Page 2 of 2)

3.39 Contour of Fourth Maximum 1hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 1 of 2)

3.40 Contour of Fourth Maximum 1hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 2 of 2)

3.41 Contour of Second Maximum 24hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 1 of 2)

3.42 Contour of Second Maximum 24hour NO2 Concentration (with background) at 1.5m above ground of Year 2016 (Page 2 of 2)

3.43 Contour of Second Maximum 24hour NO2 Concentration (with background) at 4m above ground of Year 2016 (Page 1 of 2)

3.44 Contour of Second Maximum 24hour NO2 Concentration (with background) at 4m above ground of Year 2016 (Page 2 of 2)

3.45 Contour of Annual NO2 Concentration (with background) at 4m above ground of Year 2016 (Page 1 of 2)

3.46 Contour of Annual NO2 Concentration (with background) at 4m above ground of Year 2016 (Page 2 of 2)

4.1 Work Boundary and 300m Study Area for Noise Impact Assessment

4.2 Location of Noise Sensitive Receivers (Page 1 of 2)

4.3 Location of Noise Sensitive Receivers (Page 2 of 2)

4.4 Location of Construction Sites (Page 1 of 2)

4.5 Location of Construction Sites (Page 2 of 2)

4.6 Extent of Low Noise Road Surface on the Existing and Planned Roads

5.1 Environment Impact Assessment Location of Water Quality Sensitive Receivers

5.2 Location Plan for the EPD Monitoring Station

7.1 Planning Development Framework of Scheme H, I, J and Q

7.2 Landscape Resources at Scheme H, I, J and Q

7.3 Landscape Character Areas at Scheme H, I, J and Q

7.4 Location of Representative Visual Sensitive Receivers

7.51 Broad Brush Tree Survey Plan (Sheet 1 of 5)

7.52 Broad Brush Tree Survey Plan (Sheet 2 of 5)

7.53 Broad Brush Tree Survey Plan (Sheet 3 of 5)

7.54 Broad Brush Tree Survey Plan (Sheet 4 of 5)

7.55 Broad Brush Tree Survey Plan (Sheet 5 of 5)

7.5a Scheme H(A) Existing Tree Survey Plan (Sheet 1 of 3)

7.5b Scheme H(A) Existing Tree Survey Plan (Sheet 2 of 3)

7.5c Scheme H(A) Existing Tree Survey Plan (Sheet 3 of 3)

7.5d Scheme H(B) & I Existing Tree Survey Plan

7.5e Scheme J Existing Tree Survey Plan

7.5f Interim Scheme Q Existing Tree Survey Plan (Sheet 1 of 2)

7.5g Interim Scheme Q Existing Tree Survey Plan (Sheet 2 of 2)

7.6a Tree Compensation Plan (Sheet 1 of 9)

7.6b Tree Compensation Plan (Sheet 2 of 9)

7.6c Tree Compensation Plan (Sheet 3 of 9)

7.6d Tree Compensation Plan (Sheet 4 of 9)

7.6e Tree Compensation Plan (Sheet 5 of 9)

7.6f Tree Compensation Plan (Sheet 6 of 9)

7.6g Tree Compensation Plan (Sheet 7 of 9)

7.6h Tree Compensation Plan (Sheet 8 of 9)

7.6i Tree Compensation Plan (Sheet 9 of 9)

7.71 Tree and Landscape Plan (Sheet 1 of 8)

7.72 Tree and Landscape Plan (Sheet 2 of 8)

7.73 Tree and Landscape Plan (Sheet 3 of 8)

7.74 Tree and Landscape Plan (Sheet 4 of 8)

7.75 Tree and Landscape Plan (Sheet 5 of 8)

7.76 Tree and Landscape Plan (Sheet 6 of 8)

7.77 Tree and Landscape Plan (Sheet 7 of 8)

7.78 Tree and Landscape Plan (Sheet 8 of 8)

7.7a Photographic Record of Landscape Resources

7.7b Photographic Record of Landscape Character Areas

7.7c Photographic Record of Key Visually Sensitive Receivers

7.7d Photographic Record of Key Visually Sensitive Receivers

7.9a Illustration of Scheme H(A) and J

7.9b Illustration of Scheme H(B) and I

7.9c Illustration of Interim Scheme Q and Road Junction Improvement Works

7.10a Photomontage of Scheme H(A)

7.10b Photomontage of Scheme H(B) and I

APPENDICES

Appendix 3.1 Traffic Data of the Study Area

Appendix 3.2 Sensitivity Test

Appendix 3.3 Assumption and Input Parameters for EMFAC-HK

Appendix 3.4 Calculation of Vehicular Emission Factors for Different Roads

Appendix 3.5 Detailed Calculation of Chimney, Portal, Top Opening and Ventilation Building Emission

Appendix 3.6 Marine Emissions

Appendix 3.7 Results of the Pollutant Concentrations for Discrete ASRs

Appendix 3.8 Calculation of Emission Factor for Construction Dust Assessment

Appendix 3.9 Results of Construction Dust Assessment for Year 2014 and Year 2015

Appendix 4.1A Photos of Existing NSRs

Appendix 4.1B Correspondence from Planning Department

Appendix 4.2A Unmitigated Powered Mechanical Equipment

Appendix 4.2B Unmitigated Sound Power Level of the Project

Appendix 4.2C Notional Distance from Construction Sites of the Project

Appendix 4.2D Detailed Calculation of Unmitigated Construction Noise Level of the Project

Appendix 4.2E Summary of Unmitigated Construction Noise Level of the Project

Appendix 4.3A Traffic Flow Data for Traffic Noise Assessment at Design Year (Year 2030)

Appendix 4.3B Traffic Flow Data for Prevailing Traffic Noise Assessment (Year 2013)

Appendix 4.3C Endorsement Letter from Transport Department

Appendix 4.3D Traffic Data of Internal Roads of WKCD

Appendix 4.4A Sensitivity Test for Canton Road

Appendix 4.4B Detailed Calculations of Traffic Noise Levels for NSRs along Canton Road

Appendix 4.4C Traffic Flow Data for Traffic Noise Assessment of Interim Access in Austin Road West

Appendix 4.5 Detailed Calculations of Traffic Noise Levels

Appendix 4.6 Sample Calculation of the Traffic Noise Model

Appendix 4.7 Road-plots for Road Traffic Noise Model

Appendix 4.8A Mitigated Powered Mechanical Equipment

Appendix 4.8B Mitigated Sound Power Level of the Project

Appendix 4.8C Notional Distance from Construction Sites of the Project

Appendix 4.8D Detailed Calculation of Mitigated Construction Noise Level of the Project

Appendix 4.8E Summary of Mitigated Construction Noise Level of the Project

Appendix 4.9A Plant List of the Concurrent Projects

Appendix 4.9B Sound Power Level of the Concurrent Projects

Appendix 4.9C Notional Distance from Construction Sites of the Concurrent Projects

Appendix 4.9D Detailed Calculation of Construction Noise Level of the Concurrent Projects

Appendix 4.9E Summary of Construction Noise Level of the Concurrent Projects

Appendix 4.9F Summary of Mitigated Cumulative Construction Noise Level

Appendix 6.4A Sediment Sampling and Testing Plan (Issue 2)

Appendix 6.4B Existing Ground Investigation Records (Extracts)

Appendix 6.4C Availability of Marine Disposal Sites for Proposed Sediment Removal

Appendix 6.4D Designated Disposal Ground to Receive Construction Waste (excluding contaminated materials)

Appendix 7.1 Tree Survey Schedule

Appendix 8.1 Implementation Schedule of Recommended Mitigation Measures

1. introduction

1.1 Background

1.1.1 There will be substantial developments in West Kowloon Reclamation Development (WKRD) including the West Kowloon Cultural District (WKCD), West Kowloon Terminus (WKT) of the Hong Kong Section of Guangzhou-Shenzhen-Hong Kong Express Rail Link (XRL) and building developments above the two railway stations. With the completion of these developments and the commissioning of the new transport facilities, their traffic impact to the road network of WKRD and its vicinity will be significant.

1.1.2 Apart from the additional traffic impact arising from the major developments and transport facilities in WKRD, several major junctions in the area are currently operating with insufficient capacity causing serious congestion to some existing major road corridors including Jordan Road (JRD), Ferry Street (FST), Canton Road (CRD), Lin Cheung Road (LCR), Wui Cheung Road (WCR) and Austin Road (AUR). For example, the observed traffic queue on LCR southbound at its junction with JRD can be up to 340 metres (m) in the PM peak of Saturdays.

1.1.3 Against this background, Transport Department commissioned the “West Kowloon Reclamation Development Traffic Study” (the Traffic Study) in May 2008 to formulate comprehensive traffic and transport measures to address the traffic congestion problems and the additional traffic impact arising from the various developments and transport infrastructures on the WKRD.

1.1.4 The Final Report of the Traffic Study was issued in September 2009. Findings of the study concluded that in design year 2031 the original road network in the WKRD previously planned in the late 1980s would be inadequate to support the demand of the local traffic as well as through traffic heading for other surrounding areas such as WKCD and Tsim Sha Tsui (TST). For instance, out of 41 key road junctions in the study area, 18 of them would be overloaded or approaching their capacity. The critical reserve capacity (RC) of these 18 junctions would range from -37% (junction of Austin Road West/ Road D1) to +7% (junction of CRD/ Kowloon Park Drive). Furthermore, there would be long traffic queues at five major junctions 2 on JRD, FST, LCR, Austin Road West (AURW) and the future Road D1 causing blockage to the upstream junctions. Please refer to the Final Report of Agreement No. TD 54/2008 – West Kowloon Reclamation Traffic Study for the detailed junction analysis results within the study area.

1.1.5 To enhance the road network of the area, the Traffic Study identified and recommended, amongst others, the following Schemes together with the improvement works at the junction of CRD/FST/JRD.

1.1.6 Schemes and Junction Improvement Works:

(i) Scheme H (elevated road) - New road connection from Hoi Po Road to West Kowloon Highway (WKH) northbound plus widening of the elevated Nga Cheung Road (NCR);

(ii) Scheme I (elevated road) - New link road from elevated NCR to WHC;

(iii) Scheme J (slip road) - New link road from WKH southbound to NCR;

(iv) Scheme Q (underpass) (outside the scope of this Report) - Provision of a local underpass along CRD at the junction of CRD/AUR;

(v) Interim Scheme Q (road widening and junction improvement) – Interim Road Improvement along Canton Road;

(vi) Improvement Works at Junction of CRD/FST/JRD (junction improvement).

1.1.7 The Schemes coupled with the junction improvement works would enable most of the key road junctions in the study area to operate with spare capacity, and the traffic queue length would also be reduced avoiding blockage to the upstream junctions. To accommodate the increased traffic volume arising from XRL commissioning and WKCD (Phase 1) opening in stages between 2015 and 2020, it is desirable to complete the improvement works as early as possible.

1.1.8 A Feasibility Study (FS) consultancy (CE 65/2009 (HY)) was commissioned by the Highways Department (HyD) in May 2010 to study the technical feasibility of the proposed works. The Study concluded in June 2011 that the proposed Schemes H, I, J and Junction Improvement Works at CRD/FST/JRD were, prima facie, technically feasible. However, for Scheme Q (underpass) which would involve the construction of an underpass along Canton Road at the junction of CRD/AUR/AURW and the reconstruction of the associated pedestrian subway at the junction, its technical feasibility was still yet to be ascertained subject to the clarification of a number of site constraints and uncertainties. As such, it was decided that the proposed works would be divided into two phases for implementation.

Phase 1 of works would include Schemes H, I, J, Q (interim road improvement only) and the Junction Improvement Works at CRD/FST/JRD. Meanwhile, if the Scheme Q (underpass) is subsequently found to be technical feasible, it will be put under Phase 2 of works for later implementation (i.e. outside the scope of this Report). This EIA Report only covers Phase 1 of works in accordance with EIA Study Brief ESB-236/2011.

If Scheme Q (underpass) under Phase 2 constitutes an A.9 Designated Project, i.e. “A road fully enclosed by decking above and by structure on the sides for more than 100m”, then an Environmental Permit (EP) is required under the EIAO for its construction and operation. In that case, another EIA report will be submitted separately following the EIAO procedures. In any case, Scheme Q (underpass) is outside the scope of this Report.

1.2 This Assignment

1.2.1 On 7 March 2012, the Government of Hong Kong Administration Region awarded Agreement No. CE44/2011 (HY) Proposed Road Improvement Works in West Kowloon Reclamation Development – Phase 1 – Investigation, Design and Construction to Parsons Brinckerhoff (Asia) Ltd. The scope of the Project under this Assignment comprises:

(a) Scheme H (Part A) (elevated road) – New road connection from Hoi Po Road to WKH Northbound

(i) Construction of a 6m wide elevated road, of approximate length of 300m linking the elevated Hoi Po Road to the unnamed slip road towards WKH northbound, together with the realignment of adjacent existing Lin Cheung Road northbound and Hoi Fai Road.

(b) Scheme H (Part B) (elevated road) - Widening of elevated NCR

(i) Modification of the elevated road structure of the elevated NCR for provision of an additional traffic lane for an approximate length of 200m near the junction of NCR/ Jordan Road.

(c) Scheme I (elevated road) - New Link Road from Elevated NCR to WHC

(i) Construction of a 6m wide elevated road, with local widening to 8.2m at the bend, of approximate length of 200m linking the elevated NCR to the Hong Kong bound of the WHC toll plaza area.

(ii) Addition of an autotoll lane, relocation of an autotoll lane and the associated modification works on the toll plaza of the WHC.

(d) Scheme J (slip road) - New Link Road from WKH Southbound to NCR

(i) Construction of a 6m wide carriageway of length 220m approximately linking the slip road from WKH southbound to NCR.

(e) Interim Scheme Q (road widening and junction improvement) - Interim Road Improvement along Canton Road

(i) Road junction improvement at junction of Canton Road/ Austin Road/ Austin Road West.

(ii) Road junction improvement at junction of Canton Road/ Wui Cheung Road.

(iii) Widening of Canton Road northbound turning left into Jordan Road, and modification of traffic islands near the junction of Canton Road/ Jordan Road.

(f) Improvement Works at the Junction of Canton Road/ Ferry Street/ Jordan Road (junction improvement)

(i) Widening of Jordan Road eastbound downstream of the junction.

(ii) Demolition of the existing ramp and provisioning of lifts for the subway on Jordan Road eastbound near Wai Ching Street; and

(g) Associated works

(i) Associated drainage, E&M, landscaping, utility diversion, traffic aid, etc. for the above schemes.

1.2.2 The corresponding general layout plans indicating the scope of works are in Figure 1.1 to 1.5.

2. general

2.1 Needs for the Project

2.1.1 The aim of the proposed road improvement works of this Project as described under Section 1.2 is to enhance the existing road network in West Kowloon Reclamation Development (Phase 1) and relieve the traffic congestion noted for some of the road junctions such as to fulfil the future traffic needs due to the development within the area including WKCD, WKT of XRL and building developments above Austin Station and XRL.

The anticipated programme of Phase 1 is to commence in February 2014 and to complete in end 2015. The anticipated programme of Phase 2 is not available as the decision whether Phase 2 will be pursued has not been made at the time of this Report.

The benefits associated with each individual improvement scheme are further elaborated as follows:

Scheme H

2.1.2 This scheme consists of Part (A) and Part (B). Part A comprises the construction of an approximately 6m wide one-lane elevated carriageway connecting the elevated Hoi Po Road northbound to WKH northbound. Part B comprises the provision of an extra traffic lane for the elevated NCR northbound at its junction with elevated Jordan Road via a separated viaduct structure.

2.1.3 Benefits: Upon the completion of Scheme H(A), traffic on the elevated NCR to WKH northbound could travel through Hoi Po Road and Scheme H(A) instead of the busy junction of Lin Cheung Road / Jordan Road. Scheme H(B) is to cater for the anticipated increase in traffic along elevated NCR northbound destined for WKH northbound via Scheme H(A). As such, Scheme H(B) compliments Scheme H(A), and combined, they will serve as a convenient and direct route for local traffic from the existing Kowloon Station developments and the future WKCD to access WKH northbound. The corresponding traffic routes with and without Scheme H are shown on Figure 2.1.

Scheme I

2.1.4 This scheme comprises the construction of an approximately 6m wide elevated carriageway connecting the elevated NCR northbound with the WHC toll plaza area towards Hong Kong Island.

Benefits: Scheme I would provide a quick and convenient route for local traffic from the current Kowloon Station developments and the future WKCD to access WHC. This avoids travelling via the busy junction of Lin Cheung Road and Jordan Road. The corresponding traffic routes with and without Scheme I are shown on Figure 2.2.

Scheme J

2.1.5 This scheme comprises the construction of an approximately 6m wide at-grade slip road connecting the slip road of WKH southbound to NCR.

2.1.6 Benefits: Scheme J would provide a convenient and direct route for traffic from WKH southbound via Lin Cheung Road southbound to access elevated NCR and the at-grade Jordan Road. This avoids travelling via the busy junction of Lin Cheung Road and Jordan Road. The corresponding traffic routes with and without Scheme J are shown on Figure 2.3.

Interim Scheme Q & the Improvement Works at Junction of Canton Road/Jordan Road/Ferry Street

2.1.7 The road improvement works under this scheme involve:

· Road junction improvement at junction of Canton Road/Austin Raod/Austin Road West

· Road junction improvement at junction of Canton Road/Wui Cheung Road

· Road junction improvement at junction of Canton Road/Austin Road/Ferry Street

2.1.8 Benefits: After the completion of these road improvement works, traffic conditions at the corresponding road junctions will be improved.

2.1.9 Without the Project, the existing traffic congestion problems in the area at the existing major road corridors including Jordan Road, Ferry Street, Canton Road, Lin Cheung Road, Wui Cheung Road and Austin Road cannot be relieved. Long queues of up to 340m causing blockage to the upstream junctions in the peak hours of Saturdays are observed at present. In addition, the condition will be worsen with the additional traffic arising from the substantial developments and transport infrastructures on the WKRD. With severe traffic congestion, there would have consequential adverse air quality impacts as the vehicles are in idling condition in traffic congestion. The noise environment of the project area would also be increased due to the expected growth of traffic after completion of the development on WKRD.

2.1.10 The Project will relieve the traffic congestion in the WKRD area by providing new traffic lanes linking the existing roads and improving the existing road junctions that have severe traffic congestion during peak hours at present. With benefits from different schemes of the Project as mentioned above in 2.1.3, 2.1.4, 2.1.6 and 2.1.8, the Project will reduce traffic congestion and therefore reduce deterioration of air quality and noise environment in the vicinity. With less traffic congestion, the project would bring improvements in air quality and noise environment from existing road networks and the overall quality of the ambient environment, especially for the residential premises within and in the vicinity of the WKRD area. In this regard, it is anticipated that the future air and noise environment will be improved in the presence of the project.

2.2 Consideration of Alternative Alignment, Alternative Construction Method and Selection of Preferred Scenario

2.2.1 Traffic study had been carried out separately under different Agreement before this Project. The traffic study concluded that no feasible alternative alignment is available due to various physical constraints. The proposed alignment is in fact fully restrained by the existing road alignments and existing layout of the road structures, as the proposed works have to link up the existing roads and structures.

2.2.2 Schemes H(A), Scheme H(B) & Scheme I will be constructed cast-in-situ. Alternative construction method such as pre-cast construction method has been considered but has been confirmed to be infeasible based on the following reasons: -

(a) Traffic impact during construction: Delivery of pre-cast segments and lifting the segments into the place would not be practical without occupying the traffic lanes (or even full closure of the carriageway). The traffic impact is considered to be significant. The implementation programme will also be significantly increased as segments should only be erected in series based on pre-cast method.

(b) Environmental impact during construction: In order to minimise the traffic impacts, delivery and lifting of segments would only be practical to be undertaken during the mid-night. The noise impact during the works would be more severe than based on cast-in-situ method.

(c) Engineering constraint: Construction of Scheme I (with tight radius of curvature) by pre-cast method would not be practical due to the extensive unbalanced method during the works. Just in case it should be adopted, the foundation of Scheme I should be significantly increased. Not only the traffic impact is more significant due to the increased extent of closure of traffic lanes for greater extent of foundation works (i.e. large number of piles and larger pile cap), the implementation programme will also be significantly increased as phasing of works to reduce the traffic impact is required.

(d) Economic cost: Geographical locations of Schemes H(A), Scheme H(B) & Scheme I are different, but the length of the individual schemes are only between 200m to 400m, which can hardly be considered as economically viable based on the significant mobilization cost for setting up a pre-casting yard and the launching girder to other kinds of lifting equipment. (Remark: Pre-cast method is commonly adopted for viaducts with over 1km in length.)

(e) Implementation programme: Based on the constraints in (a) & (c) above, it is estimated that the duration of works will be substantially increased from around 23 months (based on cast-in-situ) method to at least 3 years (based on pre-cast method).

2.2.3 Based on the considerations above, cast-in-situ method is considered to be the preferred construction scheme. Environment benefits of cast-in-situ method include the following:-

(a) The duration of works is substantially reduced (from 3 years to 23 months) by minimizing the impact on traffic, hence obviating the programme constraint due to working at night only; and by minimising the extent of the foundation works, hence obviating the need of further phasing the foundation works in order to maintain the traffic flow.

(b) The noise impact during the works is substantially reduced as it is envisaged that night-works is not required.

2.2.4 The foundation types of all the viaducts will be found on pre-bored H-piles. Pre-bored H-piles is adopted as the sites are very congested for all the schemes. For example, only 2 out of 6 existing traffic lanes on WKH southbound will require to be closed for the construction of Scheme H(B) if pre-bored H-pile is adopted. If bored pile is adopted, closure of at least 3 out of 6 existing traffic lanes is required to accommodate the much larger piling plants. Temporary traffic impacts would thus be more significant with the adaptation of bored pile. As all the schemes are located on WKH and in close vicinity to Western Harbour Crossing, minimisation of temporary traffic impact is vital. With reduced traffic impacts (reduced lane closure by adopting pre-bored H-piles) and less traffic jams, there will be a reduction in air and noise impacts from vehicles.

2.2.5 In selecting temporary support structures for excavation, options with less waste impact such as pipe pile wall instead of diaphragm wall will be considered.

2.2.6 To maximize the use of public fill/inert C&D materials for construction works, on site sorting will be carried out and the suitable public fill/inert C&D materials will be used in earthwork as backfilling materials.

2.2.7 The proposed works involve providing new traffic lanes to link up the existing roads and structures. Therefore, similar structural configurations and built-forms to the existing roads and structures will be adopted to blend in with the existing roads and structures, so as to reduce the visual impacts. Landscape works will be proposed as far as possible in areas under the proposed elevated roads with climbers on concrete piers to reduce the landscape impacts.

2.3 Concurrent Projects

2.3.1 Other projects which are anticipated to be implemented at around the same period when the construction of this Project is scheduled to take place from February 2014 to end 2015 are indicated below in Table 2.1.

Table 2.1 Concurrent Projects Anticipated During Construction Phase

Name of Project	Project Proponent	Anticipated Programme
Express Rail Link	MTRCL + HyD	Dec 2009 – Jun 2015
West Kowloon Cultural Development	WKCDA	2013 – beyond 2020
Road Works at West Kowloon	MTRC	2011 – 2014
Construction of Dry Weather Flow Interceptor at Cherry Street Box Culvert and Other Works	DSD	2014 – 2018
Trenchless Cable Duct Crossings at Nga Cheung Road	CLP	2013 - 2015
Central Kowloon Route & Widening of Gascoigne Road Flyover	HyD	2015 – 2020

The effects of these projects when taken together with this Project will be reviewed to determine the cumulative environmental impact to the sensitive receivers.

2.4 Designated Project

2.4.1 As defined in EIAO Schedule 2 Part 1A, “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” shall considered as a designated project. As Schemes H, I, and J as described in Section 1.2.1 involve the construction of new roads, these schemes constitute A.1 designated project. However, due to insignificant noise impact, Interim Scheme Q & the Improvement Works at Junction of Canton Road/Jordan Road/Ferry Street is not considered as a designated project. The details are described in Chapter 4. Nonetheless, the assessment for Interim Scheme Q and Improvement Works at Junction of Canton Road / Jordan Road / Ferry Street is included in the report.

2.5 EIA Study Brief

2.5.1 In accordance with the requirements of Section 5(1)(a) of the EIAO, an application (No.ESB-236/2011) for an EIA study brief was submitted to Environmental Protection Department (EPD) on 15 August 2011 with a Project Profile (No. PP-450/2011). The Brief identified that the Project is a designated project. Pursuant to Section 5(7)(a) of the EIAO, the Director of Environmental Protection issued to the Project Proponent, namely Highways Department (HyD), to carry out an EIA study.

2.6 Objectives of the EIA Study

2.6.1 The key objectives of the EIA Study are to identify key environmental issues and constraints of the major elements of the road/junction improvement schemes and to consider possible environmental impact of the schemes and appropriate measures. The detailed objectives are listed as follows:-

(i) To describe the Project together with the requirements and environmental benefits for carrying out the Project;

(ii) To identify and describe elements of community and environment likely to be affected by the Project and/or likely to cause adverse impact to the Project, including both the natural and man-made environment and the associated environmental constraints;

(iii) To provide information on the consideration of alternatives design/options to avoid and minimize potential environmental impact to sensitive uses;

(iv) To identify and quantify emission sources (including air quality, noise, water quality and waste); and determine the significance of impact on sensitive receivers and potential affected uses;

(v) To identify and systematically evaluate any potential landscape and visual impact and to propose measures to mitigate this impact;

(vi) To propose provision of mitigation measures to minimize pollution, environmental disturbance and nuisance during construction and operation of the Project;

(vii) To investigate the feasibility, practicability, effectiveness and implications of the proposed mitigation measures;

(viii) To identify, predict and evaluate the residual environmental impact (i.e. after practicable mitigation) due to the Project and the cumulative effects expected to arise during construction and operation of the Project in relation to the sensitive receivers and potentially affected uses;

(ix) 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 impact and cumulative effects and reduce them to acceptable levels;

(x) To investigate the extent of the secondary environmental impact 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

(xi) To design and specify environmental monitoring and audit requirements to ensure the effective implementation of the recommended environmental protection and pollution control measures.

2.7 Structure of EIA Report

2.7.1 The EIA report presents the environmental impact that may arise from the road improvement works and the associated mitigation measures, as follows:-

Section 1 (Introduction) – Introduces the background information and the layout of the EIA Report;

Section 2 (General) – Project Description;

Section 3 (Air Quality Impact) – Presents the legislation, methodology, assessment and recommendations for air quality impact;

Section 4 (Noise Impact) – Presents the legislation, methodology, assessment and recommendations for noise impact;

Section 5 (Water Quality Impact) – Presents the legislation, methodology, assessment and recommendations for water quality impact;

Section 6 (Waste Management) –Presents the legislation, methodology, assessment and recommendations for waste management;

Section 7 (Landscape and Visual Impact) – Presents the legislation, methodology, assessment and recommendations for landscape and visual impact;

Section 8 (Summary of Environmental Outcomes) – Presents the key environmental outcomes;

Section 9 (EM&A Requirements) – Presents the EM&A requirements; and

Section 10 (Conclusion) – Summarizes the findings.

2.7.2 Impacts on ecology, historic and cultural heritage, and on agriculture and fisheries activities are not of concern to this Project.

3. air quality impact

3.1 Introduction

3.1.1 This section presents the potential air quality impacts associated with the construction and operation of the Project. Potential air quality impacts are expected to be dust nuisance during the construction phase and vehicular emissions during the operation phase. Air sensitive receivers (ASRs) have been identified for assessing the potential air quality impacts on these receivers. Appropriate mitigation measures are proposed to alleviate the potential air quality impacts if necessary.

3.2 Environmental Legislation, Standards and Guidelines

3.2.1 Reference was made to the Air Pollution Control Ordinance (Cap.311) (APCO) , and Section 1 of Annex 4 and Annex 12 of the Technical Memorandum on Environmental Impact Assessment Process (EIA-TM) for the criteria for air quality impact assessment in this Project.

Air Quality Objective & EIAO-TM

3.2.2 The APCO provides for the control of air pollutants from a variety of stationary and mobile sources through the establishment of the Air Quality Objectives (AQOs). Currently AQOs stipulate maximum concentrations for a range of pollutants, namely nitrogen dioxide (NO₂), sulphur dioxide (SO₂), total suspended particulates (TSP), respirable suspended particulates (RSP), carbon monoxide (CO), photochemical oxidants (O₃) and lead (Pb). The AQOs are listed in Table 3.1.

Table 3.1 Hong Kong Air Quality Objectives

Pollutant (Concentration in micrograms per cubic metre^1)	Averaging Time
	1 hour^2	8 hours^3	24 hours^3	3 months^4	1 year^4
Sulphur Dioxide (SO2)	800	-	350	-	80
Total Suspended Particulates (TSP)	500^7	-	260	-	80
Respirable Suspended Particulates (RSP)^5		-	180	-	55
Nitrogen Dioxide (NO2)	300	-	150	-	80
Carbon Monoxide (CO)	30000	10000	-	-	-
Photochemical Oxidants (as Ozone (O3))^6	240	-	-	-	-
Lead (Pb)	-	-	-	1.5	-

Notes:

1 Measured at 298 K and 101.325 kPa.

2 Not to be exceeded more than three times per year.

3 Not to be exceeded more than once per year.

4 Arithmetic mean.

5 Respirable suspended particulates means suspended particulates in air with a nominal aerodynamic diameter of 10 micrometres or smaller.

6 Photochemical oxidants are determined by measurement of ozone only.

7 Not an AQO but is a criteria for evaluating air quality impacts as stated in Annex 4 of EIA-TM.

3.2.3 For construction dust, Annex 4 of EIA-TM specifies a TSP limit concentration averaged over a 1-hour period to be 500 µg/m³ while the maximum acceptable TSP concentration averaged over a 24-hour period to be 260 µg/m³, as defined in the AQOs. Mitigation measures for construction sites have been specified in the Air Pollution Control (Construction Dust) Regulation. It also requires Contractors and site agents to inform EPD and adopt dust reduction measures while carrying out “Notifiable Works” or “Regulatory Works” as defined under the regulation. Works relevant to this Project include both “Notifiable Works” (road construction) and “Regulatory Works” (dusty materials handling, excavation).

3.3 Description of Environment

3.3.1 The Project area is a well-developed urban area located in West Kowloon. The surrounding land uses comprise a mixture of commercial, residential, and G/IC uses. Dominant air emission sources are identified to be the traffic emissions from West Kowloon Highway, Lin Cheung Road and Nathan Road.

3.3.2 Referring to Section 3.4.1.2. of the EIA Study Brief, the study area for air quality impact assessment shall be defined by a distance of 500 metres from the boundary of the Project site. Figure 3.1 illustrates the Project works area and study area for the air quality assessment.

3.4 Air Sensitive Receivers

3.4.1 In accordance with Annex 12 of the EIAO-TM, any domestic premises, hotel, hostel, hospital, clinic, nursery, temporary housing accommodation, school, educational institution, office, factory, shop, shopping centre, place of public worship, library, court of law, sports stadium or performing arts centre are considered as air sensitive receivers (ASRs). Any other premises or places which, in terms of duration or number of people affected, with a similar sensitivity to the air pollutants as the aforementioned premises and places are also considered to be a sensitive receiver.

3.4.2 Representative assessment points of the identified ASRs are selected for the air quality impact assessment and are tabulated in Table 3.2. Locations of the representative ASRs and the assessment points are shown in Figure 3.2 and Figure 3.3. The selected assessment points will represent the worst impact points due to the Project having the shortest distances between the project boundaries and the identified ASRs.

Table 3.2 Representative Air Sensitive Receivers

ASR	Description	Land Use	Status	Ground mPD	Height of First ASR Above Ground Level (m)	Shortest Horizontal Distance between ASR and the neared Proposed Road Alignment (m)	No. of Storey	Notes
SH	Skyway House	Office	Existing	3.7	7.5	256	12	(ii)
OC	Olympian City One	Shopping Center	Existing	5.7	12	256	1	(xv)
FR	Florient Rise - Tower 1	Residential	Existing	4.5	28	185	38	(i)
THV	Island Harbourview - Tennis Court	Open Space	Existing	4.9	2	191	1	(iii)
PAV	Park Avenue - Tower 1	Residential	Existing	6.1	25	155	42	(i)
OLP	Olympic Park	Open Space	Existing	6.2	12	135	1	(x)
CG	Charming Garden Phase 2 Block 1	Residential	Existing	5.4	5.5	202	22	(xiii)
LKPC	Li Kwok Po College	Educational	Existing	5.5	1.5	201	7	(v)
IRC	Indoor Recreation Centre	GIC	Planned	5.2	1.5	105	3	(iv)
YCS	Yau Ma Tei Catholic Primary School	Educational	Existing	5.9	1.5	211	7	(v)
WG	West Kowloon Government Office	Office	Planned	5.1	1.5	84	25	(iv)
YMT	Yau Ma Tei PCWA Administrative Building	Office	Existing	5.8	5	40	2	(xiv)
HKCC	PolyU Hong Kong Community College	Educational	Existing	4.9	17	297	19	(viii)
PS	Primary School	Educational	Planned	4.8	1.5	432	8	(iv)
CAS	CAS Headquarter	Office	Existing	5.4	7.5	112	9	(ii)
HT	Hindu Temple	Worship	Planned	5.6	1.5	153	5	(iv)
SRT	Sorrento - Tower 1	Residential	Existing	5.5	39.7	56	65	(i)
YTB	Yue Tak Building	Residential	Existing	4.3	7.5	7	14	(xvi)
CLS	The Cullinan II	Residential	Existing	5.5	62.3	36	56	(i)
ASC	Austin Station Site C	Residential	Planned	5.0	10.0	17	23	(vii)
ICC	International Commerce Centre	Office	Existing	5.6	35	109	118	(xviii)
GB	Garden Building	Residential	Existing	5.5	5.5	43	10	(xvi)
ASD	Austin Station Site D	Residential	Planned	5.5	10.0	7	30	(vii)
VT	The Victoria Towers - Tower 2	Residential	Existing	4.3	43	42	52	(i)
PG	Prosperous Garden Block 1	Residential	Existing	3.5	5.0	454	28	(xi)
WK1	West Kowloon Cultural District - 1	Office	Planned	7.4	4	215	15	(vi)
WK2	West Kowloon Cultural District - 2	GIC	Planned	9.4	4	65	7	(vi)
WK3	Parcel 29 in WKCD	Residential	Planned	9.4	4	289	23	(vi)
WK4	Parcel 5 in WKCD	Residential	Planned	9.4	4	131	15	(vi)
FSDO	Fire Services Department - Kowloon Regional Office	Residential	Existing	4.1	20.2	33	7	(ix)
FSDOG#	Open Space of FSD Office	Open Space	Existing	4.1	1.5	85	1	(xii)
LCMS	Lai Chack Middle School	Educational	Existing	3.9	6.2	45	5	(xvii)
CRGPS	Canton Road Government Primary School	Educational	Existing	3.9	5.5	65	6	(xvii)

* The height of ASR is selected at 1.5m about the floor level

# The open space of FSD Office will be only assessed for construction dust only.

(i) The height of the first ASR is the lowest residential floor. The space below is shopping center which adopts central air conditioning system with fresh air intake at height more than 1.5m above ground level. The assessment contours at 1.5m above ground level can be found in Figures 3.29 to 3.42

(ii) The height of the ASR is determined by the height of the lowest fresh air intake point for central air conditioning system

(iii) Tennis court locates at ground floor about 0.5m above the local ground

(iv) Planned ASRs at 1.5m above ground level are for assessment purpose which may not be the actual fresh air intake or openable window locations

(v) Sport ground of school at ground level

(vi) The height of the first assessment floor is made reference to the latest EIA of WKCD

(vii) The height of the first assessment floor is based on the latest layout from MTRC taken at the lowest residential floor above the drop-off floor at ground

(viii) The height of the ASR is taken at the lowest educational floor with openable windows. The floors below are central ventilated and the respective fresh air intake is higher than 1.5m above ground level. The assessment contours at 1.5m above ground level can be found in Figure 3.29 to 3.42.

(ix) The height of the first ASR is the lowest quarters floor above the office of fire station as the office floors are served by air conditioners and, based on site observation, the windows are also closed.

(x) The height of the ASR is determined based on the active recreational area. The space below is shopping center which adopts central air conditioning system with fresh air intake at height more than 1.5m above ground level. The assessment contours at 1.5m above ground level can be found in Figures 3.29 to 3.42

(xi) The height of the first ASR is the lowest residential floor above utilities rooms at ground floor

(xii) Open space of FSD Office at ground level

(xiii) The first residential floor above its lift lobby

(xiv) Office building above a warehouse at ground floor

(xv) The height of the ASR is determined based on the fresh air intake of the shopping center. The space below is Public Transport Interchange with its fresh air intake at height more than 4m above ground. The assessment contours at 4m above ground can be found in Figure 3.43 to 3.46

(xvi) The height of the ASR is determined based on the lowest residential floor. The space below are shops at ground level and the assessment contour at 1.5m above ground can be found in Figure 3.29 to 3.42

(xvii) The height of the ASR is determined based on the lowest educational floor of the school on top of school entry. The assessment contours at 1.5m above ground level can be found in Figures 3.29 to 3.42

(xviii) The first office floor on top of an entry lobby served by central air conditioning system with fresh air intake at height more than 1.5m above ground level. The assessment contours at 1.5m above ground level can be found in Figures 3.29 to 3.42

3.4.3 The assessment height is 1.5m above the floor level of air sensitive receivers. For air sensitive building with multiple storeys, assessment floors have been selected at the 1^st, 3^rd, 5^th, and 10^th sensitive level for TSP assessment. For NO₂ and RSP assessment, the 1^st, 5^th, and 10^th level of the ASR have been selected. For air sensitive buildings with more than 10 storeys, the assessment levels have been taken at every 10 storeys for TSP, NO₂ and RSP assessment in the air quality models.

3.4.4 Only the existing ASRs and the planned ASRs which will exist before 2016 (i.e. the commencement year) were assessed for the construction dust assessment. The completion of the construction for the planned topside residential development at Austin Station Site C has been scheduled in January 2015 based on the latest information from Planning Department and that of Site C is not confirmed. The occupation programme for both Site C and Site D is also not confirmed. Therefore, ASR ASC and ASD have also been assessed as a conservative approach.

3.5 Potential Sources of Impact

Construction Phase

3.5.1 The major construction works of the Project would be site formation, construction of facilities, and construction of the access road. The major potential air quality impact during construction phase of the Project would be dust arising from:

l Excavation for site formation work and column installation

l Materials handling

l Haul roads; and

l Wind erosion of open sites and stockpiling areas.

3.5.2 This Project involves construction/modification of three elevated roads and one at-grade road (total about 1km in length) and junction improvement at Canton Road. The elevated roads are mainly constructed by cast in-situ method, and there will be some site formation works that generate construction dust. However, extensive excavation and transportation of the earth materials would not be required for this Project. In view of site constraint, the elevated road works as well as the junction improvement works would be constructed section by section and the maximum length of the road section to be constructed would be limited to 30m for each work front at a time. One dump truck would be allowable on site for unloading materials due to limited works area. Therefore, extensive excavation and transportation of dusty material are highly unlikely.

Operation Phase

3.5.3 Potential air quality impact on the surrounding ASRs during the operation phase of the Project would arise from the following:

˙ Background pollution levels for the assessment year;

˙ Existing road networks within 500m Study Area;

˙ Existing Portal emissions from Western Harbour Crossing (WHC) and its emission from ventilation building;

˙ The new elevated roads of this Project;

˙ Road Works at West Kowloon - Portal emissions from the proposed Lin Cheung Road – Austin Road West Underpasses;

˙ Road Works at West Kowloon - Portal emissions from the proposed landscape decks on Lin Cheung Road and Austin Road West;

˙ Road Works at West Kowloon - Emissions from the top openings of the proposed underpasses;

˙ New roads for CKR Project within 500m of the Study Area with the proposed vertical barrier, cantilevered noise barriers and semi-enclosures which will commence operation in year 2021;

˙ The proposed enclosures at the portal of CKR tunnel (west end) and the re-provisioned Gascoigne Road under CKR project which will commence operation in year 2021;

˙ Emissions from CKR ventilation building which will commence operation in year 2021;

˙ New roads for West Kowloon Cultural District Development Plan which will commence operation in year 2017; and

˙ Marine emission from Yau Ma Tei Typhoon Shelter, China Ferry Terminal and Ocean Terminal.

3.6 Identification of Representative Air Pollutants

3.6.1 Air Pollutant Control Ordinance (APCO) (Cap311) and EIAO-TM stipulate statutory Air Quality Objective (AQO) for 7 criteria air pollutants including NO₂, SO₂, TSP, RSP, CO, O₃ and lead.

3.6.2 Based on the construction method of the Project, ground excavation, earth material handling and backfilling are the major construction activities of the Project. In general, construction dust (i.e. TSP) will be potentially generated. Therefore, construction dust in term of TSP is considered as the major air pollutant source during the construction phase of the Project.

3.6.3 The air pollutant source during the operational phase of the Project would be the vehicular emissions from both the new and existing roads. Nitrogen Dioxide (NO₂) and Respirable Suspended Particulates (RSP) are considered to be the key criteria pollutants for assessment of the potential air quality impact in this Project.

3.6.4 Carbon Monoxide (CO) is one of the primary pollutants emitted by road transport. Based on the “Air Quality in Hong Kong 2012 Preliminary Report” published by EPD, the highest 1-hour CO concentration and the highest 8-hour CO concentration recorded in Mong Kok monitoring station in year 2012 were 3,590 ug/m³ and 2,755 ug/m³ respectively, which are only 12% of 1 hour AQO and 28% of 8-hours criteria level. Therefore, the CO concentration is likely to be non-critical in compliance with the AQO criteria It is considered appropriate to select NO₂ and RSP as the key pollutants for operational phase air quality impact assessment for this Project.

3.6.5 The Air Pollution Control (Fuel Restriction) Regulation was amended and effective October 2008 all liquid fuel must have a sulphur content not exceeding 0.005% by weight. . Given that, SO₂ concentrations from road vehicles are unlikely to be high when compared with the AQO criteria. Hence, SO₂ is also not selected as a key pollutant to be assessed.

3.6.6 Ozone (O₃) is formed from the dissociation of nitrogen dioxide by the action of ultraviolet light and the oxygen atoms subsequently combine with the ambient oxygen molecules. As it is not a primary pollutant emitted from vehicular emission, ozone is not considered as key criteria pollutant for this Project.

3.6.7 Leaded petrol had been banned in Hong Kong since 1999. It is not considered as a pollutant of concern for vehicular emission.

3.6.8 To sum up, Nitrogen Dioxide (NO₂) and Respirable Suspended Particulates (RSP) are chosen to be the criteria pollutants for assessment of the operation phase air quality impact in this Project.

3.7 Assessment Methodology

Construction Phase

3.7.1 Computational model Fugitive Dust Model (FDM) was used to assess the potential dust impact during the construction phase. It is an EPD approved Gaussian Plume model designed for computing air dispersion from fugitive dust sources.

3.7.2 Values for the modelling parameters, including dust emission factors, particles size distributions, surface roughness were obtained from EPD’s “Guideline on choice of models and model parameters” and USEPA AP-42. The surface roughness is closely related to the land use characteristics of a study area and associated with the roughness element height. The surface roughness was taken as 100cm as a conservative approach. The density of dust was assumed to be 2.5 g/m³.

3.7.3 Hourly meteorological data for a full year were extracted from the PATH model in grid (28, 27) and grid (28, 28) and have been adopted for use in FDM. The stability classes were obtained from a separate model, i.e. PCRAMMET. The minimum mixing height was taken from HKO and the value of 121m was adopted.

3.7.4 According to Section 13.2.3.3 of USEPA AP-42, the emission factor for a typical heavy construction activity is 2.69 Mg/hectare/month. The number of working days for a month and number of working hours per day of the project are anticipated to be 26 days and 12 hours respectively. No construction work is anticipated to be carried out on Sundays. From Table 11.9-4 of AP-42, the emission factor of wind erosion is 0.85 Mg/hectare/year.

3.7.5 In view of site constraint, the elevated road works as well as the junction improvement work would be constructed section by section and the maximum length of road section to be constructed would be limited to 30m for each work front at a time. One dump truck would be allowed on site for unloading materials due to limited works area. Therefore, extensive excavation and transportation of dusty material are highly unlikely. It has therefore been assumed that 100% active area of the proposed alignment would be operating for a full year to represent the heavy construction work and haul road as a worst case scenario. Dust emission factors adopted in this assessment are summarized in Table 3.2 below.

Table 3.3 Emission Factors for Dusty Construction Activities

Emission Source	Activity	Emission Rate	Remarks
1. Excavation, Cut & Cover, construction of slip road, new link road, and road/junction improvement for the Project	Heavy Construction Activities	E=2.69 Mg/hectare/month of activity	100% area actively operating 26 days/month, 12 hours/day
			AP42, Section 13.2.3
	Wind Erosion	E=0.85Mg/hectare/year	100% area actively operating 26 days/month, 12 hours/day
			AP42, Section 11.9, Table 11.9.4

3.7.6 In the mitigated scenario, the active construction areas would have ground watering applied per hour. The adopted dust suppression of 91.7% is shown in Appendix 3.8. The unmitigated scenario does not have any watering for dust suppression.

˙ Applying 0.13 L/m² ground watering per hour on the construction site.

3.7.7 There are two existing construction works in West Kowloon, i.e. Express Rail Link (XRL) and Road Works at West Kowloon (RWWK) and two planned construction works, West Kowloon Cultural District (WKCD) and Central Kowloon Route (CKR) as the concurrent projects. The input parameters of the mitigated scenarios of these two planned projects are given in the EIA for CKR and the latest submitted EIA report for WKCD. The input parameters of TSP assessment can be found in Appendix 3.8.

3.7.8 According to the latest EIA for WKCD, the two concrete batching plants are located to southwest of the existing FSD Kowloon Regional Office where are within the WKCD work site. The location of the two concrete batching plants is provided in Appendix 3.8. Both the plants shall be operated in Year 2014 and one will be demolished within Year 2014. The construction dust impact for Project have taken into account the two concentre batching plants that both have been included for the assessment in Year 2014, and only one plant has been considered in Year 2015. The silos of the plants are around 20m above ground. To assessment the possible worst impact level, potential dust impact arising from the concrete batching plants on the nearest selected ASRs (i.e. Austin Station Site D (ASD), Garden Building (GB), FSD Kowloon Regional Office (FSDO), Lai Chack Middle School (LCMS), and Canton Road Government Primary School (CRGPS)) have been assessment at the levels close to the height of the silos (i.e. 15mAG, 20mAG, 25mAG). The assessment results indicated that the lowest level is the worst hit level from the plants as shown in Appendix 3.9.

3.7.9 The construction programme of this project will be from Year 2014 to end of year 2015 and TSP concentrations have been predicted for these two years. Since the construction of CKR will be started from Year 2015, there is no TSP emission from CKR in Year 2014. Also, the Project shall not be constructed during the restricted hour (ie 1900 to 0700 hours (of the next day) from Monday to Saturday and at any time on Sundays or public holidays) as defined under Noise Control Ordinance.

Background Air Quality

3.7.10 While there is no EPD general air quality monitoring station in West Kowloon area, dust monitoring data is available from two large-scale construction works, XRL and RWWK, located in this area. Dust monitoring in three monitoring stations have been undertaken in the vicinity of the proposed West Kowloon Terminus from March 2010 to July 2013 inclusive, as part of the environmental monitoring and audit (EM&A) works from XRL project. The 41 months average TSP concentration of these three stations is shown in Table 3.4.

Table 3.4 Air Quality Monitoring Results for XRL Project

Monitoring Station	Location	Annual Average TSP Concentration (µg/m3)				41 months Average (µg/m3)
		Mar 2010 – Feb 2011	Mar 2011 – Feb 2012	Mar 2012 – Feb 2013	Mar 2013 – Jul 2013
AM15	Sorrento	81.5	70.3	56.9	36.8	65.6
AM16	Tower 3, Waterfront	75.7	75.0	52.2	31.4	63.3
AM17	The Victoria Towers	78.5	78.5	54.6	38.2	66.6
Average:						65.2

3.7.11 As these three stations are also close to the Project, it is reasonable to assume that the average TSP concentration of these three stations can represent XRL and RWWK generated dust concentrations plus the prevailing background dust concentrations at West Kowloon. As the programme of XRL and RWWK will overlap with the Project, the averaged recorded TSP concentrations have been taken as background and project-related TSP concentration of these two existing projects.

3.7.12 Audit and monitoring program during the construction phase of this Project has been formulated and is presented in the Environmental Monitoring and Audit Manual prepared under this study.

Operation Phase

3.7.13 All major roads within 500m of the Study Area were included in the model. The hourly, daily and annual average NO₂, and daily and annual average RSP at the selected ASRs have been calculated.

3.7.14 The construction of Project is planned to start by early of Year 2014 for completion by the end of Year 2015. All the new roads proposed under the project “Road Works at West Kowloon” shall also be completed by Year 2015. The CKR project is planned to start by Year 2015 and be completed by Year 2020. The West Kowloon Cultural District Development is planned to start by Year 2013 and be completed by Year 2017 to 2020. A sensitivity test has been conducted to determine the worst-case assessment year and is presented in Appendix 3.2. Based on the sensitivity test, Year 2016 was found to be the worst-case assessment year within 15 years (Year 2016 to Year 2030) of the commencement of the Project. The sensitivity test has taken into account the commencement of CKR starting from Year 2021 and the commencement of WKCD starting from Year 2017. The projected hourly traffic flows and vehicle compositions by the Project traffic consultant for the Year 2016, Year 2021, and Year 2030 are provided in Appendix 3.1. The traffic flow in Year 2021 and 2030 have included the traffic changes due to the operation of CKR. The forecast traffic flow and speed fraction for Year 2016, Year 2021, and Year 2030 with 16 vehicle classes have been submitted to the Transport Department (TD) for agreement. The agreement letter from TD on the use of the projected traffic data for this Study is also attached in Appendix 3.1. The traffic flows for internal roads of WKCD are compatible with year 2020 and year 2030 traffic data in the latest EIA report of WKCD as provided in Appendix 3.2.

3.7.15 The assessment of operation phase air quality impact has followed the detailed technical requirements given in Appendix A of the EIA Study Brief. Air dispersion model CALINE4 was employed to predict the concentrations of air pollutants at the identified ASR due to vehicle emissions from the existing and planned open road network within the Study Area; whereas ISCST3 was employed to predict the concentrations due to portal emissions from the existing WHC, and the planned underpasses and landscape decks for Road Works at West Kowloon.

Vehicular Emissions within HKSAR

3.7.16 EMFAC-HK 2.5.1 model was adopted to estimate the vehicle emission rates and inventories of exhaust oxides of nitrogen and particulate matter for worst-case scenario (year 2016). “Burden” mode was used for predicting the vehicular emissions of 16 vehicle classes for type 1 road with cool start. “EmFac” mode was used for predicting the vehicular emission of 16 vehicle classes for other types of roads with different speed profiles. The 16 vehicle classes are shown in Table 3.5. The road types considered in this Project are provided in Table 3.6. Traffic data for the road segments within the Study Area with corresponding road type are provided in Appendix 3.1.

Table 3.5 16 Vehicle Classes Considered in the EMFAC-HK Model

Vehicle Class No.	Vehicle Class Description	Notation
1	Private Cars (PC)	PC
2	Placeholder (P1)	P1
3	Taxi	Taxi
4	Light Goods Vehicles (<=2.5t)	LGV3
5	Light Goods Vehicles (2.5-3.5t)	LGV4
6	Light Goods Vehicles (3.5-5.5t)	LGV6
7	Medium & Heavy Goods Vehicles (5.5-15t)	HGV7
8	Medium & Heavy Goods Vehicles (>=15t)	HGV8
9	Placeholder (P2)	P2
10	Placeholder (P3)	P3
11	Public Light Buses	PLB
12	Private Light Buses (<=3.5t)	PV4
13	Private Light Buses (>3.5t)	PV5
14	Non-franchised Buses (<6.4t)	NFB6
15	Non-franchised Buses (6.4-15t)	NFB7
16	Non-franchised Buses (>15t)	NFB8
17	Single Deck Franchised Buses	FBSD
18	Double Deck Franchised Buses	FBDD
19	Motor Cycles	MC
20	Placeholder (P4)	P4
21	Placeholder (P5)	P5

Table 3.6 Different Road Types for EMFAC-HK Model

Type No.	Road Type
#Type 1	Local Road 50km/hr with cool start
Type 2	Local Road 50 km/hr
Type 3	District Distributor with 50km/hr
Type 4	Primary Distributor with 50km/hr
*Type 5	Tunnel Related Road with 70km/hr
*Type 6	Tunnel Related Road with 80km/hr
Type 7	Trunk Road with 70km/hr
Type 8	Trunk Road with 80km/hr
Type 9	Trunk Road with 100km/hr

# No cold start at the middle of roads other than road type 1

* These road types present in tunnel related road for CKR project only

3.7.17 The vehicle population data (in Year 2010) published by EPD have been used for future assessment years in the EMFAC-HK modelling, while the hourly temperatures and relative humidity profiles required by the modelling were extracted from the meteorological station (at Tsim Sha Tsui) of the Hong Kong Observatory (HKO) for Year 2011. The key assumptions (including vehicle population, technology fractions, hourly temperature and relative humidity) for the EMFAC-HK model are shown in Appendix 3.3.

3.7.18 The hourly emissions in Year 2016 (worst-case scenario) were first divided by the number of vehicles and the total distance travelled to obtain the emission factors in gram per mile per vehicle. The calculated vehicle emission factors were then input to the air dispersion model. The calculated vehicle emission factors together with the hourly forecasted traffic flow were used to calculate the emissions of the road links within the study area and the 24 hours emissions for model input in this Project. The calculation of maximum fleet vehicle emission for Year 2016 with 16 vehicle classes is presented in Appendix 3.4. The calculated vehicular emissions of NOx and RSP for different vehicle classes for different road types for 24 hours are listed in Appendix 3.3. Zero emission factor is displayed if no such vehicle type would run on that road type.

Background Pollutant Concentrations – PATH model

3.7.19 PATH (Pollutants in the Atmosphere and their Transport over Hongkong) is a regional air quality model developed by EPD to simulate air quality over Hong Kong against the Pearl River Delta (PRD) as background. For EIA applications, it simulates wind field, pollutant emissions, transportation and chemical transformation and outputs pollutant concentrations over Hong Kong and the PRD region at a fine grid size of 1.5km.

3.7.20 During the 12th Hong Kong-Guangdong Joint Working Group Meeting on Sustainable Development and Environmental Protection in Nov 2012, the Hong Kong and Guangdong Governments jointly endorsed a Major Air Pollutant Emission Reduction Plan for the Pearl River Delta Region up to year 2020. A comprehensive emission inventory for Hong Kong and PRD was compiled for year 2010 based on current best estimates and projected to 2015 and 2020 in accordance with the emission reduction measures proposed in the plan. The emission inventory for year 2010 was used in PATH and produced reasonable agreement with air quality measurements. The emission inventories for years 2015 and 2020 were also used in PATH to predict air qualities for future years. The Hong Kong emission inventories are summarized in Table 3.7 to Table 3.9.

Table 3.7 Summary of 2010 Hong Kong Emission Inventory for the PATH model

Emission Group	Annual Emission (2010) Tonnes/Yr
	SO2	NOx	RSP	VOC
Public Electricity Generation	17800	27000	1010	413
Road Transport	286	32700	1340	7900
Navigation	16900	35000	2260	3660
Civil Aviation	299	4350	54	396
Other Fuel Combustion	268	9520	778	849
Non-combustion	N/A	N/A	898	20500
Total	35500	109000	6340	33700

Table 3.8 Summary of 2015 Hong Kong Emission Inventory for the PATH model

Emission Group	Annual Emission (2015) Tonnes/Yr
	SO2	NOx	RSP	VOC
Public Electricity Generation	12500	27600	830	390
Road Transport ^(1)	305	20070	809	5122
Navigation	13102	35760	2359	3830
Civil Aviation ^(2)	493	6670	89	433
Other Fuel Combustion^(3)	225	8000	654	713
Non-combustion	N/A	N/A	965	21527
Total	26625	98100	5706	32015

Table 3.9 Summary of 2020 Hong Kong Emission Inventory for the PATH model

Emission Group	Annual Emission (2020) Tonne/Yr
	SO2	NOx	RSP	VOC
Public Electricity Generation	6180	20900	560	360
Road Transport ^(1)	322	11000	540	1640
Navigation	15695	37010	2440	3867
Civil Aviation ^(2)	650	8770	120	570
Other Fuel Combustion^(3)	228	8100	697	720
Non-combustion	N/A	N/A	1032	21488
Total	23075	87200	5389	28645

Notes:

1. Emissions from Road Transport for years 2015 and 2020 are estimated based on VKTs forecast provided by the Transport Department and EMFAC-HK Model version 2.1.

2. Emissions from Civil Aviation for years 2015 and 2020 are estimated based on ATM of 362,000 and 476,000 respectively.

3. Emissions from the following major facilities are considered in the inventory: HK & China Gas, Green Island Cement and Integrated Waste Management Facilities.

3.7.21 PATH model was used to quantify the background air quality during the operational phase of the Project. Emission sources including roads, marine, airports, power plants and industries within the Pearl River Delta Economic Zone and Hong Kong were considered in the PATH model. Details of the PATH Model and related emission inventory can be found in EPD’s web site. The hourly pollutant concentration data predicted by PATH for year 2015 were adopted in the calculation of cumulative impact in the Project for assessment year of 2016. Re-simulation of the background (Tier 3) contribution have been conducted by disregarding the road emission sources within the corresponding grid to avoiding double-accounting of local vehicular emissions source from the PATH’s concentration outputs since the vehicular emissions within the Study Area have been assessed in the primary (Tier 1) and secondary (Tier 2) contribution. This methodology is made reference to Section 3.3 of “Guidelines on Assessing the TOTAL Air Quality Impacts” issued by EPD.

Model Assumptions for Open Road Vehicle Emission

3.7.22 The air dispersion model CALINE4 was employed to predict the vehicle exhaust pollutants from the Project and surrounding open road network based on the worst hour traffic flow in Year 2016. All major roads within 500m of the Study Area are included in the model. The hourly and daily average NO₂, and daily RSP were calculated by the model.

3.7.23 Air quality impacts arising from the implementation of roadside noise barriers and semi-enclosures/landscape decks for the “Road Works at West Kowloon” project were also incorporated into the air quality model.

Model Assumptions for Emissions from Portals and Top Openings of Underpasses

3.7.24 The portal emissions (NO₂ and RSP) of the WHC, the proposed underpasses and landscape decks, the proposed enclosures at the portal of the CKR tunnel (west end) and the re-provisioned Gascoigne Road under CKR project, as well as the emissions from the top openings of the underpasses were calculated based on the vehicle emissions derived from the adopted fleet average emission factors and peak hour vehicle flows in Year 2016. The roads with opposite traffic directions in the underpasses are separated by the partition walls. The roads with opposite traffic directions under the proposed landscape deck at Lin Cheung Road are fully enclosed but there is no partition wall between the opposite traffic directions. Traffic flow data of Lin Cheung Road have been reviewed and found no significant difference of traffic flow between the Lin Cheung Road Northbound and Southbound. Therefore, it is reasonable to assume that the pollutant concentrations of portal emission for both bounds of Lin Cheung Road are the same and that 1/2 of the total emissions within the landscape deck is emitted through the northbound portal and another half of total emissions is emitted through the southbound portal. This assumption has been adopted in the approved EIA “Road Work at West Kowloon”.

3.7.25 Portal emissions from the WHC, the proposed underpasses and landscape decks at Lin Cheung Road and Austin Road West, and the re-provisioned Gascoigne Road were modelled in accordance with the recommendations of the Permanent International Association of Road Congress Report (PIARC, 1991). The pollutants were assumed to eject from the portal as a portal jet such that 2/3 of the total emissions is dispersed within the first 50m of the portal and the other 1/3 of the total emissions within the second 50m.

3.7.26 Reference is also made to the PIARC recommendations for the dispersion of vehicle emissions from the top openings of the underpasses. Based on the new layout in the Environmental Permit (EP-366/2009/A) of “Road Works at West Kowloon”, some of the top openings and portal emissions will be different from that of the approved EIA. At Level B1 of the Lin Cheung Road-Austin Road West Underpasses, an opening of substantial size (about 1,600 m² in the area and about 40m in diameter) is located above the depressed junction of Austin Road West and Lin Cheung Road. In view of its substantial dimensions and its relatively shallow depth (about 5m), the PIARC recommendations are adopted. Based on this, 2/3 of the total emissions from the enclosed section prior to the opening were assumed to be dispersed within the first 50m of the opening, and the remaining 1/3 of the total emissions were assumed to eject within the remaining open section of the underpass and to the next enclosed sections. For Level B2 of the Lin Cheung Road – Austin Road West Underpasses, the open sections are about 45m, 95m, 32m and 30m in length, respectively. With reference to the PIARC recommendations, the portion of top opening emissions from the enclosed sections of the underpasses prior to the respective open sections dispersed at the openings were assumed to be 10%, 20%, 30% and maximum% (depend on the length) in the approved EIA, and the respective remaining portions were assumed to be ejected into the next enclosed sections due to the piston effect created by moving vehicles. Owing to the depth of the corresponding sections of the underpasses (at Level B2, which is about 10m below the ground level), it was assumed that the portal emissions from the enclosed sections at Level B2 would unlikely disperse completely at the ground-level openings. Four scenarios were considered in the assessment for the top opening emission.

˙ Scenario 1: 10% Top Opening Emission (Road Work at West Kowloon)

˙ Scenario 2: 20% Top Opening Emission (Road Work at West Kowloon)

˙ Scenario 3: 30% Top Opening Emission (Road Work at West Kowloon)

˙ Scenario 4: Maximum % Top Opening Emission (Road Work at West Kowloon)(66% of the total emission if the length is 50m and 100% for the length 100m)

3.7.27 The locations of the portal emissions considered in the assessment and emission calculations for the portals and the open sections of the underpasses are presented in Appendix 3.5.

Model Assumptions for Emissions from Portal and Ventilation Building of WHC

3.7.28 The portal emissions are modelled according to EPD’s “Guidelines on Choice of Models and Model Parameters”. As there is no information of the emission distribution of the portal and ventilation building of WHC, three scenarios were assumed in the calculation. They are 30%, 50% and 100% from the portal emission. The emission distribution will be followed the PIARC recommendation. The pollutants were assumed to eject from the portal as a portal jet such that 2/3 of the total emissions is dispersed within the first 125m of the portal and the other 1/3 of the total emissions within the second 125m.

˙ Scenario 1: 30% Portal Emission + 70% Emission from Ventilation Building

˙ Scenario 2: 50% Portal Emission + 50% Emission from Ventilation Building

˙ Scenario 3: 100% Portal Emission + 0% Emission from Ventilation Building

Model Assumptions for Emissions from CKR Ventilation Building

3.7.29 Referring to the EIA report of CKR exhibited for Public inspection (EIA-208/2013), the planned commencement of CKR is year 2021. Since the worst assessment year for the Project is year 2016 when the CKR would be under construction, the CKR project was not considered for the operational phase air quality assessment.

Model Assumptions for Emissions from Portal of WKCD

3.7.30 Referring to the latest available information from WKCD’s EIA report, the first commencement year of WKCD roads and development is Year 2017. Since the worst assessment year for the Project is year 2016 when the WKCD would be under construction, the internal roads as well as portal of WKCD project were not considered for the operational phase air quality assessment.

Model Assumptions for Emissions from Portals of Cherry Street and Chimney

3.7.31 Within the 500m boundary, there is only one existing portal emission from Cherry Street. The pollutants were assumed to eject from the portal as a portal jet such that 2/3 of the total emissions is dispersed within the first 50m of the portal and the other 1/3 of the total emissions within the second 50m.

3.7.32 Within the 1000m boundary, there are total four in-use chimneys. The emission rates of NOx and RSP from these chimneys were calculated based on Table 1.3-1 of Section 1.3 of USEPA AP-42.

3.7.33 To sum up, there are three groups of emissions, including portals, ventilation buildings, and chimneys for assessment using ISCST 3 and based on these a total of 12 scenarios (four in Group 2 and three in Group 3) can be identified as below:

l Group 1: Emission from Chimneys, Portals of Cherry Street (1 Scenario)

l Group 2: Emission from Top Openings and Portals of Road Works at West Kowloon (RWWK) (4 Scenarios)

l Group 3: Emissions from Portal and Ventilation Building of West Harbour Crossing (WHC) (3 Scenarios)

Pollutant Concentration Calculation

3.7.34 The CALINE4 and ISCST3 models calculate hourly concentrations based on one year of Mesoscale Model 5 (MM5) meteorological data in Grid (28,27) and Grid (28,28) extracted from the Pollutants in the Atmosphere and the Transport over Hong Kong (PATH) model. The pollutant concentrations at the ASRs at each hour in the assessment year weare predicted using both CALINE4 and ISCST3 models, where

l The CALINE4 model wais used to predict the open road emissions from the existing and proposed road networks

l The ISCST3 model was used to predict all portal emissions from WHC and proposed underpasses/landscape decks, emissions from the top openings of proposed underpasses in Road Work at West Kowloon project, and chimney emission

3.7.35 The input of the open road emission for CALINE4 was chosen to be the hourly emission of a day to represent the actual scenario. The pollutant concentrations at the ASRs at each hour were calculated by summing up the results obtained from the two models. The highest hourly pollutant concentration predicted at the ASRs amongst the 8760 hours (in a year) was identified as the worst predicted hourly pollutant concentration. The maximum 24-hour average pollutant concentration at the ASRs was the highest daily average concentration amongst the 365 days. The annual average would be the average of the pollutant concentration of 8760 hours.

3.7.36 The future hourly background concentrations for NO₂ and RSP were extracted from Pollutants in the Atmosphere and the Transport model over Hong Kong (PATH). The hourly values of 8760 hours (in a year) for pollutant NO₂ and RSP from the PATH were used for the future background which were added to the CALINE4 and ISCST results respectively to derive the short-term and long-term cumulative impacts.

3.7.37 The Ozone Limiting Method (OLM) has been adopted for the conversion of NO_x to NO₂ based on the predicted O₃ concentrations in Grid (28,28) and Grid (28,27) from the PATH modelling output for all vehicle emissions. The background O₃ was taken to be the hourly values of O₃ concentration from PATH. A tailpipe emission NO₂/NO_x ratio of 7.5% according to the EPD’s “Guidelines on Choice of Models and Model Parameters” has also been assumed. The NO₂/NO_x conversion for the land base emission has been calculated as follows:

[NO₂]_pred = 0.075 x [NO_X]_pred + MIN {0.925 x [NO_X]_pred, or (46/48) x [O₃]_PATH}

3.7.38 The stability classes were obtained from a separate model, PCRAMMET. The minimum mixing height was taken from HKO and the value was 121m. The surface roughness is closely related to the land use characteristics of a study area and associated with the roughness element height. The surface roughness of the grid (28, 28) was taken as 100 cm and 370 cm for the grid (28, 27) due to the average height of physical structures within the grid area. The wind standard deviation was calculated in accordance with the “Guideline on Air Quality Models (Revised), 1986”. The results can be found in the Table 3.10 below.

Table 3.10 Summary of Wind Standard Deviation Adopted in the Model

Stability Class	Wind Standard Deviation
	Grid (28, 28)	Grid (28, 27)
A	32.9	24
B	32.9	24
C	25.6	24
D	18.3	24
E	11.0	12
F	5.6	7.2

Marine Emission

3.7.39 The 500m Study Area covers part of the Yau Ma Tei Typhoon Shelter on the west, the HK China Ferry Terminal and Ocean Terminal on the south. Emissions from the marine vessels would have potential cumulative air quality impact on nearby ASRs.

3.7.40 There are two parking spaces for cruises in the Ocean Terminal. It was observed from the site survey that one berth was used almost exclusively for the berthing of a 40,000-ton ship. The other berth was periodically used by a 70,000-ton ship. The 40,000-ton ship operates in a day trip mode and moored at the berth from 08:00 to 20:00. The mooring mode of the 70,000-ton ship is irregular and it has been assumed that it moored 24 hours for 7 days per week at the berth as a conservative approach. The USEPA approved model ISCST3 was used to model the gaseous emissions from the two cruises as “Point” sources. Since only the terminal is located within the Study Area, emissions from marine movement for the cruises were not considered in this assessment.

3.7.41 Eight berths are available in the HK China Ferry Terminal for mooring ferries from Macau and Mainland China. There is no chimney emission for this type of ferries since the gas exhaust is from two horizontal pipes at the stern near sea level. Emissions from the eight berths were therefore modelled as “Point” sources by the ISCST3. Effective efflux velocity to account for horizontal plume was assumed to be 0.001 m/s based on “Aermod Implementation Guide” (March 19, 2009) issued by USEPA. Exhaust height was assumed to be 0 for near sea level emissions. However, as the path of the ferry movements is outside the 500m study area from this project, the emissions from ferry movements were excluded in the modeling. The hourly pollutant emission rates weres calculated based on the vessels operational schedule.

3.7.42 The movements of Tugs in Yau Ma Tei Typhoon Shelter within the 500m study area were assessed as area sources. 20 derrick lighter barges were assumed to be operating near the coast from 7am to 9pm for 25% time of operation in an hour. Details assumptions and calculation of marine emissions are presented in Appendix 3.6. The marine emission sources locations are provided in Figure 3.4.

Prediction of the Cumulative Air Quality Impact

3.7.43 As mentioned in Section 3.7.23, there are 1 scenario for Group 1 emission source, 4 scenarios for Group 2 emission source and 3 scenarios for Group 3. The predicted pollutant concentrations were calculated by summation of the predicted concentration for individual group with the highest pollutant concentration. The cumulative air quality is a combination of the hourly concentrations from portals, ventilation buildings, and chimneys emission (ISCST model), open roads (Caline4 model), marine emission (ISCST model), and background air quality impact from PATH. Ozone Limiting Method was used for conversion of NOx to NO₂ based on the O₃ level from PATH. The NO₂/NO_x conversion for the marine emission has been calculated as follows:

[NO₂]_pred = 0.1 x [NO_X]_pred + MIN {0.9 x [NO_X]_pred, or (46/48) x [O₃]_PATH}

3.8 Prediction and Evaluation of Environmental Impacts

Construction Phase

3.8.1 The results for unmitigated scenario of Year 2014 and Year 2015 for each ASRs including background contribution are provided in Appendix 3.9 and the range of TSP concentration for the same ASRs with different assessment levels are summarized in Table 3.11 and Table 3.12. There are potential exceedances for hourly TSP concentration at ASR YMT in Year 2014 and Year 2015. The unmitigated contours of 1 hour, 24 hour and annual TSP with background contribution of Year 2014 and 2015 at 1.5m above ground (the worst impact level) are shown in Figure 3.5 to 3.16.

3.8.2 After applying the mitigation measure of ground watering per hour, the results for mitigated scenario of Year 2014 and 2015 would comply with the AQO’s hourly, daily, and annual TSP criteria at all ASRs.

3.8.3 The contours of 1 hour, 24 hour and annual TSP with background contribution of Year 2014 and 2015 at 1.5m above ground (the worst impact level) are shown in Figure 3.17 to 3.28. Exceedance zones can be found in hourly, daily and annual TSP contours in both Year 2014 and Year 2015. Exceedance zones cover areas including CKR construction site near Lai Cheung Road, the WKCD project site and the workshop of existing fire services department’s Kowloon regional office. For WKCD, no development would be in operation in year 2014 and year 2015, thus the WKCD area was not considered as an air sensitive receiver during the construction period of the Project. For the fire services department’s Kowloon regional office, the exceedance zone covered the northwest corner of the workshop in Year 2014 which is not classified as air sensitive receiver. The discrete ASR FSDOG at 1.5m above ground of the open space of FSD Office has been assessed, no exceedance was found. The construction site of CKR near Lai Cheung Road/Lin Cheung Road is not considered as ASR. Since no air sensitive receiver is identified within the exceedance zone during the construction period of the Project, no adverse construction dust impact is anticipated. The summary of the TSP concentration is shown in Table 3.11 and Table 3.12 below.

Table 3.11 Predicted Cumulative Maximum Hourly, Daily and Annual Construction Dust Concentrations at Various Heights above ASRs for Year 2014

ASR	Range of TSP Concentration (μg/ m^3)
	Unmitigated Scenario			Mitigated Scenario
	1hr TSP	24hr TSP	Annual TSP	1hr TSP	24hr TSP	Annual TSP
SH	115.2 - 216.3	77.4 - 86.9	66 - 66.4	77.1 - 88	67.6 - 68.7	65.4 - 65.4
OC	163.9	82.9	66.3	81.1	68.2	65.4
FR	86.6 - 127	68.8 - 81.5	65.5 - 66.7	72 - 80.8	66.4 - 68.5	65.3 - 65.4
THV	179.7	84.5	68.8	82.8	68.6	65.7
PAV	85.3 - 135.9	68 - 82.9	65.4 - 67.6	71.5 - 83	66.3 - 68.9	65.3 - 65.5
OLP	177	90.2	69.5	90.3	70.2	65.8
CG	89.9 - 225.5	72.5 - 92.3	66.1 - 69	73.8 - 96.3	67.7 - 70.7	65.4 - 65.8
LKPC	165.5 - 211.4	84.6 - 87.6	68.3 - 68.6	90.7 - 94.6	70.2 - 70.6	65.7 - 65.7
YCS	153.4 - 176	86.3 - 91	68.2 - 68.5	90.2 - 92.2	70.5 - 70.9	65.7 - 65.7
YMT	304	141.2	93.4	100.9	74.9	68.2
HKCC	96.8 - 130.4	73.8 - 80.9	66.5 - 67.3	77.7 - 88	68.8 - 70.2	65.5 - 65.6
PG	88.2 - 125	70.1 - 76.8	66 - 66.5	76.4 - 93	67.5 - 70.2	65.5 - 65.6
CAS	164 - 250.3	82.4 - 90.9	67.6 - 68.2	92.4 - 107.3	70.7 - 72	65.8 - 65.9
SRT	78.9 - 107.9	67.5 - 75.9	65.4 - 67.2	71.3 - 82	66.1 - 69.9	65.3 - 65.9
YTB	108.3 - 275.5	74.8 - 106.9	66.6 - 73.5	88.3 - 156.4	71 - 77.7	66 - 66.9
CLS	80.9 - 98.3	67.5 - 71.2	65.5 - 66.3	72.5 - 80.2	66.3 - 68.1	65.3 - 65.7
ASC	88.7 - 236.9	70 - 106.4	65.9 - 73.4	77.9 - 149.7	68 - 78	65.6 - 67.1
ICC	82.5 - 136.3	67.7 - 83.3	65.5 - 68	72.9 - 91.6	66.4 - 72.4	65.3 - 66.7
GB	129.6 - 462.9	77.9 - 134.1	67 - 75.8	104.4 - 192.4	74.1 - 86.9	66.5 - 68.2
ASD	87.2 - 325.2	67.8 - 117.7	65.5 - 72.3	76.8 - 175.7	66.7 - 86.9	65.4 - 68.3
VT	83.6 - 121	67.4 - 75.7	65.4 - 66.5	73.6 - 103.3	66.4 - 73.3	65.3 - 66.3
FSDO	167.5 - 275.9	87.3 - 110.5	67.5 - 69.5	141.8 - 215.9	80.7 - 95.5	67 - 68.4
LCMS	273.2 - 476.6	100 - 125.1	68.2 - 70.4	194.2 - 269.2	89.2 - 99.9	67.5 - 68.8
CRGPS	270.6 - 454.8	99.3 - 122.7	67.9 - 69.8	189.1 - 253.2	87.8 - 98.4	67.2 - 68.6
FSDOG	496.4	137.7	79.1	487.3	137.4	74.6

Table 3.12 Predicted Cumulative Maximum Hourly, Daily and Annual Construction Dust Concentrations at Various Heights above ASRs for Year 2015

ASR	Range of TSP Concentration (μg/ m^3)
	Unmitigated Scenario			Mitigated Scenario
	1hr TSP	24hr TSP	Annual TSP	1hr TSP	24hr TSP	Annual TSP
SH	122.4 - 231.7	80 - 90.5	66 - 66.3	84.4 - 103.4	70.2 - 72.3	65.3 - 65.4
OC	181.6	86.1	66.2	98.9	71.4	65.4
FR	90.7 - 135.8	69.5 - 85.1	65.5 - 66.6	76.1 - 92.3	67 - 72.1	65.3 - 65.4
THV	211.7	87.8	68.9	114.8	71.5	65.7
PAV	90.7 - 151.8	69 - 88.1	65.4 - 67.4	76.9 - 98.9	67.1 - 74.1	65.3 - 65.5
OLP	215	101.2	69.4	128.4	81.2	65.7
CG	98.4 - 279.9	74.1 - 107.2	66 - 69	82.3 - 150.7	69.5 - 85.6	65.3 - 65.8
LKPC	207.7 - 279.6	98.5 - 104.6	68.2 - 68.6	132.9 - 162.8	84.1 - 87.6	65.7 - 65.8
YCS	201.7 - 254.9	102.2 - 112.1	68.2 - 68.6	138.5 - 168.5	86.3 - 92	65.7 - 65.8
YMT	407.9	161.1	94	191.3	93.4	68.4
HKCC	110.1 - 184.3	77.7 - 100.6	66.4 - 67.4	91 - 140.6	72.7 - 89.9	65.4 - 65.7
PG	93.6 - 253.8	71.2 - 105.6	65.8 - 66.9	82.7 - 214	68.7 - 99	65.4 - 66
CAS	204.2 - 325.2	101.5 - 122	67.5 - 68.4	132.6 - 197.7	91.2 - 108.8	65.9 - 66.3
SRT	84.2 - 119.9	67.4 - 79.3	65.4 - 66.9	76.6 - 93.9	66.7 - 73.8	65.3 - 65.6
YTB	113 - 262.7	74.7 - 110.9	66.3 - 72.8	94.3 - 143.6	71 - 79.6	65.6 - 66.4
CLS	85 - 105.2	68 - 72.9	65.4 - 66	76.7 - 87.1	67.1 - 70.1	65.3 - 65.5
ASC	92.4 - 223.3	69.7 - 107.4	65.6 - 72.7	81.5 - 136	67.9 - 79	65.4 - 66.5
ICC	86 - 139.1	68.1 - 82.6	65.4 - 67.2	77.2 - 95	67.2 - 72.9	65.3 - 66
GB	123.2 - 425.9	75.2 - 128.5	66.3 - 74.5	98.1 - 155.5	71.3 - 81.3	65.8 - 67.1
ASD	88.3 - 289.8	67.8 - 109.9	65.4 - 70.8	78 - 140.2	66.7 - 80.6	65.3 - 66.9
VT	86.6 - 110.6	67.3 - 72.3	65.3 - 65.8	76.6 - 92.9	66.3 - 69.9	65.2 - 65.7
FSDO	129.8 - 191.5	76.7 - 89.7	66.3 - 67.5	104.1 - 131.5	72.4 - 78.1	65.9 - 66.5
LCMS	204.3 - 351.5	86.5 - 108.3	66.8 - 68.6	125.3 - 160.3	77.6 - 85.7	66.2 - 67.2
CRGPS	208.4 - 321.5	85.5 - 101.8	66.6 - 68.2	126.9 - 164.6	76.3 - 84.1	66.1 - 67.2
FSDOG	495.6	120.0	75.8	262.4	107.6	71.4

Operation Phase

3.8.4 Taking into account vehicle emissions from open road networks, portal emissions from the WHC, the proposed underpasses and landscape decks, and emissions from the top openings of proposed underpasses for Road Work at West Kowloon project, and the future background pollutant concentrations based on PATH model, the cumulative maximum 1-hour average NO₂, 24-hour average NO_2, annual average NO₂, 24-hour average RSP and annual average RSP concentrations for the worst year 2016 were predicted and the highest pollutant concentrations at each ASR were calculated and are presented in Table 3.13 and Appendix 3.7.

3.8.5 Based on the modelling results, all the ASRs would comply with the AQOs for annual NO₂, daily and annual RSP. However, the predicted maximum hourly NO₂ concentrations at some of ASRs are expected to exceed the AQO once per year. As this level of exceedance is still within the allowable numbers of exceedance for hourly NO₂ (3 times per year), the AQO is complied with. Moreover, the majority of hourly NO₂ exceedance would be due to the background concentration. The contribution from the new roads of the Project is less than 0.4%. Detailed breakdown of hourly and daily NO₂ exceedances with contributions from different emission sources are provided in Table 3.14. The predicted maximum NO₂ and RSP concentration contours at 1.5mAG (The level that highest predicted pollutants concentrations would occur) are shown in Figure 3.29 to Figure 3.38. The predicted 4^th maximum hourly NO₂ and 2^nd maximum daily NO₂ concentration contours at 1.5mAG are also shown in Figure 3.39 to Figure 3.42. Although a few exceedance zones are predicted at 1.5mAG in the contour plots (opening and related roads of West Harbour Tunnel and West Kowloon Highway for 24-hour NO₂, and part of the Public Transport Interchange (PTI) under the shopping centre of Olympian City One, opening and related roads of West Harbour Tunnel, West Kowloon Highway, the New Yau Me Tei Typhoon Shelter and Canton Road for Annual NO₂), no existing or planned ASR is present in these zones at the worst affected level. Contours plot for 2^nd maximum daily and annual NO₂ concentration at 4.0mAG (top level of the PTI under the shopping centre of Olympian City One) are provided in Figure 3.43-3.46. No exceedance zone is found except in the West Kowloon Highway. Therefore, no adverse operational phase air quality impact is anticipated.

Table 3.13 Predicted Cumulative Maximum Hourly, Daily and Annual Average Air Pollutants Concentrations at Representative ASRs for Worst-case Scenario (Year 2016)

ASRs	Floor	Height above ground (m)	Results with background (μg/m^3)
			1hr NO2	24hr NO2	Annual NO2	24hr RSP	Annual RSP
SH-1	1	7.5	282.5	126.9	65.7	116.6	44.7
SH-5	5	19.5	257.6	121.1	59.7	114.9	43.8
SH-10	10	34.5	245.3	113.7	53.2	114.1	43.3
OC-1	1	12	255.2	132.7	68.4	114.5	44.9
FR-1	1	28	256.7	121.1	56.9	114.8	43.6
FR-5	5	40	246.3	116.1	52.0	114.3	43.2
FR-10	10	55	244.4	112.6	48.6	114.0	43.0
FR-20	20	85	243.6	110.0	46.0	113.9	42.9
FR-30	30	115	243.5	109.4	45.1	113.9	42.8
THV-1	1	2	262.4	135.2	75.4	115.6	45.6
PAV-1	1	25	258.2	126.4	56.4	114.8	43.6
PAV-5	5	37	247.6	119.9	52.3	114.3	43.3
PAV-10	10	52	245.4	115.2	49.2	114.0	43.1
PAV-20	20	82	243.9	111.5	46.5	114.0	42.9
PAV-30	30	112	243.6	110.4	45.4	113.9	42.8
PAV-40	40	142	243.8	109.1	44.3	113.9	42.6
OLP-1	1	12	301.9	133.7	60.2	116.1	44.1
CG-1	1	5.5	294.7	128.4	59.4	115.7	44.1
CG-5	5	17.5	266.9	125.4	57.5	115.2	43.8
CG-10	10	32.5	248.4	121.0	54.2	114.5	43.5
CG-20	20	62.5	244.7	115.4	49.1	114.1	43.1
LKPC-1	1	1.5	280.6	125.8	59.8	115.5	44.1
LKPC-5	5	13.5	266.2	124.3	58.3	115.2	43.9
IRC-1	1	1.5	301.6	133.9	63.2	116.1	44.4
YCS-1	1	1.5	288.1	124.4	61.5	115.4	44.3
YCS-5	5	13.5	274.2	122.9	59.5	115.1	44.1
WG-1	1	1.5	304.9	139.1	70.4	116.9	45.5
WG-5	5	13.5	274.0	129.5	63.4	115.4	44.3
WG-10	10	28.5	258.6	123.0	57.8	114.5	43.8
WG-20	20	58.5	252.4	116.9	50.6	114.1	43.3
YMT-1	1	5	257.4	138.2	73.3	115.4	45.2
HKCC-1	1	17	277.3	122.3	64.4	115.1	44.7
HKCC-5	5	29	252.7	118.8	57.6	114.7	43.8
HKCC-10	10	44	246.2	116.6	52.6	114.4	43.4
PS-1	1	1.5	279.5	134.3	61.7	115.6	44.3
PS-5	5	13.5	271.3	132.3	60.3	115.3	44.1
PG-1	1	5	309.1	124.3	64.3	115.9	44.7
PG-5	5	17	305.0	122.9	61.0	115.2	44.2
PG-10	10	32	277.4	119.6	56.7	114.8	43.8
PG-20	20	62	251.7	116.5	50.2	114.4	43.4
CAS-1	1	7.5	308.3	145.2	66.3	116.3	45.0
CAS-5	5	19.5	284.5	138.5	61.3	115.5	44.5
HT-1	1	1.5	313.6	148.8	67.1	116.5	45.0
HT-5	5	13.5	309.9	142.9	64.0	115.8	44.7
HT-10	10	28.5	278.6	135.1	57.8	115.3	44.2
SRT-1	1	39.7	273.1	133.1	55.0	115.0	44.1
SRT-5	5	51.7	272.9	130.5	51.8	114.8	43.9
SRT-10	10	66.7	272.8	128.4	48.9	114.7	43.7
SRT-20	20	96.7	272.5	126.0	45.4	114.6	43.5
SRT-30	30	126.7	272.5	123.4	42.9	114.5	43.1
SRT-40	40	156.7	272.5	122.6	42.6	114.5	43.0
SRT-50	50	186.7	272.8	123.2	43.5	114.6	43.0
SRT-60	60	216.7	273.2	126.5	46.5	114.7	43.2
YTB-1	1	7.5	277.7	146.0	69.9	116.4	45.1
YTB-5	5	19.5	274.7	141.8	62.7	115.6	44.5
YTB-10	10	34.5	274.1	136.7	56.0	115.2	44.2
CLS-1	1	62.3	273.1	129.1	50.1	114.7	43.9
CLS-5	5	74.3	272.9	127.6	48.4	114.6	43.8
CLS-10	10	89.3	272.7	126.2	46.7	114.6	43.7
CLS-20	20	119.3	272.5	123.9	43.7	114.5	43.2
CLS-30	30	149.3	272.5	123.0	42.9	114.5	43.1
CLS-40	40	179.3	272.9	123.4	43.6	114.6	43.0
CLS-50	50	209.3	273.4	126.3	46.1	114.7	43.1
ASC-1	1	10	275.1	143.8	69.6	115.9	45.1
ASC-5	5	22	274.3	139.0	61.6	115.4	44.5
ASC-10	10	37	273.7	134.8	54.8	115.1	44.2
ASC-20	20	67	273.2	129.7	47.6	114.8	43.8
ICC-1	1	35	275.7	136.2	55.7	115.2	44.6
ICC-5	5	47	274.1	132.5	53.2	114.9	44.4
ICC-10	10	62	273.2	129.6	50.6	114.7	44.1
ICC-20	20	92	272.9	126.5	47.1	114.6	43.8
ICC-30	30	122	272.5	123.8	44.0	114.5	43.3
ICC-40	40	152	272.5	123.1	43.3	114.5	43.1
ICC-50	50	182	272.9	123.7	44.1	114.6	43.1
ICC-60	60	212	273.7	127.1	46.4	114.7	43.1
ICC-70	70	242	274.7	130.0	48.1	114.9	43.2
ICC-80	80	272	273.4	125.7	46.9	114.7	43.1
ICC-90	90	302	272.9	122.2	44.8	114.6	42.9
ICC-100	00	332	272.5	120.9	43.5	114.5	42.9
ICC-110	10	362	272.5	120.5	42.9	114.5	42.8
GB-1	1	5.5	294.1	148.3	69.8	118.1	45.4
GB-5	5	17.5	275.5	141.4	63.1	116.9	44.8
GB-10	10	32.5	274.5	136.2	56.1	116.5	44.5
ASD-1	1	10	288.1	145.2	68.6	117.3	45.3
ASD-5	5	22	274.7	139.6	60.0	116.7	44.7
ASD-10	10	37	274.2	134.9	54.1	116.3	44.5
ASD-20	20	67	273.4	129.2	47.4	115.8	44.2
ASD-30	30	97	273.1	126.3	44.7	115.5	44.0
VT-1	1	43	275.1	132.7	51.8	119.6	44.7
VT-5	5	55	274.5	130.8	49.1	118.9	44.6
VT-10	10	70	273.9	129.0	46.9	118.1	44.5
VT-20	20	100	273.2	126.3	44.6	117.1	44.2
VT-30	30	130	272.5	123.2	42.0	115.0	43.4
VT-40	40	160	272.5	123.0	41.9	114.9	43.2
VT-50	50	190	272.5	124.1	43.1	114.9	43.1
WK1-1	1	4	275.7	147.8	61.8	115.8	45.8
WK1-5	5	16	275.2	144.8	59.0	115.6	45.5
WK1-10	10	31	274.3	139.6	55.9	115.2	45.1
WK2-1	1	4	274.9	143.8	69.5	118.2	45.8
WK2-5	5	16	274.7	139.7	63.7	117.7	45.2
WK3-1	1	4	273.5	141.0	59.8	115.4	45.9
WK3-5	5	16	273.4	138.9	57.9	115.2	45.6
WK3-10	10	31	273.3	135.6	55.4	115.1	45.2
WK3-20	20	61	273.0	130.3	50.7	114.8	44.5
WK4-1	1	4	274.5	141.5	66.5	117.2	45.6
WK4-5	5	16	274.3	138.1	62.7	116.9	45.2
WK4-10	10	31	274.0	134.1	56.8	116.6	44.9
FSDO-1	1	20.2	277.1	137.2	59.0	124.5	45.4
FSDO-5	5	32.2	276.2	134.2	54.9	123.1	45.2
LCMS-1	1	6.2	313.3	148.2	64.5	127.0	45.7
LCMS-5	5	18.2	277.3	137.9	58.8	125.6	45.3
CRGPS-1	1	5.5	305.6	148.2	64.6	128.2	45.8
CRGPS-5	5	17.5	280.1	138.3	58.9	126.8	45.4
AQO			300	150	80	180	55

Table 3.14 Summary Breakdown of Predicted Cumulative NO₂ Concentrations for ASRs with Potential Exceedance

ASR	Floor	Maximum of Cumulative Hourly NO2 Concentration (μg/ m^3)
		*No. of Exceedance	Cumnulative Impact	Other Sources Contribution		The Project Contribution		Background Contribution
OLP-1	1	1	301.9	98.0	32.4%	0.05	0.01%	203.9	67.5%
IRC-1	1	1	301.6	97.7	32.4%	0.06	0.02%	203.9	67.6%
WG-1	1	1	304.9	100.9	33.1%	0.11	0.04%	203.9	66.9%
PG-1	1	1	309.1	104.0	33.6%	1.20	0.39%	203.9	66.0%
PG-5	5	1	305.0	100.0	32.8%	1.11	0.36%	203.9	66.8%
CAS-1	1	1	308.3	77.8	25.2%	0.00	0.00%	230.5	74.8%
HT-1	1	1	313.6	82.9	26.4%	0.26	0.08%	230.5	73.5%
HT-5	5	1	309.9	79.2	25.6%	0.18	0.06%	230.5	74.4%
LCMS-1	1	1	313.3	82.8	26.4%	0.00	0.00%	230.5	73.6%
CRGPS-1	1	1	305.6	75.1	24.6%	0.00	0.00%	230.5	75.4%

* Number of exceedance per year

3.9 Mitigation of Adverse Environmental Impacts

Construction Phase

3.9.1 Construction air quality impact is expected to be acceptable if mitigation measures are properly implemented. Dust control measures stipulated in the Air Pollution Control (Construction Dust) Regulation and good site practice shall be adopted as follows:

(a) Good housekeeping to minimize dust generation, e.g. by properly handling and storing dusty materials

(b) Adopt dust control measures, such as dust suppression using water spray on exposed soil (at least 8 times per day), in areas with dusty construction activities and during material handling.

(c) Store cement bags in shelter with 3 sides and the top covered by impervious materials if the stack exceeds 20 bags

(d) Maintain a reasonable height when dropping excavated materials to limit dust generation

(e) Limit vehicle speed within site to 10km/hr and confine vehicle movement in haul road

(f) Minimize exposed earth after completion of work in a certain area by hydroseeding, vegetating, soil compacting or covering with bitumen

(g) Provide wheel washing at site exit. The body and wheel of the vehicles should be thoroughly cleaned with water to prevent carrying dust outside of the site

(h) Hard pave the area at site exit with concrete, bitumen or hardcores

(i) Cover materials on trucks before leaving the site to prevent dropping or being blown away by wind

(j) Regular maintenance of plant equipment to prevent black smoke emission

(k) Throttle down or switch off unused machines or machine in intermittent use

(l) Carry out regular site inspection to audit the implementation of mitigation measures

(m) Carry out air quality monitoring throughout the construction period

(n) Watering once per hour on exposed worksites and haul road is proposed to achieve dust removal efficiency of 91.7% for the permitted maximum traffic of 4 vehicles per hour. The application intensity of 0.13 L/m² for the respective watering frequencies should be applied and can be found in Appendix 3.8.

Operation Phase

3.9.2 During operation phase of the Project, the predicted maximum 1-hour and 24-hour average NO₂, and maximum 24-hour average RSP concentrations at the representative ASRs would comply with the AQO. No adverse air quality impact in future is expected. Therefore, no mitigation measure is proposed.

3.10 Environmental Monitoring and Audit Requirements

Construction Phase

3.10.1 With implementation of dust suppression measures, no unacceptable construction air quality impact is anticipated. Regular air quality monitoring will be proposed at representative ASRs and to ensure that relevant air quality standard can be met. The EM&A requirement is detailed in a standalone EM&A Manual.

Operation Phase

3.10.2 Based on the modeling results, the vehicular emission will not exceed the air quality objectives at ASRs for all modeled parameters in the operational phase. No monitoring or audit is proposed.

3.11 Conclusion

Construction Phase

3.11.1 Air quality impacts from the construction works for the Project would mainly be related to construction dust from excavation and materials handling. With the implementation of mitigation measures specified in the Air Pollution Control (Construction Dust) Regulation, dust impact on air sensitive receivers would comply with the AQO.

Operation Phase

3.11.2 The construction of Project is planned to start by early of Year 2014 for completion by the end of Year 2015. Sensitivity tests indicated that the year 2016 was the worst-case assessment year within 15 years of the commencement of the Project.

3.11.3 The potential impacts arising from the background pollutant levels within and adjacent to the Project site, together with vehicle emissions from open road networks, portal emissions from the WHC, and the proposed underpasses/landscape decks of Road Work at West Kowloon have been assessed. Results show that no adverse air quality would be expected at the ASRs in the vicinity of the Project site in the design year. No mitigation measures are required.

4. NOISE impact

4.1 Introduction

4.1.1 This section presents the potential noise impact associated with the construction and operation of the Project. Use of powered mechanical equipment (PME) would generate noise during the construction phase. During the operation phase, the new elevated roads of the Project and adjoining road networks would induce traffic noise impacts on the adjacent noise sensitive receivers.

4.2 Environmental Legislation, Standards and Guidelines

Construction Noise during non-Restricted Hours

4.2.1 The Noise Control Ordinance (NCO) (Cap. 400) provides the statutory framework for noise control in Hong Kong. Assessment procedures and standards are set out in the respective Technical Memoranda (TM) promulgated under the NCO. The following TMs are applicable to the assessment and control of construction noise.

· TM on Noise from Construction Work other than Percussive Piling (TM-GW);

· TM on Noise from Percussive Piling (TM-PP); and

· TM on Noise on Construction Work in Designated Areas (TM-DA)

4.2.2 Both the percussive piling and construction work under restricted hours are required a construction noise permit (CNP) in order to carry out such work. Percussive piling would not be required based on the construction method for the Project. The issuance of a CNP by the Noise Control Authority would depend on the compliance of relevant limits set out within the TM-PP and TM-GW/TM-DA.

4.2.3 For daytime construction activities, the “Technical Memorandum on Environmental Impact Assessment Process” (TM-EIAO) stipulates noise standards as shown Table 4.1.

Table 4.1 Construction Noise Standards During Non-Restricted Hours

Uses	Noise Standards ^[1] , Leq (30 mins) dB(A)
	0700 to 1900 hours on any day not being a Sunday or general holiday	1900 to 0700 hours or any time on Sundays or general holiday
All domestic premises including temporary housing accommodation	75	(See Note 2)
Hotels and hostels	75
Educational institutions including kindergartens, nurseries and all others where unaided voice communication is required	70 65 (During examinations)

Notes:

[1] The above standards apply to uses that rely on opened windows for ventilation.

[2] The criteria laid down in the relevant technical memoranda under the NCO for designated areas and construction works other than percussive piling may be used for planning purpose. A Construction Noise Permit (CNP) shall be required for the carrying out construction work during the period.

Construction Noise during Restricted Hours

4.2.4 The NCO provides statutory control on general construction works (excluding percussive pilling) conducted during restricted hours (ie 1900 to 0700 hours (of the next day) from Monday to Saturday and at any time on Sundays or public holidays). A Construction Noise Permit (CNP) is required for carrying out of any general construction activities involving the use of any Powered Mechanical Equipment (PME) within restricted hours from the Authority under the NCO. The noise criteria and the assessment procedures for issuing a CNP are specified in the GW-TM under the NCO.

4.2.5 The use of Specified PME (SPME) and/or the undertaking of Prescribed Construction Work (PCW) within a Designated Area (DA) under the NCO during the restricted hours are controlled by the TM-DA. The relevant technical details in Technical Memorandum on Noise from Construction Work in Designated Areas (TM-DA) under NCO can be referred. The acceptable noise levels for construction during the restricted hours are summarized in Table 4.2 below.

Table 4.2 Construction Noise Standards During Restricted Hours

Uses	Acceptable Noise Level for Area Sensitive Ratings, dB(A)
	A	B	C
All weekdays during the evening (1900 to 2300 hours), and general holidays (including Sundays) during the day and evening (0700 to 2300 hours)	60(45)	65(50)	70(55)
All days during the night-time (2300 to 0700 hours)	45(30)	50(35)	55(40)

Note: Figures in brackets are ANLs for SPME construction work in designated areas

4.2.6 The Area Sensitive Rating depends on the type of area and the degree of impact that Influencing Factors (IFs) have on the NSRs and is determined from Table 4.3 below. Industrial area, major road or the area within the boundary of Hong Kong International Airport shall be considered to be an IF.

Table 4.3 Area Sensitivity Ratings (ASRs)

Type of Area containing NSR	Degree to which NSR is affected by IF
	Not Affected	Indirectly Affected	Directly Affected
(i) Rural area, including country parks or village type developments	A	B	B
(ii) Low density residential area consisting of low-rise or isolated high-rise developments	A	B	C
(iii) Urban area	B	C	C
(iv) Area other than those above	B	B	C

4.2.7 For carrying out of any general construction activity involving the use of any Powered Mechanical Equipment (PME) within restricted hours, a Construction Noise Permit (CNP) is required from the authority under the NCO. The noise criteria and the assessment procedures for issuing the CNP are specified in the GW-TM under the NCO. According to the construction programme, the proposed construction works would be carried out during non-restricted hours. It is the Contractor’s responsibility to ensure compliance with the NCO and the relevant TMs in case of any construction activities during restricted hours. There is no guarantee that a CNP will be issued for the project construction. The Noise Control Authority will consider a well justified CNP application, once filed, for construction work within restricted hours as guided by the relevant TMs issued under the NCO.

Traffic Noise

4.2.8 EIAO-TM Annex 5 “Criteria for Evaluating Noise Impact” defines the noise criteria for road traffic noise in term of L_{10 (1-hour)} at various NSRs:

˙ 70 dB(A) for all domestic premises including temporary housing accommodation, hotels and hostels, offices

˙ 65 dB(A) for educational institutions including kindergartens, nurseries and all others where unaided voice communication is required, and places of public worship and courts of law

˙ 55 dB(A) for hospital, clinics, convalescences and homes for the aged, diagnostic rooms, wards

Notes:

[1] The above standards apply to uses that rely on opened windows for ventilation.

[2] The above standards should be viewed as the maximum permissible noise levels assessed at 1m from the external facade

4.3 Description of Environment

4.3.1 The existing land uses in the vicinity of the Project are mainly residential, recreational and governmental uses. There are also a number of open spaces. Existing Lin Cheung Road, Jordan Road, Canton Road and Austin Road West are the major traffic noise sources nearby.

4.4 Project Road Sections Identification

4.4.1 This section aims to identify road sections of the Project within the meaning of Item A.1 of Schedule 2 of the EIAO “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” for the purpose of traffic noise impact assessment.

4.4.2 As mentioned in Section 1.2 of the EIA Study Brief, the Project comprises the following works:

(i) Scheme H – Widening of the elevated Nga Cheung Road and provision of a new slip road from Hoi Po Road to West Kowloon Highway northbound

(ii) Scheme I – Provision of a new link road from elevated Nga Cheung Road to Western Harbour Crossing

(iii) Scheme J – Provision of a new link road from West Kowloon Highway southbound to Nga Cheung Road

(iv) Scheme Q – Interim road improvement works along Canton Road

(v) Improvement Works at the junction of Canton Road/Ferry Street/Jordan Road

4.4.3 Based on the information provided by the Project traffic consultant, the road type of each proposed works are provided in Table 4.4.

Table 4.4 Road Types of the Project Roads

Project Scheme	Road	Road Type
Scheme H (Part A)	New slip road from Hoi Po Road to West Kowloon Highway northbound	Primary Distributor Road
Scheme H (Part B)	Elevated Nga Cheung Road	Primary Distributor Road
Scheme I	New link road from elevated Nga Cheung Road to Western Harbour Crossing	Primary Distributor Road
Scheme J	New link road from West Kowloon Highway southbound to Nga Cheung Road	Primary Distributor Road
Scheme Q and Improvement Works at the junction of CR/FS/JR	Canton Road	Primary Distributor Road

4.4.4 The roads of Scheme H(Part A), H(Part B), I and J are classified as “New Roads” under this Project. The proposed new slip road from Hoi Po Road to West Kowloon Highway northbound (Scheme H Part A), the new link road from elevated Nga Cheung Road to Western Harbour Crossing (Scheme I), and a new link road from West Kowloon Highway southbound to Nga Cheung Road (Scheme J) are classified as Primary Distributor Road and are considered within the ambits of Item A.1 of Schedule 2 of the EIAO. The whole section of new link roads and slip road are considered as “New Road” for the purpose of this noise assessment.

4.4.5 The Scheme H (Part B) of widening of the elevated Nga Cheung Road (north bound) aims to increase a single link of the road from existing 2 lanes to 3 lanes. This is considered as major improvements to the existing road. As Nga Cheung Road is classified as a Primary Distributor Road, the Scheme H (Part B) of widening a section of the Nga Cheung Road North Bound via a separated viaduct structure is considered within the meaning of Item A.1 of Schedule 2 of the EIAO and the whole widened section of Nga Cheung Road (north bound) is classified as “New Road” for the noise assessment.

4.4.6 The main proposal of road improvement works along Canton Road (Scheme Q) are widening of western footpaths and junctions improvement of Canton Road/Wui Cheung Road and Canton Road/Austin Road. The widening of footpaths as well as junctions improvement would not change the nature of road, the traffic capacity or traffic composition of Canton Road. A short road section in close proximity to the Canton Road/Austin Road junction would increase a lane from existing 7 lanes to 8 lanes, the potential increasing in traffic noise level due to the improvement work shall be assessed. Since the Canton Road is an existing Primary Distributor Road, the Scheme Q for the interim road improvement works along Canton Road is not considered within the ambits of Item A.1 of Schedule 2 of the EIAO if the increase in traffic noise level due to the improvement proposal is insignificant.

4.4.7 The Improvement Works at the junction of existing Canton Road/Ferry Street/Jordan Road would not change the nature of the road, the alignment or the traffic capacity or traffic composition and hence the improvement works is not considered within the ambits of Item A.1 of Schedule 2 of the EIAO if the increase in traffic noise level due to the improvement proposal is insignificant. The traffic noise impact would be considered significant if the traffic noise level with the road project would be greater than that without the road project at the design year by 1.0 dB(A) or more in according to EIAO Guidance Note “Road Traffic Noise Impact Assessment under the Environmental Impact Assessment Ordinance” [GN 12/2010].

4.4.8 For Scheme Q and the improvement works at the junction of Canton Road/Ferry Street/Jordan Road, a sensitivity test has been conducted in Appendix 4.4A to determine whether the proposed improvement works would result in significant noise impact to the nearby NSRs, thereby constitute to a material change to the exempt road projects from noise front. Referring to the latest EIA for WKCD (EIA reference: EIA-215/2013), the proposed underpass within WKCD development will be connected to the Austin Road West in interim scheme before permanently connected to the Canton Road upon relocation of the existing TST Fire Station. The sensitivity test has been assessed under both the interim and permanent schemes for WKCD underpass for with and without Project scenarios.

4.4.9 Referring to the modelling results, even without Scheme Q and the improvement works at the Junction of Canton Road/Ferry Stree/Jordan Road, the traffic noise impact at the nearby NSRs would still exceed the relevant traffic noise criteria for both schemes for WKCD underpass. The increase in traffic noise level at all NSRs due to Scheme Q and improvement works at the junction CR/FS/JR are considered insignificant since the noise level difference between the with Project and without Project scenario at the design year (i.e. Year 2030) are in range of -0.4dB(A) to 0.4 dB(A), which is smaller than 1.0 dB(A). The Scheme Q and improvement works at the junction CR/FS/JR will not constitute any material change on the noise front to exempted projects. Hence, it is not required to consider noise mitigation measures in the context of Scheme Q and improvement works at the junction CR/FS/JR under the EIAO.

4.4.10 Figure 4.1 shows the Project works boundary, the extent of road sections within the ambits of Item A.1 of the Schedule 2 of the EIAO and other road sections.

4.5 Noise Sensitive Receivers

4.5.1 In order to evaluate the construction and operation noise impact from the Project, representative NSRs, which rely on opened windows for ventilation, within 300m from the Project works area with significant road improvement works were identified in accordance with Section 3 of Annex 13 of the TM-EIAO. Only the first layer of NSRs was identified for assessment because it would provide acoustic shielding to those receivers at further distances behind.

4.5.2 Those planned NSR which will be occupied after the completion of the Project has been excluded for the construction noise impact assessment. There are three GIC areas under planning: the planned Hindu Temple near To Wah Road, the planned Indoor Recreation Centre and the planned West Kowloon Government Office near Lai Cheung Road. The planning status is obtained from Planning Department and the location of three GIC areas can be found in Appendix 4.1B. Reviewing the similar type of buildings, central ventilation are likely to be adopted for the Indoor Recreation Centre and the West Kowloon Government Office. These two planned developments would likely not rely on opened window for ventilation and thus the traffic noise criteria do not applied. For the Hindu Temple, since there is no confirmed intake programme, it is not included in the construction noise impact assessment while it is included in the traffic noise impact assessment given it is not confirmed whether it would be equipped with central ventilation.

4.5.3 Based on the latest information from West Kowloon Cultural District (WKCD) development, the planned developments closest to the Project are Parcel 36 and Parcel 37. However, they are retail/dining/entertainment area and not rely on opened window for ventilation thus they were not identified for noise impact assessment.

4.5.4 The completion of the construction for the planned topside residential development at Austin Station Site C has been scheduled in January 2015 based on the latest information from Planning Department and that of Site D is not confirmed. The occupation programme for both Site C and Site D is also not confirmed. The construction noise impact on NSR ASC, ASD1 and ASD2 have been assessed of Year 2014 and 2015 for conservative approach.

4.5.5 As confirmed with the Planning Department, the Cullinan I are comprised of service apartments and residential units. As the service apartments are not relying on openable windows for ventilation, only the portion with the residential units is selected for noise assessment.

4.5.6 Table 4.5 shows the representative NSRs for noise impact assessment. Locations of the representative NSRs with the Traffic Noise Study Area are shown in Figure 4.2 and 4.3. The photos of the existing NSRs can be found in Appendix 4.1A. The summary of the NSRs can be found in Table 4.5 below.

Table 4.5 Representative Noise Sensitive Receivers

NSR	Description	Land Use	Status	Ground mPD	Height of First NSR Above Ground Level (m)	No. of Storey	Assessment for Construction Phase / Operational Phase #
FR	Florient Rise - Tower 1	Residential	Existing	4.5	28	38	C, O
IHV	Island Harbourview - Block 10	Residential	Existing	4.9	12	37	C, O
PAV	Park Avenue - Tower 1	Residential	Existing	6.1	25	42	C, O
CG	Charming Garden Phase 2 Block 1	Residential	Existing	5.4	5.5	22	C, O
LKPC	Li Kwok Po College	Educational	Existing	5.5	5.5	8	C, O
YCS	Yau Ma Tei Catholic Primary School (Hoi Wang Road)	Educational	Existing	5.9	5.5	7	C, O
HT	Hindu Temple	Worship	Planned	5.6	5.5	10	O
SRT	Sorrento - Tower 1	Residential	Existing	5.5	39.4	65	C, O
YTB	Yue Tak Building	Residential	Existing	4.3	7.5	14	C
CLS	The Cullinan I	Residential	Existing	5.5	34.5	27	C, O
ASC	Austin Station Site C	Residential	Planned	5.0	9.7	23	C,
GB	Garden Building	Residential	Existing	5.5	5.5	11	C
VT	The Victoria Towers - Tower 2	Residential	Existing	4.3	42.7	52	C
ASD1	Austin Station Site D	Residential	Planned	5.5	9.7	26	C
ASD2	Austin Station Site D	Residential	Planned	5.5	9.7	30	C
FSDO	Fire Services Department - Kowloon Regional Office	Residential	Existing	4.1	19.9	7	C
LCMS	Lai Chack Middle School	Educational	Existing	3.9	4.1	5	C

# C=Construction Phase, O=Operation Phase

4.6 Assessment Methodology

Construction Noise

4.6.1 The construction works are planned to start by the early of Year 2014 for completion by the end of Year 2015. Construction works of the Project are planned to be carried out during non-restricted hours. The assessment methodology of construction noise impact is based on the Technical Memoranda on Noise from Construction Work other than Percussive Piling (TM-GW) which is issued under the NCO and the EIAO-TM. The calculation methodology is estimated with the following standard formula:

SPL = SWL – DC + FC

where

SPL – Sound Pressure Levels on receiver, in dB(A)

SWL – Sound Power Levels of PMEs, in dB(A)

DC – Distance Correction, in dB(A) by DC = 20*log10(D) + 8 for D is the slant distance between the NSR and noise source location in meters

FC – Façade Correction of 3 dB(A)

4.6.2 The sound power levels in Table 3 of TM-GW have been used for the assessment. For mitigated scenario, Quality PMEs in EPD website are referenced but the contractor(s) can use the similar type of PME with same or lower SWL. Where no relevant sound power level (SWL) to be found in the TM-GW, reference was made to British Standard 5228:Part 1 Noise Control on Construction and Open Sites (BS5228:Part 1) and previous similar studies or from measurements taken at other sites in Hong Kong. 10 dB(A) reduction would be applied to the NSRs as screening correction if they do not have direct line of sight to the sites.

4.6.3 Plant inventory and construction programme for the Project as presented in Appendix 4.8a and 4.8b respectively for various construction activities was developed by the Project engineering consultants. Appropriate on-time percentage of all items of PME was reasonably assumed as shown in Appendix 4.8a. The Project engineering consultants has confirmed the proposed plant inventories as being practical and adequate for completing the works within the scheduled timeframe.

4.6.4 According to the TM-GW, all PME items required for a particular construction activity would be located at the notional source position where such activity is to be performed. The assessment was based on the cumulative SWL of PME likely to be used for each location, taking into account the construction period in the vicinity of the receiver location. To predict the noise level, PME was divided into groups required for each discrete construction task. The objective was to identify the worst case scenario representing those items of PME within the same work group that would be in use concurrently at any given time. The sound pressure level of each construction task was calculated, depending on the number of plant and distance from receivers. The noise levels at NSRs were then predicted by adding up the SPLs of all concurrent construction tasks. Noise sources from the areas greater than 300m of a given NSR are excluded from the assessment.

4.6.5 Cumulative construction noise impact has been assessed with the concurrent projects within the Study Area as shown in Table 4.6. For those concurrent project classified as Designated Project, construction work information are made reference to the corresponding EIA report or the latest Environmental Review Report for the application of Variation of Environmental Permit (VEP). For those other projects, reasonable assumptions have been made for the construction plants and sequence of works based on the construction works nature. Information and programme on the West Kowloon Cultural District is made reference to the latest submitted EIA for the WKCD.

Table 4.6 Concurrent Projects Considered During the Construction Phase

Name of Project	Project Proponent	Anticipated Programme
Express Rail Link ^[1]	MTRCL + HyD	Dec 2009 –Jun 2015
West Kowloon Cultural Development ^[2]	WKCDA	2013 – beyond 2020
Road Works at West Kowloon^[3]	MTRC	2011 – 2014
Construction of Dry Weather Flow Interceptor at Cherry Street Box Culvert and Other Works^[4]	DSD	2014 – 2018
Trenchless Cable Duct Crossings at Nga Cheung Road^[5]	CLP	2013 – 2015
Central Kowloon Route & Widening of Gascoigne Road Flyover^[6]	HyD	2015 – 2020

[1] – Based on the approved EIA and latest VEP for XRL.

[2] –Based on the latest EIA for WKCD

[3] –Based on the approved EIA for “Road Work at West Kowloon”

[4] –Based on the information provided by project’s proponent

[5] – Based on typical trenchless construction method

[6] - Based on the approved EIA for CKR

Operation Noise

4.6.6 Road traffic noise will arise from the “New” roads constructed under this Project, the existing roads and the other planned roads which commence operation before the Year 2030 and these have been considered and assessed in this EIA. ‘New’ Roads are the roads that are completely new or existing road sections that undergo major modifications under the Project and would cause significant traffic noise impact (i.e. road sections within the meaning of Item A.1 of Schedule 2 of EIAO). Road traffic noise levels on the representative NSRs have been assessed based on the peak hour traffic flow within 15 years upon commencement of the Project from end of Year 2015 to Year 2030.

4.6.7 The in-house computer programme (HFCNoise model) was used to predict the traffic noise levels arising from the road network. It adopts methodology of the UK Department of Transport’s Calculation of Road Traffic Noise (CRTN) which has been accepted for the assessment of road traffic noise impact in the Annex 13 of the EIA-TM. The road traffic noise levels were presented in terms of noise levels exceeded for 10% of the one-hour period for the hour having the peak traffic flow [L10_(1-hour) dB(A)].

4.6.8 The extent of LNRS for the existing and other planned roads within the study area can be found in Figure 4.6. The information of LNRS is based on the approved EIA of CKR and RWWK. The LNRS, noise barriers/enclosures/landscape deck proposed in CKR and RWWK have been considered in the traffic noise model.

4.6.9 Consideration of noise mitigation measures will follow Annex 13 of TM-EIAO and EIAO Guidance Note “Road Traffic Noise Impact Assessment under the Environmental Impact Assessment Ordinance” [GN 12/2010]. Direct mitigation measures would be proposed for ‘New’ roads if there would be an adverse environmental impact. Direct mitigation measures are required to reduce the noise from the ‘New’ roads to a level that it: -

· is not higher than the noise standard; and

· has no significant contribution to the overall noise from other existing roads, if the cumulative noise level (i.e. noise from the new road together with other existing roads) exceeds the noise standard

4.6.10 Eligibility of the affected premises for indirect technical remedies have to be determined if any NSR is still exposed to noise levels exceeding the relevant noise criteria after the implementation of all direct mitigation measures. The eligibility of the affected premises for indirect technical remedies is determined with reference to the following three criteria:

· the predicted overall noise level from the road project together with other traffic noise in the vicinity must be above a specified noise level (e.g. 70 dB(A) for domestic premises and 65 dB(A) for education institutions, all in L10(1hr));

· the predicted overall noise level is at least 1.0 dB(A) more than the prevailing traffic noise level, i.e. the total traffic noise level existing before the works to construct the road were commenced; and

· the contribution to the increase in the predicted overall noise level from the road project must be at least 1.0dB(A).

4.6.11 The traffic flow data of Year 2030 (With and Without Project) and Year 2013 (Prevailing) can be found in Appendix 4.2A and 4.2B. The endorsement letter from TD can also be found in Appendix 4.2C.

4.7 Identification of Environmental Impacts

Construction Noise

4.7.1 The major construction activity of the Project will involve non-percussive piling and construction of piers and decks of the elevated roads. There are several construction projects overlapped with the construction programme of the Project. They are CKR, RWWK, XRL, WKCD, Construction of Dry Weather Flow Interceptor at Cherry Street Box Culvert and Trenchless Cable Duct Crossing at Nga Cheung Road. Construction noise from these projects was also identified as key noise sources to the identified NSRs under this project.

Operation Noise

4.7.2 The proposed roads and existing roads within 300m from the New Road’s works boundary of the Project have been included in the assessment as shown in Figure 4.1. Planned roads by other projects including Central Kowloon Route (CKR), Road Work at West Kowloon (RWWK) and West Kowloon Cultural District (WKCD) were also included for the assessment since these roads would be in operation well ahead of the assessment year for the traffic noise impact assessment of the Project.

4.7.3 As the roads within WKCD are considered as private roads, no traffic data is provided by the Project traffic consultant. Based on the latest EIA report for WKCD, the traffic data of Year 2032 is obtained as the commencements of the Project and WKCD are different. As this is the peak traffic flow within 15 years from Year 2017 to 2032 for WKCD, it is referenced for the Project with design year 2030 for conservative approach as the traffic flow is predicted to be increased by years. The traffic data of WKCD of Year 2032 can be found in Appendix 4.2D.

4.8 Prediction and Evaluation of Environmental Impacts

Construction Noise

4.8.1 The construction of the Project involves site preparation and utility diversion, road earth works, excavation for site formation, cast in-situ concreting for viaduct structures, and road formulation and finishing works. The Unmitigated Powered Mechanical Equipment (PMEs) and its Sound Power Level (SWL), Notional Distance, Detailed Calculation and Summary of the Construction Noise of the Project are provided in Appendix 4.2A – 4.2E. The percentage on-time of the plants have been reviewed by engineers and have been concluded to be feasible and practical for the purpose of this EIA. The location of construction sites and notional noise sources of the Project can be found in Figure 4.4 - 4.5.

4.8.2 The unmitigated construction noise impacts on the selected NSRs are shown in Table 4.7. The unmitigated construction noise levels for most of NSRs exceeds the noise criteria by 1dB(A) to 9 dB(A). The calculation of the unmitigated construction noise levels can be found in Appendix 4.2E. Mitigation measures are required to reduce the construction noise impact to acceptable levels.

Table 4.7 Unmitigated Construction Noise Impact, dB(A)

NSR	Nature of Use	Predicted Maximum Noise Level from the Project, dB(A)	Noise Criteria, dB(A)	Exceedance, dB(A)
IHV	Residential	76	75	1
FR	Residential	75	75	-
PAV	Residential	77	75	2
CG	Residential	75	75	-
LKPC	Educational	74	*65/70	*9/4
YCS	Educational	73	*65/70	*8/3
SRT	Residential	81	75	6
CLS	Residential	82	75	7
ASD1	Residential	80	75	5
ASD2	Residential	84	75	9
FSDO	Residential	72	75	-
ASC	Residential	79	75	4
LCMS	Educational	71	*65/70	*6/1
VT	Residential	71	75	-
GB	Residential	74	75	-
YTB	Residential	82	75	7

* Daytime Noise criteria 65dB(A) during examination period

Bolded figures mean exceedance of relevant noise criteria

Operation Noise

4.8.3 The traffic noise levels at the NSRs along Canton Road in design year (i.e. Year 2030) for Scheme Q and Improvement work at the Junction of CR/FS/JR have been addressed in Appendix 4.4A. As discussed in S.4.4.6 to 4.4.7 and Appendix 4.4A, the Scheme Q and Improvement work at the Junction of CR/FS/JR will not constitute to any material change on the noise front to exempt road projects. Therefore, it is not required to consider noise mitigation measures in the context of Scheme Q and improvement works at the junction of CR/FS/JR under the EIAO.

4.8.4 Based on the peak hour traffic flows in 2030 (peak hour traffic flow within 15 years upon commencement of the Project in the end of Year 2015), the unmitigated traffic noise levels after completion of the Project at the representative NSRs were calculated as shown in Table 4.8. The traffic flow data of Year 2030 can be found in Appendix 4.3A. The summary of the calculation is provided in Appendix 4.5. The sample calculation of the traffic noise model is provided in Appendix 4.6.

Table 4.8 Unmitigated Road Traffic Noise Level (DP Roads), dB(A)

NSR	Noise Criteria	Predicted Noise Level form All Roads, dB(A)	Predicted Noise Level form Other Roads, dB(A)	Predicted Noise Level form New Roads, dB(A)	Max. Contribution from New Roads, dB(A)	Significant Contribution (>1.0 dB(A)) from New Roads
FR	70	74-77	74-77	42-48	0.1	No
IHV	70	76-77	76-77	48-50	0.1	No
PAV	70	68-78	68-78	44-52	0.1	No
CG	70	77-79	77-79	55-56	0.1	No
LKPC	65	77	77	55-56	0.1	No
YCS	65	74	74	55	0.1	No
HT	65	79-80	79-80	48-57	0.1	No
SRT	70	75-80	75-80	61-66	0.2	No
CLS	70	74-76	74-76	48-49	0.1	No

4.8.5 Referring to the modelling results, the predicted noise level at all selected NSRs would exceed the relevant traffic noise criteria. However, the noise exceedances are caused by the existing roads. The noise contribution from the “New Roads” of the Project is predicted to be less than or equal to 0.2 dB(A). Moreover, the predicted noise levels on the NSRs from the source of “New Roads” only are all below the relevant traffic noise criteria. Since the traffic noise contribution from the “New Roads” of the Project is less than 1.0 dB(A), the traffic noise impact arising from the Project is considered insignificant. Hence, direct mitigation measures on the ”New Roads” are not required as they would not be effective in improving the noise environment at the sensitive receivers.

4.8.6 Although there is no significant impact from the project roads without mitigation measures, the prevailing noise levels of Year 2013 without Project have been assessed for reference purpose. The traffic data for Year 2013 without Project can be found in Appendix 4.3B and the calculated traffic noise result can be found in Appendix 4.5. The traffic noise assessment results for design year (Year 2030) without Project are also provided in Appendix 4.5 for reference. The road plots of the traffic noise model can be found in Appendix 4.7 for reference.

4.8.7 For eligibility of the indirect technical remedies, only two out of three criteria as mentioned in S.4.6.10 were satisfied. The predicted noise level exceeds the noise criteria for all NSRs and the predicted overall noise levels are at least 1.0 dB(A) more than the prevailing noise level. However, the contribution to the increase in the predicted overall noise level from the New Roads is less than 1.0 dB(A). Therefore, none of the representative NSRs is considered eligible for indirect technical remedies in the form of acoustics insulation and air conditioning under the EIAO-TM.

4.9 Noise Mitigation Measures

Construction Noise

4.9.1 Construction noise impact is expected to be acceptable if mitigation measures are properly implemented as follows:

(a) Adopt good site practice, such as regular maintenance of plant equipment, throttle down unused machines

(b) Regular maintenance of plant equipment to prevent noise emission due to impair

(c) Position mobile noisy equipment in location and direction away from NSR

(d) Use silencer or muffler on plant equipment and should be properly maintained

(e) Throttle down or switch off unused machines or machine in intermittent use between work

(f) Make good use other structures for noise screening

(g) Use Quality Powered Mechanical Equipment (QPME) which produces lower noise level.

Table 4.9 Example Quality PME for Construction Work

PME	QPME Code	Example	SWL, db(A)
Excavator / Loader, wheeled / tracked	EPD-01431	DOOSAN, DX225LC	103
Asphalt Paver	EPD-01226	Volvo, ABG5770	104
Road Roller	EPD-00244	Dynapac, CP210	99
Crane, mobile (diesel)	EPD-01477	KOBELCO, CKE2500-2	104

(h) Erect movable noise barrier of 3m height to shed large plant equipment (e.g. concrete pump, concrete lorry mixer, excavator/loader, road sweeper, asphalt paver, road roller and lorry) or hand-held items (e.g. Breaker and Poker) near low-rise NSR, with special design where necessary, e.g. with noise absorbing material or bend top. Its length should be at least five times greater than its height. The minimum surface density of the movable noise barrier is 7 kg/m². It is anticipated that a noise reduction of at least 5dB(A) can be achieved. Alternatively, acoustic shed or acoustic mat can be adopted.

(i) Carry out regular site inspection to audit the implementation of mitigation measures

(j) Carry out noise quality monitoring throughout the construction period

4.9.2 With the use of quality PMEs and movable noise barriers, the predicted construction noise levels at all representative NSRs are shown in Table 4.10 below. The mitigated powered mechanical equipment (PMEs) and its sound power level (SWL), the notional distance, detailed calculation and summary of the construction noise level of the Project are provided in Appendix 4.8A – 4.8E. Results indicated that predicted construction noise levels on all NSRs are complied with the recommended noise criteria in EIAO-TM.

Table 4.10 Mitigated Construction Noise Level

NSR	Nature of Use	Maximum Mitigated Noise Level from the Project, dB(A)	Noise Criteria, dB(A)	Exceedance, dB(A)
IHV	Residential	68	75	-
FR	Residential	67	75	-
PAV	Residential	68	75	-
CG	Residential	67	75	-
LKPC	Educational	65	*65/70	-
YCS	Educational	64	*65/70	-
SRT	Residential	73	75	-
CLS	Residential	74	75	-
ASD1	Residential	70	75	-
ASD2	Residential	75	75	-
FSDO	Residential	62	75	-
ASC	Residential	69	75	-
LCMS	Educational	61	*65/70	-
VT	Residential	61	75	-
GB	Residential	64	75	-
YTB	Residential	72	75	-

l Daytime Noise criteria 65dB(A) during examination period

4.9.3 There are total six concurrent projects during the construction period of the projects. The total construction noise levels of the concurrent projects have been calculated. The plant list with sound power level, corresponding notional distance, detailed calculation and summary of the construction noise of the concurrent projects are provided in Appendix 4.9A – 4.9E.

4.9.4 The predicted cumulative noise level with concurrent projects can be found in Appendix 4.9F and Table 4.11 below. All the NSRs would comply with the noise criteria for normal period. However, results show exceedance of the construction noise criteria on school during examination period for NSRs YCS and LCMS. The predicted cumulative construction noise levels at all representative NSRs are shown in Table 4.11 below.

Table 4.11 Mitigated Cumulative Construction Noise Level

NSR	Nature of Use	Maximum Mitigated Noise Level from the Project, dB(A)	Maximum Predicted Noise Level from Concurrent Projects, dB(A)	Maximum Predicted Cumulative Noise Level, dB(A)	Noise Criteria, dB(A)	Maximum Exceedance, dB(A)
IHV	Residential	68	68	71	75	-
FR	Residential	67	64	68	75	-
PAV	Residential	68	66	70	75	-
CG	Residential	67	59	67	75	-
LKPC	Educational	65	59	65	*65/70	-
YCS	Educational	64	66	67	*65/70	^#2
SRT	Residential	73	67	74	75	-
CLS	Residential	74	63	74	75	-
ASD1	Residential	70	60	70	75	-
ASD2	Residential	75	62	75	75	-
FSDO	Residential	62	74	74	75	-
ASC	Residential	69	62	70	75	-
LCMS	Educational	61	68	69	*65/70	^#4
VT	Residential	61	71	71	75	-
GB	Residential	64	68	69	75	-
YTB	Residential	72	67	73	75	-

* Daytime Noise criteria 65dB(A) during examination period

# Exceedance during examination period only

Operation Noise

4.9.5 As discussed in Section 4.8.5, the noise exceedances are caused by the existing roads. The contribution of the traffic noise impact arising from the Project is considered insignificant and the predicted noise levels from the “New Roads” only are all below the relevant traffic noise criteria. Hence, direct mitigation measures on “New Roads” are not required as they would not be effective in improving the noise environment at the sensitive receivers.

4.10 Evaluation of Residual Impacts

Construction Noise

4.10.1 According to the Table 4.10, there is no exceedance of the mitigated construction noise of the Project on the NSRs for both normal and examination period.

4.10.2 According to the Table 4.11, there is exceedance of the cumulative construction noise level on the noise criteria during examination period for NSR YCS and LCMS. After reviewing the examination period of the affected schools, the examination periods were found to be December, March and June for the Lai Chack Middle School (NSR LCMS) and November, end of February to early of March and June for Yau Ma Tei Catholic Primary School (NSR YCS). The cumulative construction noise level for NSR YCS would exceed the examination period noise criteria for two months, in March of 2015 and June of 2015 by 1 and 2 dB(A) respectively. For NSR LCMS, the cumulative construction noise level would exceed noise criteria during the examination period for 4 months, in March, June and December in Year 2014 by 1 to 4 dB(A) and in March of 2015 by 1 dB(A). The duration of the noise exceedance at the affected NSRs can be found in Table 4.12 below. The construction works should be carried out at summer holiday as far as possible to avoid construction noise impact caused to the educational institutes in the vicinity.

Table 4.12 Adverse Residual Noise Impacts During Examination Period for Year 2014 and Year 2015

NSR	Period	Impact Duration (Month) for Noise Exceedance
		1 dB(A)	2 dB(A)	3 dB(A)	4 dB(A)
YCS	Examination	1	1	-	-
LCMS	Examination	2	-	1	1

4.10.3 All practical and feasible mitigation measures have been proposed, such as adopting QPME movable noise barriers and temporary noise barriers. Those noisy construction activities, such as breaking works and road re-surfacing works should be scheduled to avoid examination periods of the two NSRs as far as practicable. The Contractor should liaise with the school representatives to obtain the examination schedule so as to avoid noisy construction activities during school examination period.

Operation Noise

4.10.4 The predicted noise levels at all NSRs would exceed the relevant traffic noise criteria. However, the traffic noise contribution from the proposed “New Roads” is less than 1.0 dB(A) that the traffic noise impact arising from the Project is considered insignificant. Moreover, the traffic noise emanating from the Project roads would also comply with the relevant standard. No mitigation measure is required.

4.11 Environmental Monitoring and Audit Requirements

Construction Phase

4.11.1 Given residual airborne noise impact is predicted during the examination period of the construction phase, regular noise monitoring will be proposed at representative NSRs to ensure that relevant noise standard can be met. The EM&A requirements are detailed in a standalone EM&A Manual.

4.11.2 A hotline is proposed to set-up by the contractor(s) to service complaint from the NSRs in the vicinity about the adverse construction noise produced from the Project.

Operation Phase

4.11.3 In the operational phase, traffic noise generated in the newly constructed road will not contribute to significant impact on the NSRs. No monitoring or audit is proposed.

4.12 Conclusion

Construction Noise

4.12.1 Construction noise will be generated from use of plant equipment. With the implementation of mitigation measures such as adoption of good site practice and use of quieter PMEs and mobile noise barrier, construction noise impact for all the representative noise sensitive receivers are predicted to comply with the daytime acceptable level during normal period. Residual construction noise impacts are predicted at the two schools (YCS & LCMS) during examination period. However, the impacts are considered temporary and reversible. With all the proposed mitigation measures, the adverse residual impact exceeding the construction noise criterion has been reduced to be minimal. Moreover, regular noise monitoring will be carried out and hotline to service any complaint will be set up.

Operation Noise

4.12.2 In the operational phase, traffic noise exceedance is predicted at all NSRs. However, the noise exceedances are caused by the existing roads. The traffic noise level generated by the newly constructed road will not lead to significant impact (>1.0dB(A)) on the NSRs in accordance to the EIAO GN12/2010. Moreover, the traffic noise level from the Project roads only will not exceed the criteria. Therefore, the contribution of this project to the overall traffic noise level is insignificant and hence no mitigation measure is required.

5. Water quality Impact

5.1 Introduction

5.1.1 The assessment of potential water quality impact has been carried out associated with the construction and operation phases of the Project. Recommendations for mitigation measures have been provided in accordance with the criteria and methodology given in the Technical Memoranda (TMs) under the Water Pollution Control Ordinance (WPCO), and Annexes 6 and 14 in the Technical Memorandum on Environmental Impact Assessment.

5.2 Environmental Legislation, Standards and Guidelines

Environmental Impact Assessment Ordinance (EIAO)

5.2.1 The Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM) is issued by the EPD under Section 16 of the EIAO. It specifies the assessment method and criteria that need to be followed in the EIA. Reference sections in the EIAO-TM provide the details of the assessment criteria and guidelines that are relevant to the water quality impact assessment, including:

· Annex 6 Criteria for Evaluating Water Pollution

· Annex 14 Guidelines for Assessment of Water Pollution

Water Pollution Control Ordinance (WPCO)

5.2.2 The Water Pollution Control Ordinance (Cap. 358) is the major legislation relating to the protection and control of water quality in Hong Kong. According to the Ordinance and its subsidiary legislation, Hong Kong waters are divided into ten water control zones (WCZ). Corresponding statements of Water Quality Objectives (WQO) are stipulated for different water regimes (marine waters, inland waters, bathing beaches subzones, secondary contact recreation subzones and fish culture subzones) in each of the WCZ based on their beneficial uses. The assessment area for the road and junction improvement works in this Project covers Victoria Harbour (Phase 2) WCZ. The corresponding WQOs are listed in the Table 5.1.

Table 5.1 Summary of Water Quality Objectives for Victoria Harbour (Phase 2) WCZ

Parameters	Objectives	Sub-Zone
Offensive odour, tints	Not to be present	Whole zone
Colour	Not to exceed 50 Hazen units, due to human activity	Inland waters
Visible foam, oil scum, litter	Not to be present	Whole zone
E coli	Not to exceed 1000 per 100 mL, calculated as the geometric mean of the most recent 5 consecutive samples taken at intervals between 7 and 21 days	Inland waters
Dissolved oxygen (DO) within 2 m of the seabed	Not less than 2.0 mg/l for 90% of the sampling occasions during the whole year	Marine waters
Depth-averaged DO	Not less than 4.0 mg/l for 90% of the sampling occasions during the whole year; values should be calculated as the annual water column average (expressed normally as the arithmetic mean of at least 3 measurements at 1m below surface, mid depth and 1m above the seabed. However in water of a depth of 5m of less the mean shall be that of 2 measurements – 1m below surface and 1m above seabed, and in water of less than 3m the 1m below surface sample only shall apply.)	Marine waters
Dissolved Oxygen (DO)	Not less than 4.0 mg/l	Inland waters
pH	To be in the range of 6.5 - 8.5, change due to human activity not to exceed 0.2	Marine waters
	Not to exceed the range of 6.0 - 9.0 due to human activity	Inland waters
Salinity	Change due to human activity not to exceed 10% of ambient	Whole zone
Temperature	Change due to human activity not to exceed 2^oC	Whole zone
Suspended solids (SS)	Not to raise the ambient level by 30% caused by human activity	Marine waters
	Annual median not to exceed 25 mg/l due to human activity	Inland waters
	Annual mean not to exceed 0.021 mg(N)/l as unionized form	Whole zone
Nutrients	Shall not cause excessive algal growth	Marine waters
	Annual mean depth-averaged inorganic nitrogen not to exceed 0.4 mg/l
Total inorganic nitrogen (TIN)	Annual mean depth-averaged inorganic nitrogen not to exceed 0.4 mg(N)/l	Marine waters
5-Day biochemical oxygen demand (BOD5)	Not to exceed 5 mg/l	Inland waters
Chemical Oxygen Demand (COD)	Not to exceed 30 mg/l	Inland waters
Toxic substances	Should not attain such levels as to produce significant toxic, carcinogenic, mutagenic or teratogenic effects in humans, fish or any other aquatic organisms.	Whole zone
	Human activity should not cause a risk to any beneficial use of the aquatic environment.	Whole zone

Water Supplies Department (WSD) Water Quality Criteria

5.2.3 Besides the WQOs set under the WPCO, WSD has specified a set of criteria for water quality at flushing water intakes and the details are summarised in the following table:

Table 5.2 Summary of Water Quality criteria for WSD intake

Parameter (in mg/L unless otherwise stated)	Target Limit
Colour (HU)	< 20
Turbidity (NTU)	< 10
Threshold Odour Number (odour unit)	< 100
Ammonia Nitrogen (NH3-N)	< 1
Suspended Solids (SS)	< 10
Dissolved Oxygen (DO)	> 2
5-day Biochemical Oxygen Demand (BOD5)	< 10
Synthetic Detergents	< 5
E.coli (count per 100mL)	< 20,000

Note: This criteria has been taken as reference when assessing water quality at flushing water intakes

Water Quality Criteria for Cooling Water Intakes

5.2.4 The Mass Transit Railway Corporation (MTRC) stipulates a limit on SS (40mg/L) at its cooling water intakes. This will be adopted for the cooling water intakes of Kowloon Station and the proposed Express Rail Link and will also be applied to the intakes of commercial buildings potentially affected this project.

Technical Memorandum on Effluent Discharge Standard

5.2.5 Besides setting the WQOs, the WPCO controls effluent discharging into the WCZs through a licensing system. Guidance on the permissible effluent discharges based on the type of receiving waters(foul sewers, stormwater drains, inland and coastal waters) is provided in the Technical Memorandum on Standards for Effluents Discharged into Drainage and Sewerage Systems, Inland and Coastal Waters(TM-DSS). The limits given in the TM cover the physical, chemical and microbial quality of effluents. Any effluent discharge during the construction and operational stages should comply with the standards for effluents discharged into the inshore waters or marine waters of Victoria Harbour as given in the TM-DSS.

Practice Notes

5.2.6 A practice note (PN) for professional persons was issued by the EPD to provide environmental guidelines for the handling and disposal of construction site discharges. The Practice Note (PN) for Professional Persons on “Construction Site Drainage” (ProPECC PN 1/94) issued by EPD provides good practice guidelines for dealing with ten types of discharge from a construction site. These include surface runoff, groundwater, boring and drilling water, bentonite slurry, water for testing and sterilisation of water retaining structures and water pipes, wastewater from building constructions, acid cleaning, etching and picking wastewater, and waste water from site facilities. Practices outlined in the ProPECC PN 1/94 should be followed as far as possible during construction to minimize the water quality impact due to construction site drainage.

5.3 Proposed Assessment Area

5.3.1 In order to evaluate the construction and operational water quality impact from the Project works, the proposed assessment area would cover those existing water sensitive receivers within 300m from the Project site. Figure 5.1 illustrates the proposed assessment area for this Project.

5.4 Identification of Water Sensitive Receivers

5.4.1 Water sensitive receivers that are potentially affected by the construction and operation of the proposed road improvement works have been identified. No inland watercourse such as river or stream has been identified in the Study Area. The water sensitive receivers are identified as follows:

˙ New Yau Ma Tei Typhoon Shelter (NYMTTS)

˙ MTRC Kowloon Station Flushing Water Intake

˙ West Kowloon Terminus (MTRC) Cooling Water Intake

˙ China H.K. City Cooling Water Intake

˙ Harbour City Cooling Water Intake

˙ Ocean Centre Cooling Water Intake

˙ Intake for West Kowloon Cultural District District Cooling Water System

˙ The Elements Water Intake

˙ Proposed Water Intake of Independent Cooling System for Mega Performance Venue/Exhibition Center & Hotel

˙ WSD Kowloon south flushing water intake

˙ Yau Ma Tei WSD flushing water intake

˙ MTRC Kowloon Station Cooling Water Intake

The locations of water sensitive receivers are shown in Figure 5.1. With the implementation of the mitigation measures during the construction and operation of the Project Works, water quality impacts on the water sensitive receivers are not anticipated. There are no beaches, seawater intake points, river courses and drainages around the work sites.

5.5 Assessment Methodology

5.5.1 The Study Area includes all areas within 300m from the Project boundary, and covers relevant water sensitive receivers that have a bearing on the environmental acceptability of the Project within the Victoria Harbour (Phase 2) WCZ.

Construction Water Quality Impact

5.5.2 The proposed construction methods of the elevated and at-grade roads as well as the junction works in the Project have been reviewed and potential sources of water quality impact that may arise during construction phase are described. All the identified sources of potential water quality impact were then evaluated and their impact significance determined.

Operational Water Quality Impact

5.5.3 Activities during the operation phase have been reviewed and potential sources of water quality impact are described in Section 5.7. This task includes identifying pollutants from point discharges and non-point sources that could affect the quality of surface water run-off.

5.5.4 The need for mitigation measures to reduce any identified adverse impact on water quality to acceptable levels was determined. The principles were to avoid, reduce and remedy the impact. Effectiveness of the mitigation measures was assessed and any residual environmental impact, i.e. the net impact remaining after implementation of proposed mitigation measures is defined.

5.6 Existing Conditions

5.6.1 As mentioned, there is no inland watercourse such as river or stream in the Study Area. For the marine environment, the closest EPD water quality monitoring station in Victoria Harbour is VM6 as indicated in Figure 5.2. The summary of monitoring data at VM6 in 2010 is provided in Table 5.3.

Table 5.3 Baseline Marine Water Quality Condition for Victoria Harbour WCZ

Parameter		Victoria Harbour (Central)	WPCO WQO (in marine waters)
		VM6
Temperature (^oC)		23.2 (16.64 – 27.7)	Not more than 2 ^oC in daily temperature range
Salinity		31.4 (28.8 – 33.4)	Not to cause more than 10% change
Dissolved Oxygen (DO) (mg/L)	Depth average	5.2 (3.6 – 6.5)	Not less than 4 mg/L for 90% of the samples
	Bottom	4.2 (1.9 – 5.2)	Not less than 2 mg/L for 90% of the samples
Dissolved Oxygen (DO) (% Saturation)	Depth average	73 (54 – 95)	Not Available
	Bottom	58 (28 – 76)	Not Available
pH		7.9 (7.6 – 8.2)	6.5 - 8.5 (± 0.2 from natural range)
Secchi disc Depth (m)		2.7 (1.0 – 5.2)	Not Available
Turbidity (NTU)		3.1 (1.0 – 5.5)	Not Available
Suspended Solids (SS) (mg/L)		3.5 (1.0 – 6.9)	Not more than 30% increase
5-day Biochemical Oxygen Demand (BOD5) (mg/L)		1.0 (0.6 – 1.7)	Not Available
Ammonia Nitrogen (NH3-N) (mg/L)		0.177 (0.109 – 0.310)	Not Available
Unionised Ammonia (UIA) (mg/L)		0.006 (0.002 – 0.018)	Not more than 0.021 mg/L for annual mean
Nitrite Nitrogen (NO2-N) (mg/L)		0.031 (0.009 – 0.053)	Not Available
Nitrate Nitrogen (NO3-N) (mg/L)		0.141 (0.051 – 0.27)	Not Available
Total Inorganic Nitrogen (TIN) (mg/L)		0.35 (0.19 – 0.51)	Not more than 0.4 mg/L for annual mean
Total Kjeldahl Nitrogen (mg/L)		0.32 (0.23 – 0.47)	Not Available
Total Nitrogen (TN) (mg/L)		0.49 (0.30 – 0.67)	Not Available
Orthophosphate Phosphorus (OrthoP) (mg/L)		0.030 (0.017 – 0.048)	Not Available
Total Phosphorus (TP) (mg/L)		0.05 (0.03 – 0.06)	Not Available
Silica (as SiO2) (mg/L)		0.91 (0.36 – 1.80)	Not Available
Chlorophyll-a (µg/L)		3.3 (0.3 – 15.6)	Not Available
E coli (cfu/100 mL)		4400 (550 – 13000)	Not Available
Faecal Coliforms (cfu/100 mL)		11000 (1300 – 29000)	Not Available

Notes:

1. Data source: Marine Water Quality In Hong Kong in 2010.

2. Except as specified, data presented are depth-averaged values calculated by taking the means of three depths: Surface, mid-depth, bottom.

3. Data presented are annual arithmetic means of depth-averaged results except for E. coli and faecal coliforms that are annual geometric means.

4. Data in brackets indicate the ranges.

Reference is made to the “Marine Water Quality in Hong Kong in 2010” on water quality at Victoria Harbour. An overall improvement of water quality has been recorded since commissioning of Harbour Area Treatment Scheme (HATS) Stage 1 in 2002. However, the improvement was mainly observed in the eastern Victoria Harbour while the western harbour area was still affected by the elevated E.coli bacteria comparing with those before HATS. On the other hand, compliance has been achieved for dissolved oxygen (DO) (bottom), dissolved oxygen (depth-average) total inorganic nitrogen (TIN), and unionised ammonia (UIA) at VM6.

The summary of monitoring data at Yau Ma Tei Salt Water Pumping Station, location as indicated in Figure 5.2, in December 2012 is also provided in Table 5.4.

Table 5.4 Marine Water Quality Condition for Yau Ma Tei Salt Water Pumping Station

Parameter	Yau Ma Tei Salt Water Pumping Station
Temperature	21.2 ^oC
Odour	NO ODOUR
Colour	<3 Hazen
pH value at 25 ^oC	7.9
Turbidity	2.3 NTU
Conductivity at 25 ^oC	50100 μS/cm
Ammoniacal Nitrogen	0.26 mg/L
Chloride (Cl)	17600 mg/L
Biochemical Oxygen Demand (BOD5)	<2.0 mg/L
Dissolved Oxygen	5.1 mg/L
Coliform	6200 cfu/100mL
E. coli	6200 cfu/100mL
HPC (24 hrs at 37 ^oC)	150 cfu/mL

5.7 Identification of Potential Impact

Construction Phase Water Quality Impact Assessment

5.7.1 Potential sources of water quality impact associated with the construction of the proposed road improvement works include general construction activities, construction site run-off and drainage, accidental spillage, sewage effluent from construction workforce and excavation activities.

General Construction Activities

5.7.2 The land-based construction works could have the potential to cause water pollution. Various types of construction activities may generate wastewater. These include general cleaning and polishing, wheel washing, dust suppression and utility installation. These types of wastewater would contain a high concentration of suspended solids (SS). If uncontrolled, these effluents could lead to deterioration in water quality.

Construction Site Run-off

5.7.3 Construction site run-off would cause potential water quality impact. Potential pollution sources of site run-off may include:

l Run-off and erosion of exposed bare soil and earth, drainage channel and earth working area.

l Release of any bentonite slurries, concrete washings and other grouting materials with construction run-off, storm water or ground water dewatering process.

l Wash water from dust suppression sprays and wheel washing facilities.

l Fuel, oil and lubricants from maintenance of construction vehicles and equipment.

l Apart from wash water from dust suppression sprays, the other source has only negligible contribution to the site run-off. For the contribution of water spray, about 10% of wash water from dust suppression sprays will become site run-off. From Chapter 3, spray intensity of 0.13L/m² will be applied once per hour. With the site area of approximate 10,000m², the site run-off is about 3.1m3/day.

5.7.4 During rainstorms, site run-off would wash away the soil particles on unpaved lands and areas with the topsoil exposed. The run-off is generally characterized by a high concentration of SS. Release of uncontrolled site run-off would increase the SS levels and turbidity in the nearby water environment. Site run-off may also wash away contaminated soil particles and therefore cause water pollution.

With the site area of approximate 10,000m², the design year of 1 in 100 and the duration of 10 minutes, the estimated peak site run-off during storm is about 0.17m³/s.

Wind blown dust would be generated from exposed soil surfaces in the works areas. It is possible that wind blown dust would fall directly onto the nearby water bodies when a strong wind occurs. Dispersion of dust within the works areas may increase the SS levels in surface run-off causing a potential impact to the nearby sensitive receivers.

Accidental Spillage

5.7.5 A large variety of chemicals may be used during construction activities. These chemicals may include petroleum products, surplus adhesives, spent lubrication oil, grease and mineral oil, spent acid and alkaline solutions/solvent and other chemicals. Accidental spillage of chemicals in the works areas may contaminate the surface soils. The contaminated soil particles may be washed away by construction site run-off or stormwater drainage which in turn causes water pollution.

Sewage Effluent from Construction Workforce

5.7.6 During the construction of the Project, the workforce on site will contribute to the local population of the area, although the number of workers will vary over the construction period. Potential impact may arise from wastewater generated from eating areas, temporary sanitary facilities and waste disposal areas.

With the assumption of about 150 workers on site and each workers will generate 0.06m3/day/workers of wastewater (in accordance with Sewerage Manual by DSD), the wastewater generation is about 9m³/day.

5.7.7 The above potential sources of water quality impact could affect the water quality at the identified WSRs in terms of elevated Turbidity, BOD, NH 3-N and E. coli and depletion in DO level. From the salt water quality data monitored by WSD at Yau Ma Tei Salt Water Pumping Station, the Turbidity (2.3 NTU), BOD (< 2.0 mg/L), NH 3-N (0.26 mg/L) and E.coli (6200 cfu/100ml) in the vicinity of the WSRs were well below and the DO (5.1 mg/L depth averaged) was well above relevant criteria (Criteria for Turbidity, BOD, NH 3-H, E. Coli and DO are 10 mg/L, 10 mg/L, 1 mg/L, 20000 cfu/100ml and 2 mg/L respectively for flushing water intakes). Table 5.5 Illustrate the situation clearly.

Table 5.5 Comparison of Monitored Salt Water Quality Data against WSD Criteria

	Yau Ma Tei Salt Water Pumping Station, monitored by WSD	Criteria of WSD flushing water intakes
Colour (HU)	< 3	< 20
Turbidity (NTU)	2.3	< 10
Threshold Odour Number (odour unit)	No odour	< 100
Ammonia Nitrogen (NH3-N) (mg/L)	0.26	< 1
Dissolved Oxygen (DO) (mg/L)	5.1	> 2
5-day Biochemical Oxygen Demand (BOD5) (mg/L)	< 2.0	< 10
E.coli (count per 100mL)	6200	< 20,000

5.7.8 Water quality impacts from the land-based construction works will be controlled to comply with the standards of Water Pollution Control Ordinance by implementing the recommended mitigation measures. All the effluents and runoff generated from the works areas will be treated so as to comply with discharge standards listed in the Technical Memorandum on Standards for Effluents Discharged into Drainage and Sewerage Systems, Inland and Coastal Waters and the discharge license under Water Pollution Control Ordinance. No unacceptable water quality impacts are expected from the land-based construction activities.

Consider the relatively small quantity of potential discharges above and the seawater flushing capability, it is anticipated that the water quality parameters at the WSRs will not be largely varied and compliance will still be achieved.

Nevertheless, mitigation measures are proposed to minimise pollutant discharge related to the road construction works. Details of which are provided in Section 5.8.

Cumulative Impact from Concurrent Projects

5.7.9 The concurrent projects are listed in Section 2.4. No adverse cumulative water quality impact is anticipated provided that the mitigation measures recommended in Section 5.8 will be properly implemented and that water quality impact will be controlled in the concurrent projects.

Operation Phase Water Quality Impact Assessment

5.7.10 The only source of operational phase water quality impact would be from surface runoff. The runoff may contain grit, oil and debris from the road users including vehicles and pedestrians. Since road drainage system design has already included silt traps in the gully inlets to remove silt and grit before the runoff enters the public storm water drainage system, it is expected that the impact on water quality will be minimal. No further mitigation measure is therefore required.

With the area of the new roads of approximate 8,000m2, the peak surface run-off during storm is about 0.6m³/s based on the design year of 1 in 200 and 10 minutes duration.

5.8 Recommended Water Quality Mitigation Measures

Construction Phase

General Construction Activities

Boring and Drilling Water

5.8.1 Water used in ground boring and drilling for site investigation or rock / soil anchoring should as far as practicable be re-circulated after sedimentation. When there is a need for final disposal, the wastewater should be discharged into storm drains via silt removal facilities.

Wheel Washing Water

5.8.2 All vehicles and plant should be cleaned before they leave a construction site to minimize the deposition of earth, mud, debris on roads. A wheel washing bay should be provided at every site exit if practicable and wash-water should have sand and silt settled out or removed before discharging into storm drains. The section of construction road between the wheel washing bay and the public road should be paved with backfall to reduce vehicle tracking of soil and to prevent site run-off from entering public road drains.

Construction Site Run-off

5.8.3 The site practices outlined in ProPECC PN 1/94 “Construction Site Drainage” should be followed as far as practicable to minimise surface run-off and the chance of erosion. The following measures are recommended to protect water quality and sensitive uses of the coastal area, and when properly implemented should be sufficient to adequately control site discharges so as to avoid water quality impact:

5.8.4 Surface run-off from construction sites should be discharged into storm drains via adequately designed sand/silt removal facilities such as sand traps, silt traps and sedimentation basins. Channels or earth bunds or sand bag barriers should be provided on site to properly direct stormwater to such silt removal facilities. Perimeter channels at site boundaries should be provided on site boundaries where necessary to intercept storm run-off from outside the site so that it will not wash across the site. Catchpits and perimeter channels should be constructed in advance of site formation works and earthworks.

5.8.5 Silt removal facilities, channels and manholes should be maintained and the deposited silt and grit should be removed regularly, at the onset of and after each rainstorm to prevent local flooding. Any practical options for the diversion and re-alignment of drainage should comply with both engineering and environmental requirements in order to provide adequate hydraulic capacity of all drains. Minimum distance of 100m should be maintained between the discharge points of construction site run-off and the existing saltwater intakes. No effluent will be discharged into typhoon shelter.

5.8.6 Construction works should be programmed to minimize soil excavation works in rainy seasons (April to September). If excavation in soil cannot be avoided in these months or at any time of year when rainstorms are likely, for the purpose of preventing soil erosion, temporary exposed slope surfaces should be covered e.g. by tarpaulin, and temporary access roads should be protected by crushed stone or gravel, as excavation proceeds. Intercepting channels should be provided (e.g. along the crest / edge of excavation) to prevent storm runoff from washing across exposed soil surfaces. Arrangements should always be in place in such a way that adequate surface protection measures can be safely carried out well before the arrival of a rainstorm.

5.8.7 Earthworks final surfaces should be well compacted and the subsequent permanent work or surface protection should be carried out immediately after the final surfaces are formed to prevent erosion caused by rainstorms. Appropriate drainage like intercepting channels should be provided where necessary.

5.8.8 Measures should be taken to minimize the ingress of rainwater into trenches. If excavation of trenches in wet seasons is necessary, they should be dug and backfilled in short sections. Rainwater pumped out from trenches or foundation excavations should be discharged into storm drains via silt removal facilities.

5.8.9 Construction materials (e.g. aggregates, sand and fill material) on sites should be covered with tarpaulin or similar fabric during rainstorms.

5.8.10 Manholes (including newly constructed ones) should always be adequately covered and temporarily sealed so as to prevent silt, construction materials or debris from getting into the drainage system, and to prevent storm run-off from getting into foul sewers. Discharge of surface run-off into foul sewers must always be prevented in order not to unduly overload the foul sewerage system.

5.8.11 Good site practices should be adopted to remove rubbish and litter from construction sites so as to prevent the rubbish and litter from spreading from the site area. It is recommended to clean the construction sites on a regular basis.

Effluent Discharge

5.8.12 There is a need to apply to EPD for a discharge licence for discharge of effluent from the construction site under the WPCO. The discharge quality must meet the requirements specified in the discharge licence. All the runoff and wastewater generated from the works areas should be treated so that it satisfies all the standards listed in the TM-DSS. Minimum distances of 100 m should be maintained between the discharge points of construction site effluent and the existing seawater intakes and no effluent will be discharged into typhoon shelter. The beneficial uses of the treated effluent for other on-site activities such as dust suppression, wheel washing and general cleaning etc., can minimise water consumption and reduce the effluent discharge volume. If monitoring of the treated effluent quality from the works areas is required during the construction phase of the Project, the monitoring should be carried out in accordance with the relevant WPCO licence which is under the ambit of regional office (RO) of EPD.

Accidental Spillage

5.8.13 Contractor must register as a chemical waste producer if chemical wastes would be produced from the construction activities. The Waste Disposal Ordinance (Cap 354) and its subsidiary regulations in particular the Waste Disposal (Chemical Waste) (General) Regulation should be observed and complied with for control of chemical wastes.

5.8.14 Any service shop and maintenance facility should be located on hard standings within a bounded area with sumps and oil interceptors being provided. Maintenance of vehicles and equipment involving activities with potential for leakage and spillage should only be undertaken within the areas appropriately equipped to control these discharges.

5.8.15 Disposal of chemical wastes should be carried out in compliance with the Waste Disposal Ordinance. The Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes published under the Waste Disposal Ordinance details the requirements to deal with chemical wastes. General requirements are given as follows:

· Suitable containers should be used to hold the chemical wastes to avoid leakage or spillage during storage, handling and transport.

· Chemical waste containers should be suitably labelled, to notify and warn the personnel who are handling the wastes, to avoid accidents.

· Storage area should be selected at a safe location on site and adequate space should be allocated to the storage area.

Sewage Effluent from Construction Workforce

5.8.16 The construction workforce on site will generate sewage. It is recommended to provide sufficient chemical toilets in the works areas. A licensed waste collector should be deployed to clean the chemical toilets on a regular basis.

Notices should be posted at conspicuous locations to remind the workers not to discharge any sewage or wastewater into the surrounding environment. Regular environmental audit of the construction site will provide an effective control of any malpractices and can encourage continual improvement of environmental performance on site. It is anticipated that sewage generation during the construction phase of the project would not cause water pollution problem after undertaking all required measures.

Disposal of Excavated Sediment

5.8.17 No dredging of marine sediment will be carried out under this Project. It is proposed to adopt marine disposal of the sediment excavated from the piling works for the viaducts (please see Section 6 below for further details). The contractor shall obtain valid marine dumping permit issued by the Director of Environmental Protection under the Dumping At Sea Ordinance (DASO) for the operation of marine disposal of the sediment. There will be no operation of barging point. During transportation and disposal of the excavated marine sediment, the following measures should be taken to minimise potential impacts on water quality.

· The bottom of all barges should be sealed tightly to prevent leakage of materials during transport;

· Barges or hoppers should not be filled to a level that will cause overflow of materials during loading or transportation;

· All vessels should be sized so that adequate clearance is maintained between vessels and the seabed in all tidal conditions, to ensure that undue turbidity is not generated by turbulence from vessel movement or propeller wash;

· Loading of barges and hoppers should be controlled to avoid splashing of material into the water around.

· Transport barges or vessels shall be equipped with automatic recording equipment as specified by the Environmental Protection Department.

· Mitigation measures for land-based activities as outlined in Section 5.7 should be applied to minimize water quality impacts from site runoff and excavated surfaces where appropriate.

Operation Phase

5.8.18 A surface water drainage system will be provided to collect road runoff. The following measures are recommended to ensure road runoff will comply with the standards stipulated in the TM for discharges into storm water drains:

· The road drainage should be directed through silt traps in the gully inlets to remove silt and grit before entering the public storm water drainage system;

· The design capacity of silt traps should be sufficient to cater for treating all the surface water; and

· The silt traps should be regularly cleaned and maintained in good working condition. In particular adequate cleaning of silt traps should be carried out to ensure all of them are in good service condition

Evaluation of Residual Impact

5.8.19 With the full implementation of the recommended mitigation measures for the construction and operation phases of the proposed Project, no residual impact on water quality are anticipated.

5.8.20 During construction and operation of the Project, change of hydrology, flow regime and ground water levels is not anticipated. In addition, the Project will not cause significant adverse impact on sediment erosion or deposition and water and sediment quality.

Environmental Monitoring and Audit Requirements

5.8.21 No adverse water quality impact would be expected during the construction and operation of the Project, provided the recommended mitigation measures are properly implemented. Water quality monitoring is therefore not considered necessary. However, it is recommended that regular site inspections during the construction phase should be undertaken to inspect the construction activities and works areas in order to ensure the recommended mitigation measures are properly implemented.

5.9 Conclusion

Construction Phase

5.9.1 The key issue from the land-based construction activities would be the potential for release of wastewater from surface works areas and open cut excavation. Minimisation of water quality deterioration could be achieved through implementing adequate mitigation measures. Regular site inspections should be undertaken routinely to inspect the construction activities and works areas in order to ensure the recommended mitigation measures are properly implemented.

Operation Phase

5.9.2 The only source of potential impact on water quality during the operation phase will be runoff from the road surfaces. It is anticipated that the water quality impact associated with the operation phase would be minimal and acceptable, provided that the recommended mitigated measures for the surface water drainage system are properly implemented.

5.9.3

6. waste management

6.1 Introduction

6.1.1 This section identifies the potential waste arising from the construction activities of the Project, based on their sequence and duration, and evaluates the potential environmental impact that may result from waste generated. Mitigation measures and good site practices, including waste handling, storage and disposal, have been recommended with reference to applicable waste legislation and management guidelines. The amount of wastes generated in the operation phase of the Project is negligible and therefore adverse environmental impact is not anticipated. As a result, operation impact related to waste management will not be further discussed.

6.2 Environmental Legislation

6.2.1 The criteria and guidelines for assessing waste management implications are outlined in Annex 7 and Annex 15 of the EIAO-TM, respectively.

6.2.2 The following legislations also cover the handling, treatment and disposal of waste in Hong Kong:

· Waste Disposal Ordinance (Cap. 354)

· Waste Disposal (Chemical Waste) (General) Regulation (Cap. 354C)

· Public Health and Municipal Services Ordinance (Cap. 132) - Public Cleansing and Prevention of Nuisances Regulation

· Land (Miscellaneous Provisions) Ordinance (Cap. 28)

· Waste Disposal (Charges for Disposal of Construction Waste) Regulation (Cap. 354N)

· Dumping at Sea Ordinance (Cap.466)

Waste Disposal Ordinance (Cap. 354)

6.2.3 The Waste Disposal Ordinance (WDO) prohibits any unauthorized disposal of waste. Construction waste, defined under Cap. 354N of the WDO, refers to a substance, matter or thing which is generated from construction works. It includes all abandoned materials, whether processed or stockpiled or not, before being abandoned, but does not include sludge, screenings or matter removed or generated from desludging, desilting or dredging works. Under the WDO, waste can only be disposed of at designated waste disposal facilities licensed by the Environmental Protection Department (EPD).

Waste Disposal (Chemical Waste) (General) Regulation (Cap. 354C)

6.2.4 Under the WDO, the Chemical Waste (General) Regulation provides regulations for chemical waste control, and administers the possession, storage, collection, transport and disposal of chemical waste. EPD has also issued the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes (1992), which details how the chemical waste producers should comply with the regulations on chemical waste.

Public Health and Municipal Services Ordinance (Cap. 132)

6.2.5 The Public Cleansing and Prevention of Nuisances Regulation provides control on illegal tipping of waste on unauthorized (unlicensed) sites.

Land (Miscellaneous Provisions) Ordinance (Cap 28)

6.2.6 The inert portion of Construction and Demolition (C&D) materials (including rocks, soil, broken concrete, building debris, etc.) may be taken to public fill reception facilities (PFRFs). The PFRFs usually form part of land reclamation schemes and are operated by the Civil Engineering and Development Department (CEDD) and others. The Land (Miscellaneous Provisions) Ordinance requires that individuals or companies who deliver public fill to the public fill reception facilities are required to obtain Dumping Licenses. The licenses are issued by CEDD under delegated authority from the Director of Lands.

6.2.7 Individual licenses and windscreen stickers are issued for each vehicle involved. Under the license conditions, public fill reception facilities will only accept soil, sand, rubble, brick, tile, rock, boulder, concrete, asphalt, masonry or used bentonite. In addition, in accordance with paragraph 12 of the Development Bureau (DEVB) Technical Circular (Works) (TC(W)) No. 6/2010, Public Fill Committee will advise on the acceptance criteria. The material will, however, be free from marine mud, household refuse, plastic, metal, industrial and chemical wastes, animal and vegetable matter and any other materials considered unsuitable by the public fill reception facility supervisor.

Waste Disposal (Charges for Disposal of Construction Waste) Regulation (Cap. 354N)

6.2.8 Under the Waste Disposal (Charges for Disposal of Construction Waste) Regulation enacted in January 2006, construction waste delivered to a landfill for disposal must not contain more than 50% by weight of inert material. Construction waste delivered to a sorting facility for disposal must contain more than 50% by weight of inert material, and construction waste delivered to a PFRF for disposal must consist entirely of inert material.

Dumping at Sea Ordinance (Cap.466)

6.2.9 Under Dumping at Sea Ordinance enacted in 1995, application for dumping permits from EPD is required for marine disposal of dredged materials.

6.3 Environmental Guidelines

6.3.1 Other guidelines which detail how the Contractor should comply with are as follow:

· A Guide to the Registration of Chemical Waste Producers, Environmental Protection Department, Hong Kong

· A Guide to the Chemical Waste Control Scheme, Environmental Protection Department, Hong Kong

· Code of Practice on Package, Labelling and Storage of Chemical Wastes (1992), Environmental Protection Department, Hong Kong

· Works Branch Technical Circular (WBTC) No. 2/93, Public Dumps

· Works Branch Technical Circular No. 2/93B, Public Filling Facilities

· ETWB TC(W) No. 33/2002, Management of Construction/Demolition Materials including Rocks

· DEVB TC(W) No. 6/2010, Trip Ticket System for Disposal of Construction and Demolition Materials

· ETWB TC(W) No. 19/2005, Environmental Management on Construction Sites

· ETWB TC(W) No. 34/2002, Management of Dredged/Excavated Sediment

6.3.2 Current policy related to the disposal of C&D materials is documented in the WBTC No. 2/93, ‘Public Dumps’. C&D materials that are wholly inert, namely public fill, should not be disposed of at landfill, but be taken to Public Fill Reception Facilities (PFRFs), which usually form part of reclamation schemes. The Land (Miscellaneous Provisions) Ordinance requires the dumping licenses to be obtained by individuals or companies who deliver public fill to PFRFs. The CEDD issues the licenses under delegated powers from the Director of Lands.

6.3.3 In accordance with the DEVB TC(W) No. 6/2010 ‘Trip Ticket System for Disposal of Construction and Demolition Materials’, all contracts that are expected to generate inert C&D materials (e.g. soil, broken rock, broken concrete and building debris, etc) requiring disposal from site, the project should write to the Public Fill Committee (PFC) through Secretary of the PFC to request a designated disposal ground for incorporation into the tender documents. For contracts where the estimated amount of non-inert C&D materials requiring disposal at landfill facilities equal or exceed 50m³, the project office should seek confirmation from the DEP in terms of the availability of landfill facilities for disposal of such materials. The DEP will designate landfill facilities, if available, for the contract. Where the estimated amount of non-inert C&D materials to be generated from the contract is less than 50m³, the project office is not required to apply to DEP for designated landfill facilities. However, the project office should still specify in the tender documents of the appropriate landfill facilities (e.g. SENT Landfill at Tseung Kwan O, NENT Landfill at Ta Kwu Ling and WENT Landfill at Nim Wan) for disposal.

6.3.4 Further measures are introduced under ETWB TC (W) No. 33/2002, that management of C&D materials, including rocks are strengthened and their generation at sources are minimized. The enhancement measures include: (i) drafting of a Construction and Demolition Material Management Plan (C&DMMP) at an early design stage to minimize C&D materials generation and encourage proper management of such materials; (ii) vetting of the C&DMMP prior to upgrading of the project to Category A in the Public Works Programme; and (iii) providing the contractor with information from the C&DMMP in order to facilitate the preparation of the Waste Management Plan (WMP) and to minimize C&D materials generation during construction. Projects generating C&D materials or importing fill material less than 50,000m³are exempted from the C&DMMP.

6.3.5 ETWB TC(W) No. 34/2002 -- Management of Dredged/Excavated Sediment sets out the procedures for seeking approval to dredge/excavated sediment and the management framework for marine disposal of such sediment.

6.4 Assessment Approach and Methodology

6.4.1 The criteria for assessing waste management implications are outlined in Annex 7 of the EIAO-TM. The methods for assessing potential waste management impact during the construction and operation phases of the Project follow those presented in Annex 15 of the EIAO-TM and including the following:

· Estimation of types and quantities of the wastes generated;

· Assessment of potential impact from the management of the waste with respect to potential hazards, air and odour emissions, noise, wastewater discharge and public transport; and

· Impact on the capacity of waste collection, transfer and disposal facilities

6.4.2 Opportunities for waste reduction have been assessed based upon the following:

· Avoidance and minimization of waste generation throughout the design stage;

· Segregation of waste materials would be promoted and considered as the best management practices;

· Reuse and recycling on site or on other projects; and

· Material diversion to public fills.

To support the proposed viaduct structures, foundation reaching the bedrock below ground is necessary. As the viaducts are located in reclamation area, marine sediment will be excavated as a result of the piling works. To minimize the amount of marine sediment to be excavated, the best practical pile type with the least excavation volume is chosen. As a result, pre-bored H-piles socketed in rock are chosen. Comparing with the second-best option of large-diameter bored piles (with typical diameter 2000mm), the adopted pre-bored H-piles (with typical diameter 610mm) will generate less excavated sediment.

Identification of Waste Sources during Construction Phase

6.4.3 Construction works is envisaged to commence in the early 2014 and to be completed in 2015. The types of waste generated and their respective sources during construction phase are tabulated in Table 6.1.

Table 6.1 Identification of Waste Types and sources during Construction Phase of the Project

Waste Types	Sources of Waste Identified	Examples
Construction and Demolition (C&D) Materials	· Excavation · Earthworks and site formation · Demolition works	· Inert C&D materials – Soft inert materials, wet spoil and artificial hard materials (AHM, include concrete and bitumen), etc. · Non- inert C&D materials – Timber, paper and plastic, etc
Chemical Waste	· Plant operation and maintenance · Maintenance of mechanical equipment	· Oil and grease, used batteries; used paint and cleaning agents, etc.
General Refuse	· Construction works and site-based staff and workers	· Food waste, containers, cans and waste paper, etc.
Marine Sediment	· Viaduct piling works	· Sediment excavated from piling works

6.4.4 It is anticipated that negligible amount of waste would arise during operation phase of the Project. Therefore no adverse impact with implications on waste management is expected. Hence, it will not be further discussed in context.

Evaluation of Waste Impact

6.4.5 The construction activities of the Project would generate a variety of wastes which could be categorized into several types based on their composition and disposal methods. The identified waste types are indicated in Table 6.1.

Construction and Demolition Materials

6.4.6 C&D materials comprise inert and non-inert materials. The inert portion, such as soil, rock, concrete etc., namely the ‘public dump’, could be reused upon suitable testing while the non-inert portion, such as timber, paper etc. should be reused or recycled as much as possible. Landfill disposal should be considered as last resort for waste handling. C&D materials would be generated in the construction work of the Project and the work activities could be summarized as follow:

· Piling works

· Demolition works and site formation

· Excavation

6.4.7 The construction of new links and improvement works would adopt the in-situ concreting method. In selecting temporary structures for excavation, alternatives like pipe pile wall would be utilized whenever possible. The approach in avoidance in waste generation has been discussed in Sections 6.5 below. A current estimation of the total volume of C&D materials generated in the Project is presented in Table 6.2 and is approximately 28,170m³.

6.4.8 Prior to construction works, the works areas have to be cleared to provide the construction sites. It is expected that existing landscaping materials, such as low-graded trees, will need to be cleared and thereby generate non-inert C&D materials. AHM will be generated from the demolition works of some of the existing structures, roads and pavements. It is predicted that 2,440m³ of AHM and 2,330m³of non-inert materials would arise from the Project.

6.4.9 The non-inert C&D materials will be disposed of at the North-east New Territories (NENT) Landfill (see Appendix 6.4D). The possible non-inert C&D materials to be generated in the Project include:

· Timber from formwork

· Materials generated during site formation such as low grade trees

· Unusable/surplus concrete or grouting mixture

6.4.10 After the stage of site formation, excavation would be done to reach the formation level followed by the construction of underground structures. It is anticipated that these stages of the Project would generate the majority of C&D materials, in which most of the materials would be soft inert materials constituting approximately 21,000m³ generated during deep excavation, out of all inert C&D materials (25,840m³ comprising soft inert materials, artificial hard material and wet spoil) being generated. Table 6.2 below presents the annual generation of C&D materials in the Project.

Table 6.2 Annual Generation of C&D Materials

	2014	2015	Sub-Total (m^3)
Soft Inert Materials (m^3)	6,300	14,700	21,000
Wet Spoil (m^3)	2,400	-	2,400
Artificial Hard Material (m^3)	2,200	240	2,440
Non-inert C&D Materials (m^3)	2,130	200	2,330
Total (m^3)			28,170

6.4.11 The C&D materials generated in the Project should be sorted on-site to segregate reusable and recyclable materials from other. Steel, which has resalable value, should be separated from other materials in this regard. Special designated areas on-site should be provided for the separated storage with proper measures in mitigating the impact as stipulated in Sections 6.5.

6.4.12 Materials should be reused on-site as far as practicable before being transported off-site. Primary segregation from other C&D materials should be provided to enhance the reusable volume by on-site sorting facilities.

6.4.13 A portion of the inert C&D materials generated during the construction would be reused on-site as backfilling materials. Out of 25,840m³ of inert materials, approximately 8,370m³ of soft inert C&D materials which at the time of deposition is capable of being compacted in accordance with the specified requirements to form stable areas of fill will be reused in the stage of earth work as backfilling materials. The inert C&D materials excluding slurry and bentonite (wet spoil) requiring off-site disposal will be delivered to the Tuen Mun Area 38 Fill Bank and the slurry and bentonite (wet spoil) will be delivered to the Tseung Kwan O Area 137 Fill Bank. It is the Contractor’s responsibilities to properly manage the materials generated in the work area.

6.4.14 With careful planning for handling, storage and disposal of the C&D materials on site and proper implementation of waste management practices, secondary environmental impact from removal of the materials and potential impact on waste handling is expected to be minimal.

Chemical Waste

6.4.15 Chemical waste is likely to be generated from the maintenance and servicing of construction plant and equipment and the maintenance of vehicles during construction phase. The possible types of chemical waste may include:

· Oils and grease associated with plant

· Scrap batteries from vehicle maintenance

· Spent mineral oils or cleansing fluids from mechanical plants

· Used paint, cleaners, solvents used in maintaining mechanical equipments

· Used solvents or solutions from equipment cleansing

6.4.16 It is difficult to quantify the amount of chemical waste that may arise from the construction activities since it would depend on the Contractor’s on-site maintenance practices and the arrangement, quantities of plant and vehicles utilized. However, it is anticipated that the quantity of chemical waste, such as lubricating oil and solvent produced from plant maintenance, would be small and in the order of a few hundred litres per month, making up approximately 14,400L upon completion of the Project. The amount of chemical waste to be generated would be quantified in the Waste Management Plan to be prepared by the Contractors.

6.4.17 As stipulated in the Waste Disposal (Chemical Waste) (General) Regulations, chemical wastes arisen during construction phase may pose environmental, health and safety hazards if not stored and disposed of appropriately. These hazards may include:

· Toxic effects to workers

· Adverse impact on water quality from spills

· Fire hazard

6.4.18 Chemical waste will require special handling and storage arrangements which should be collected by licensed collectors and accepted by the approved Chemical Waste Treatment Centre (CWTC) at Tsing Yi for appropriate treatment. Wherever possible opportunities should be taken to reuse and recycle materials.

6.4.19 The handling, storage and disposal of chemical waste should be arranged in accordance with the Code of Practice on Packaging, Labelling and Storage of Chemical Wastes published by EPD. Provided that the guidelines in the Code of Practice are strictly followed, adverse environmental impact are not anticipated.

General Refuse

6.4.20 During the construction period, the workforce will generate refuse comprising food scraps, waste paper, empty containers, etc. Accidental or intentional release of these refuse to the surrounding environment is not permitted and may cause negative environmental impact. Storage of general refuse at site will generate adverse environmental impact like water contamination, odour nuisance and visual impact if they are not managed in a proper manner. The site may also attract vermin and pests if the waste containers are not cleaned or maintained properly and frequently, thus waste storage area should be well maintained and cleaned regularly. The refuse should be stored in enclosed bin to avoid adverse impact to the surroundings. Recycling bins should be provided to maximize reuse and recycle volume. A reputable licensed collector should be employed to collect the general refuse for later disposal at landfills.

6.4.21 Based on a generation rate of 1.9 m³ per week, the total amount of general refuse generated during the construction period are estimated to be approximately 200m³.

6.4.22 With the adoption of proper waste management practices, the secondary environmental impact from the collection and handling of general refuse are expected to be minimal.

Marine Sediment

6.4.23 Marine sediment will be excavated as a result of the piling works for the viaducts. Among the improvement schemes as described above in Section 1, Scheme H and Scheme I are vehicular viaducts along the West Kowloon Highway. General layout of the viaducts is shown in Figure 1.1. Deep foundation in form of pre-bored H-piles will be constructed to support the viaduct structures. As the viaducts are located in reclamation area, it is assessed that approximate 1,000 m³ of marine sediment will be excavated during the course of the piling works based on existing Ground Investigation (GI) records (see Appendix 6.4B). The assessed volume will be verified by the proposed GI works under this Project.

6.4.24 Management of excavated sediment will be carried out in accordance with ETWB TC(W) No. 34/2002. This includes agreement from MFC on rationale for removal, field investigation sampling, chemical and biological laboratory testing if necessary, classification of sediment quality based on test results, allocation of sediment disposal sites from MFC/EPD, and application for Marine Dumping Permit. These items are elaborated below in Sections 6.4.25 to 6.4.29.

6.4.25 Rationale for sediment removal was submitted to Marine Fill Committee (MFC) of Civil Engineering and Development Department on 8 March 2013. MFC has confirmed that they have no comment on the Rationale based their letter issued on 25 March 2013. The rationale submission and MFC’s letter of no comment can be found in Appendix 6.4A.

6.4.26 The sediment sampling and testing plan (SSTP) had been submitted to EPD and MFC on 28 March 2013. SSTP (Issue 2) was submitted on 16 April 2013 to address EPD’s comments. EPD has confirmed that they have no further comment on the SSTP (Issue 2) based on their letter dated 29 April 2013. The SSTP (Issue 2) were enclosed in Appendix 6.4A. The SSTP described the proposal for field investigation sampling and chemical/biological laboratory testing to characterize the excavated sediment. Testing parameters and methods as well as classification of sediments (i.e. Categories L, M or H) are specified in the SSTP. Sediment sampling and testing are proposed for Tier II Chemical Screening in accordance with ETWB TC(W) No. 34/2002 will be carried out to verify the sediment quality in the forthcoming GI works of this Project. The categories of sediment will be verified by the test results.

6.4.27 MFC had reserved adequate space for the disposal of sediment (estimated as approximately 1,000m³) from the Project until the completion of the Project in end 2015 (see Appendix 6.4C).

6.4.28 Disposal options for sediment based on their classification are proposed in accordance with the flow chart in Appendix C of ETWB TC(W) No.34/2002. The flow chart is re-produced below for ease of reference.

Appendix C of ETWB TC(W) No.34/2002

The excavated sediments will be delivered to existing designated disposal sites allocated by MFC/EPD according to their levels of contamination. The levels of contamination will be determined as set out in the SSTP described above in Section 6.4.26 and enclosed in Appendix 6.4A, based on site specific chemical and biological laboratory testing. The test results, the sediment classification and the types of disposal (i.e. Types 1, 2 or 3) will be reported to EPD and MFC when available from the proposed GI works and laboratory testing.

Types of disposal for different categories of sediment are listed in the above flow chart. Disposal options for different types of disposal are listed below:

· For Type 1 disposal, the sediments will be transported to designated CEDD Facilities at open sea, typically at South Cheung Chau and East of Ninepin.

· For Type 2 disposal, the sediments will be transported to designated CEDD Facilities for confined marine disposal, typically at East Sha Chau.

· For Type 3 disposal, EPD's agreement on the most appropriate treatment and disposal arrangement will be sought.

6.4.29 The contractor undertaking the sediment disposal works will make a formal application to EPD for a dumping permit. The permit is granted under the Dumping at Sea Ordinance (DASO) (Cap.466). The contractor shall ensure that all conditions on the DASO permit are met to EPD’s satisfaction. SSTP will be submitted separately to EPD’s Territorial Control Office when applying for the DASO permit.

6.4.30 The volume of excavated sediment is assessed to be approximately 1,000m³. The assessment is based on thickness of the layer of marine sediment obtained from the existing GI data in the vicinity of the works site retrieved from GIU (see Appendix 6.4B). The estimation of the quantity of marine sediment to be generated is based on the existing borehole data in vicinity of the works site rather than GI data specified for this project, as sufficient time should be allowed for arranging a competent contractor who has the capability to arrange safe access into the works site and without causing adverse traffic impact by appropriate temporary traffic arrangement for carrying out the required GI works. In this regard, detailed planning and design of the temporary traffic arrangements for seeking approval by the relevant authorities is required. It is particularly the case as the works site for the GI works are either within expressway or within high speed roads. As the detailed design of the foundation (including quantity, type, and diameter of the piles) for the relevant schemes are substantially completed, the estimated volume of 1,000m³ is reasonably in order.

Classification of the Excavated Sediment

6.4.31 In accordance with the “Final Report on Assessment of Management Options (Rev A)” on CEDD website, contamination of sediment is expected to be confined to the uppermost 2m of the soil profile.

By assuming the uppermost 2m of the sediment to be Category H, and the remaining sediment below the uppermost 2m to be Category L, the following estimated volumes are derived:

· Estimated volume of Category H sediment = 300m³

· Estimated volume of Category L sediment = 700m³

· Total estimated volume of sediment =1000m³

Category	Biological screening	Disposal Option	Estimated Volume (in-situ) (m^3)
Category L	N/A	Type 1 – Open Sea	700
Category M	Pass	Type I – Open Sea (Dedicated Sites)	-
	Fail	Type 2 – Confined Marine Disposal	-
Category H (>UCEL)	N/A	Type 2 – Confined Marine Disposal	-
Category H (> 10 x LCEL)	Fail	Type 3 – Special Treatment/Disposal	300

The estimated volumes above will be verified by GI works and sediment sampling/testing as described above in Section 6.4.26. For the worse case, i.e. all 1,000m³ of sediment is of Category H and Type 3 disposal is required, adequate space of disposal sites will be available (see Section 6.4.23 below and Appendix 6.4C). When test results are available, the sediment categories will be classified solely based on the chemical/biological test results.

6.4.32 Based on the estimated volume of the marine sediment excavated under this project is approximately 1,000m³, MFC of CEDD has confirmed that adequate space of disposal site will be reserved for disposal of the marine sediment of this project, notwithstanding that the allocation of the disposal space shall be subject to the classification of the marine sediment based on their letter dated 22 May 2013 (see Appendix 6.4C).

6.4.33 The categories of sediment/mud which are to be disposed of will be further verified by both chemical and biological tests and their quantities will also be verified accordingly. EPD will be notified of the test results once available. In accordance with ETWB TC(W) No. 34/2002, a Preliminary Sediment Quality Report (PSQR) shall be submitted to EPD and copied to MFC once the chemical testing results are available. If biological testing is required based on the results of the chemical testing, a Sediment Quality Report (SQR) shall be submitted to EPD for approval. Dumping permit will only be applied after the categories and estimated volume of sediments have been confirmed by the test results. No sediment removal works (i.e. piling works) is allowed to proceed until all issues on management of excavated sediments have been resolved and all relevant arrangements have been endorsed by the relevant authorities including MFC and EPD. Exact location of marine disposal will be assigned by MFC.

6.5 Mitigation of Adverse Environmental Impact

Waste Management Hierarchy

6.5.1 Development of mitigation measures for waste which aims at evaluating the desirability of waste management methods should be based on the recommended waste management hierarchy as follow:

· Avoidance and reduction of waste generation

· Reuse of materials as far as practicable

· Recovery and recycling of residual materials where possible

· Treatment and disposal according to relevant laws, guidelines and good practices

Avoidance and Reduction of Waste Generation

6.5.2 In order to avoid and reduce the amount of waste generation, alternative methods of construction had been considered based on the engineering and environmental factors identified in the planning and design stage.

6.5.3 Apart from a better designed construction scheme, the following measures would also be taken to minimize the quantity of C&D materials:

· Reduction of the size and number of offline plant rooms during design stage; and

· Minimization of the overall size of plant buildings throughout effective structural scheming for plan buildings.

On-site Sorting, Reuse and Recycle of Materials

6.5.4 Whenever materials are excavated, minimal segregation should be provided in order to enhance the reusable volume. Specific areas should also be allocated for on-site sorting of the C&D materials and other waste generated within the works area and provide temporary storage of the materials. If provision of storage area is constrained, minimal segregation into inert and non-inert C&D materials should be performed. Possible categories of waste separation are recommended below:

· Excavated materials suitable for reuse

· Inert C&D materials for disposal at PFRF

· Non-inert C&D materials for disposal at landfills

· Chemical waste

· General refuse

6.5.5 Prior to transport of materials off-site, possibility of reuse should be vigorously considered which should be coupled with the practices of on-site segregation. Inert C&D materials, like fill should be reused as far as practicable as filling materials before the final outlets of disposal at PFRFs. The reusable and the recyclable of Non-inert C&D materials shall be recovered before being disposed of at designated landfills. Metals, in particular for steel which has resalable value, should be segregated and recycled from other C&D materials.

6.5.6 Opportunities of reusing the inert C&D materials have been explored. As discussed in Section 6.4, out of 25,840m³ of inert materials, approximately 8,370m³ of them which at the time of deposition is capable of being compacted in accordance with the specified requirements to form stable areas of fill will be reused in the stage of earth work as backfilling materials. Possibilities of reusing the materials in other projects have also be evaluated but found to be limited. Nonetheless, possible outlets of reuse will be continuously investigated in the detailed design and construction stages.

Good Site Practices and Waste Reduction Measures

6.5.7 Adverse impact related to waste management is not anticipated, provided that good site practices are strictly followed. The recommended good site practices during construction phase include:

· Training of site personnel in, site cleanliness, proper waste management and chemical handling procedures;

· Provision of sufficient waste disposal points and regular collection of waste;

· Appropriate measures to minimize windblown litter and dust during transportation of waste by either covering trucks or by transporting wastes in enclosed containers;

· Regular cleaning and maintenance programme for drainage systems, sumps and oil interceptors

· Separation of chemical wastes for special handling and appropriate treatment.

6.5.8 Good management and control can prevent the generation of a significant amount of waste. Waste reduction is best achieved at the planning and design stage, as well as by ensuring the implementation of good site practices. Recommendations to achieve waste reduction include:

· Sorting of demolition debris and excavated materials from demolition works to recover reusable/ recyclable portions (i.e. soil, broken concrete, metal etc.)

· Segregation and storage of different types of waste in different containers or skips to enhance reuse or recycling of materials and their proper disposal

· Encourage collection of aluminium cans by providing separate labelled bins to enable this waste to be segregated from other general refuse generated by the workforce

· Proper storage and site practices to minimize the potential for damage or contamination of construction materials

· Plan and stock construction materials carefully to minimize amount of waste generated and avoid unnecessary generation of waste

· Training should be provided to workers about the concepts of site cleanliness and appropriate waste management procedures, including waste reduction, reuse and recycle

6.5.9 The Contractor should prepare and implement a Waste Management Plan (WMP) as a part of the Environmental Management Plan (EMP) in accordance with ETWB TCW No. 19/2005 which describes the arrangements for avoidance, reuse, recovery, recycling, storage, collection, treatment and disposal of different categories of waste to be generated from the construction activities. Such a management plan should incorporate site specific factors, such as the designation of areas for segregation and temporary storage of reusable and recyclable materials. The EMP should be submitted to the Engineer for approval. The Contractor should implement the waste management practices in the EMP throughout the construction stage of the Project. The EMP should be reviewed regularly and updated by the Contractor, preferably in a monthly basis.

6.5.10 All surplus C&D materials arising from or in connection with the works should become the property of the Contractor when it is removed unless otherwise stated. The Contractor will be responsible for devising a system to work for on-site sorting of C&D materials and promptly removing all sorted and process materials arising from the construction activities. The system should be included in the EMP identifying the source of generation, estimated quantity, arrangement for on-site sorting, collection, temporary storage areas and frequency of collection by recycling Contractors or frequency of removal off-site.

Handling, Storage, Collection, Transportation and Disposal of Waste

6.5.11 Storage of materials on site may induce adverse environmental impact if not properly managed, recommendations to minimize the impact include:

· Waste, such as soil, should be handled and stored well to ensure secure containment, thus minimising the potential of pollution;

· Maintain and clean storage areas routinely;

· Excavated area should be provided with covers and water spraying system where appropriate to prevent materials from wind-blown or being washed away; and

· Different locations should be designated to store different materials to enhance reuse.

6.5.12 Waste haulier with appropriate permits should be employed by the Contractor for the collection and transportation of waste from works areas to respective disposal outlets. The following suggestions should be enforced to minimise the potential adverse impacts:

· Remove waste in timely manner;

· Waste collectors should only collect wastes prescribed by their permits;

· Impacts during transportation, such as dust and odour, should be mitigated by the use of covered trucks or in enclosed containers;

· Obtain relevant waste disposal permits from the appropriate authorities, in accordance with the Waste Disposal Ordinance (Cap. 354), Waste Disposal (Charges for Disposal of Construction Waste) Regulation (Cap. 345) and the Land (Miscellaneous Provisions) Ordinance (Cap. 28)

· Dispose of waste at licensed waste disposal facilities

· Present valid ‘CHIT’ of the trip ticket system to the authority for disposal at landfills.

6.5.13 Implementation of trip ticket system with reference to DEVB TC(W) No. 6/2010, “Trip Ticket System for Disposal of Construction & Demolition Materials”, to monitor disposal of waste and to control fly-tipping at designated landfill. A recording system for the amount of waste generated, recycled and disposed (including disposal sites) should be proposed.

In order to fully implement the trip-ticket system, it is recommended that warning signs should be put up at the temporary and permanent accesses of vehicle to remind the drivers of dump truck of the proper designated disposal outlet and the penalties of offence.

C&D Materials

6.5.14 In addition to the above general measures, other specific mitigation measures on handling the C&D materials and materials generated from site formation and demolition works are recommended below, which should form the basis of the Waste Management Plan (WMP) to be prepared by the Contractor in the construction phase.

6.5.15 Wheel wash facilities have to be provided before the trucks leave the works area. This can reduce the introduction of dust to the public road network.

6.5.16 Wet spoil generated from the piling works should be treated before disposal at PFRFs. With the agreement from Fill Management Department (FMD) of CEDD, wet spoil would be mixed with dry materials to reduce water content to less than 25% dry density before disposal, which reduce the impact to the reception facilities.

6.5.17 The waste delivered to landfill should not contain any free water or have water content more than 70% by weight. Concerning the requirement on the truck load of waste to landfill, the haulier must ensure suitable amount of waste would be loaded on different types of trucks used.

Chemical Wastes

6.5.18 If chemical wastes are produced at the construction site, the Contractor would be required to register with the EPD as a chemical waste producer and to follow the guidelines stated in the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes.

6.5.19 Containers used for storage of chemical waste should:

· Be compatible with the chemical wastes being stored, maintained in good condition and securely sealed;

· Have a capacity of less than 450 litres unless the specifications have been approved by EPD;

· Display a label in English and Chinese in accordance with instructions prescribed in Schedule 2 of the Waste Disposal (Chemical Waste)(General) Regulation.

6.5.20 The Chemical storage area should:

· Be clearly labelled to indicate corresponding chemical characteristics of the chemical waste and used for storage of chemical waste only

· Be enclosed on at least 3 sides

· Have an impermeable floor and binding of capacity to accommodate 110% of the volume of the largest container or 20% by volume of the chemical waste stored in that area, whichever is the greatest

· Have adequate ventilation

· Be covered to prevent rainfall from entering

· Be properly arranged so that incompatible materials are adequately separated

6.5.21 Lubricants, waste oils and other chemical wastes would be generated during the maintenance of vehicles and mechanical equipment. Used lubricants should be collected and stored in individual containers which are fully labelled in English and Chinese and stored in a designated secure place. These chemical wastes should be sent to oil recycling companies, if possible, and the empty oil drums should be collected by appropriate companies for reuse or refill. They should not be allowed to discharge into water courses, either by direct discharge, or as contaminants carried in surface water runoff from the construction site.

6.5.22 A trip-ticket system should be operated in accordance with the Waste Disposal (Chemical Waste)(General) Regulation to monitor all movements of chemical waste. The Contractor should employ a licensed collector to transport and dispose of the chemical wastes, to either the approved CWTC at Tsing Yi, or another licensed facility, in accordance with the Waste Disposal (Chemical Waste)(General) Regulation.

General Refuse

6.5.23 General refuse should be stored in enclosed bins or compaction units separate from C&D materials and chemical waste. A reputable waste collector should be employed by the contractor to remove general refuse from the site, separately from C&D materials and chemical wastes. Preferably, an enclosed and covered area should be provided to reduce the occurrence of wind-blown light material.

6.5.24 The recyclable component of general refuse, such as aluminium cans, paper and cleansed plastic containers should be separated from other waste. Provision and collection of recycling bins for different types of recyclable waste should be set up by the Contractor. The Contractor should also be responsible for arranging recycling companies to collect these materials. The non-recyclable components should be collected by licensed collectors employed by the Contractor on daily basis to avoid any adverse impact on storage of refuse, which would be disposed of at designated landfills.

6.5.25 The Contractor should carry out an education programme for workers in avoiding, reducing, reusing and recycling of materials generation. Posters and leaflets advising on the use of the bins should also be provided in the sites as reminders.

Marine Sediment

6.5.26 In order to determine the disposal requirements of the excavated marine sediment, sediment sampling and testing are required to be carried out at the design phase of the Project. The basic requirements and procedures for sediment disposal are specified under the ETWB TC(W) No. 34/2002. The excavated sediments will be loaded onto barges and transported to designated disposal sites depending on their level of contaminants.

Application for allocation of marine disposal shall be made to the Secretary of Marine Fill Committee (MFC). Marine Dumping Permits as stipulated under the Dumping at Sea Ordinance are required from EPD for the disposal of excavated sediment. No sediment removal works (i.e. piling works) is allowed to proceed until all issues on management of excavated sediments have been resolved and all relevant arrangements have been endorsed by the relevant authorities including MFC and EPD. Exact location of marine disposal will be assigned by MFC.

According to ETWB TC(W) No. 34/2002, the sediment is classified into the following three categories based on its contaminant levels.

· Category L: all contaminant levels ≤ Lower Chemical Exceedance Level (LCEL)

· Category M: any one or more contaminant levels > LCEL and none ≤ Upper Chemical Exceedance Level (UCEL)

· Category H: any one or more contaminant levels > UCEL

The disposal options of the sediment based on the chemical and biological screening test results are summarised below.

Category	Biological screening	Disposal option	Estimated Volume (in-situ) (m^3)
Category L	N/A	Type 1 – Open Sea	700
Category M	Pass	Type I – Open Sea (Dedicated Sites)	-
	Fail	Type 2 – Confined Marine Disposal	-
Category H (>UCEL)	N/A	Type 2 – Confined Marine Disposal	-
Category H (> 10 x LCEL)	Fail	Type 3 – Special Treatment/Disposal	300

Currently, open sea disposal of uncontaminated sediment is carried out at South Cheung Chau and East Ninepin and various empty marine borrow pits while contaminated sediment is disposed of at confined contaminated mud pits such as East Sha Chau. Nevertheless, no marine disposal works is allowed to proceed until all issues on management of excavated sediments have been resolved and all relevant arrangements have been endorsed by the relevant authorities including MFC and EPD.

6.5.27 For Type 3 disposal, a possible arrangement is by geosynthetic containment. A geosynthetic containment method is a method whereby the sediments are sealed in geosynthetic containers and, at the disposal site, the containers would be dropped into the designated contaminated mud pit where they would be covered by further mud disposal and later by the mud pit capping, thereby meeting the requirements for fully confined mud disposal. The technology is readily available for the manufacture of the geosynthetic containers to the project-specific requirements. Similar disposal methods have been used for projects in Europe, the USA and Japan and the issues of fill retention by the geosynthetic fabrics, possible rupture of the containers and sediment loss due to impact of the container on the seabed have been addressed.

Moreover, the geosynthetic containment is proposed for Type 3 disposal in local project “Wan Chai Development Phase II and Central-Wan Chai Bypass”. Field trials were also undertaken during WD II Design and Construction (D&C) Consultancy (Agreement No. CE54/2001 (CE)) using uncontaminated mud to demonstrate the feasibility of the geosynthetic containment. Report on the field trials concluded that disposal by sealing the sediments in geosynthetic containers and dropping these containers into the contaminated mud pits at East Sha Chau has been shown to be a successful and viable disposal method. The use of a geosynthetic container system for special disposal was considered to be an effective system with negligible loss of contaminants to the marine environment during disposal.

Table 6.3 provides a summary of the various waste types likely to be generated in the Project with the recommended handling methods and disposal routes.

Table 6.3 Summary of Waste Handling Methods and Disposal Routes

Waste Material Type	Generation from work items	Material Generated	Total quantity generate	Disposal quantity	Handling methods/reuse	Destinations
C&D Materials	Excavation	Soft Inert Materials	21,000m^3	12,630 m^3	· Segregation from other C&D materials · Excavated area should be well managed with cover and water spraying systems where appropriate. Separate areas should be provided for different materials. · Transport offsite by covered trucks	Reuse PFRFs
	Piling works	Wet Spoil	2,400m^3	2,400m^3	· Segregation from other C&D materials · Mix with dry materials to reduce water contents	Reuse PFRFs
	Demolition works	Artificial Hard Materials (AHM) - Bitumen	300m^3	300 m^3	· Segregation from other C&D materials · Storage area should be provided on-site for future reuse	Reuse PFRFs
		Artificial Hard Materials (AHM) – Broken Concrete	2,140 m^3	2,140 m^3	· Segregation from other C&D materials · Size larger than 250mm should be crushed · Transport off site by covered truck	Reuse PFRFs
	Site formation	Non-inert C&D materials	2,330 m^3	2,330 m^3	· Transport off site by covered truck	Designated landfills Recycling collectors
Chemical Waste	Maintenance and operation of equipment and plants	Oils and grease, hydraulic fluids, paints, solvents, etc.	14,400 L	14,400 L	· Stored in compatible containers in designated areas on-site · Collected and recycled by licensed collectors	Chemical Waste Treatment Centre at Tsing Yi
General Refuse	Resident Workers	Food waste, plastic, paper, aluminium cans, etc.	200 m^3	200 m^3	· Provide on-site collection points along with recycle bins · Collected by licensed collectors on daily basis	Designated landfills Recycling collectors
Marine Sediment	Piling Works	Sediment excavated from piling works	300m^3*	300m^3*	Category H Sediment* passing the biological dilution test · Type 2 Confined Marine Disposal	Designated CEDD Facilities for confined marine disposal, typically at East Sha Chau.
					Category H Sediment* failing the biological dilution test · Type 3 Special Treatment/Disposal	EPD's agreement on the most appropriate treatment and disposal arrangement will be sought. It may include treatment of sediment to render it suitable for confined marine disposal.
			700m^3*	700m^3*	Category L Sediment* · Type 1 Open Sea Disposal	Designated CEDD Facilities at open sea, typically at South Cheung Chau and East Ninepin.

(*Remarks: See Section 6.4.29 on rationales of the estimated volumes and sediment categories. The estimated volumes and sediment categories will be further verified when GI data and chemical/biological testing results are available. Results of the GI, chemical/biological tests, revised estimation volumes and re-assessed sediment categories will be reported to EPD and MFC before application of dumping licence.)

Impact Caused by Handling, Storage, Collection, Transportation and Disposal of Waste

6.5.28 The assessment should cover the following area: potential hazard, air and odour emission, noise and wastewater discharge. With the implementation of mitigation measures as discussed below, impacts caused by handling, collection, transportation and disposal of waste regarding the above mentioned issue is expected to be minimal.

Mitigation measures are required to ensure the proper handling, storage, transportation and disposal of waste being carried out. In addition, measures to ensure that the generation of waste is avoided and minimized and that waste materials are recycled and treated as far as practicable. The recommended mitigation measures for all categories of waste are as follows. With proper implementation of these measures, the handling (including labeling, packaging & storage), collection, transportation and re-use/disposal of wastes will not cause adverse impacts on potential hazard, air and odour emissions, noise, wastewater discharge, ecology and public transport. 

(i)  The requirements as stipulated in the ETWB TC(W) No.19/2005 Environmental Management on Construction Sites and the other relevant guidelines should be included in the Particular Specification for the Contractor as appropriate. 

(ii)  The Contractor should be requested to submit a Waste Management Plan (WMP) prior to the commencement of construction work, in accordance with the ETWB TC(W) No.19/2005 so as to provide an overall framework of waste management and reduction. The WMP should include:

- Waste management policy;

- Record of generated waste;

- Waste reduction target;

- Waste reduction programme;

- Role and responsibility of waste management team;

- Benefit of waste management;

- Analysis of waste materials;

- Reuse, recycling and disposal plans;

- Transportation process of waste products; and

- Monitoring and action plan.

(iii) The waste management hierarchy below should be strictly followed. This hierarchy should be adopted to evaluate the waste management options in order to maximise the extent of waste reduction and cost reduction. The records of quantities of waste generated, recycled and disposed (locations) should be properly documented. 

(iv) A trip-ticket system should be established in accordance with DevB TC(W) No. 6/2010 and Waste Disposal (Charges for Disposal of Construction Waste) Regulation to monitor the disposal of public fill and solid wastes at public filling facilities and landfills, and to control fly-tipping. A trip-ticket system would be included as one of the contractual requirements for the Contractor to strictly implement. The Engineer would also regularly audit the effectiveness of the system. 

(v) A recording system for the amount of waste generated, recycled and disposed (locations) should be established. The future Contractor should also provide proper training to workers regarding the appropriate concepts of site cleanliness and waste management procedures, e.g. waste reduction, reuse and recycling all the time. 

(vi)  The CEDD should be timely notified of the estimated volumes of excavated materials to be generated and the Public Fill Committee should be notified and agreement sort on the disposal of surplus inert C&D materials. Wherever practicable, C&D materials should be segregated from other wastes to avoid contamination and to ensure acceptability at public filling areas or reclamation sites. 

(vii)  The site and surroundings shall be kept tidy and litter free.

(viii)  No waste shall be burnt on-site.

(ix) Prohibit the Contractor to dispose of C&D materials at any sensitive locations e.g. natural habitat, etc. The Contractor should propose the final disposal sites in the EMP and WMP for approval before implementation.

(x)  Excavated material shall be covered by tarpaulin and /or watered as appropriate to prevent windblown dust and surface run off.

(xi)  Excavated material in trucks shall be covered by tarpaulins to reduce the potential for spillage and dust generation.

(xii)  Wheel washing facilities shall be used by all trucks leaving the site to prevent transfer of mud onto public roads.

(xiii) The Contractor should recycle as many C&D materials as possible on-site. The public fill and C&D waste should be segregated and stored in separate containers or skips to facilitate the reuse or recycling of materials and proper disposal. Where practicable, the concrete and masonry should be crushed and used as fill materials. Steel reinforcement bar should be collected for use by scrap steel mills. Different areas of the sites should be considered for segregation and storage activities. 

(xiv) Chemical waste producers should register with the EPD. Chemical waste should be handled in accordance with the Code of Practice on the Packaging, Handling and Storage of Chemical Wastes as follows:

- suitable for the substance to be held, resistant to corrosion, maintained in good conditions and securely closed;

- Having a capacity of <450L unless the specifications have been approved by the EPD; and

- Displaying a label in English and Chinese according to the instructions prescribed in Schedule 2 of the Regulations. 

- Clearly labelled and used solely for the storage of chemical wastes;

- Enclosed with at least 3 sides;

- Impermeable floor and bund with capacity to accommodate 110% of the volume of the largest container or 20% by volume of the chemical waste stored in the area, whichever is greatest;

- Adequate ventilation;

- Sufficiently covered to prevent rainfall entering (water collected within the bund must be tested and disposed of as chemical waste, if necessary); and

- Incompatible materials are adequately separated. 

(xv)  Waste oils, chemicals or solvents shall not be disposed of to drain.

(xvi)  Adequate numbers of portable toilets should be provided for on-site workers. Portable toilets should be maintained in reasonable states, which will not deter the workers from utilising them. Night soil should be regularly collected by licensed collectors.

(xvii) General refuse arising on-site should be stored in enclosed bins or compaction units separately from C&D and chemical wastes. Sufficient dustbins shall be provided for storage of waste as required under the Public Cleansing and Prevention of Nuisances By-laws. In addition, general refuse shall be cleared daily and shall be disposed of to the nearest licensed landfill or refuse transfer station. Burning of refuse on construction sites is prohibited. 

(xviii) All waste containers shall be in a secure area on hardstanding;

(xix) Aluminium cans are usually collected and recovered from the waste stream by individual collectors if they are segregated and easily accessible. Separately labelled bins for their deposition should be provided as far as practicable. 

(xx) Office wastes can be reduced by recycling of paper if such volume is sufficiently large to warrant collection. Participation in a local collection scheme by the Contractor should be advocated. Waste separation facilities for paper, aluminium cans, plastic bottles, etc should be provided on-site.

(xxi) Training shall be provided to workers about the concepts of site cleanliness and appropriate waste management procedure, including waste reduction, reuse and recycling.

Evaluation of Residual Impact

6.5.29 With the implementation of the recommended mitigation measures for the handling, transportation and disposal of the identified waste arising, no residual impact is expected during construction phase.

Environmental Monitoring and Audit Requirements

6.5.30 During the construction period, it is the Contractor’s responsibility to ensure that all waste produced during the construction of the Project are handled, stored and disposed of in accordance with good waste management practices, relevant legislation and waste management guidelines.

6.5.31 Waste materials generated during construction activities, such as C&D materials, are recommended to be audited at regular intervals to ensure that proper storage, transportation and disposal practices are being implemented. This would ensure the waste generated would be properly disposed of. The Contractor would be responsible for the implementation of any mitigation measures to minimize waste or mitigate problems arisen from waste materials.

6.5.32 A WMP, as a part of the Environmental Management Plan(EMP), should be prepared in accordance to with ETWB TC(W) No.19/2005 and submitted to the Engineer for approval. The recommended mitigation measures should form the basis of the EMP. The monitoring and auditing requirement stated in ETWB TC(W) No.19/2005 should be followed with regard to the management of C&D materials.

6.6 Conclusion

6.6.1 Waste types generated by the construction activities are likely to include C&D materials (from excavation, piling works and demolition of existing structures), general refuse from workforce, chemical waste from maintenance of construction plant and equipment and marine sediment from viaduct piling works. Provided that these wastes are handled, transported and disposed of using approved methods and that the recommended good site practices are strictly followed, adverse environmental impact are not expected during the construction phase.

6.6.2 It is predicted that amount of waste to be generated in the operation phase of the Project, which may include silt or grit from road gullies and litter collected from road surface, is negligible, thus no adverse environmental impact in the operation phase is expected.

7. landscape and visual impact

7.1 Introduction

7.1.1 This chapter of the report outlines the landscape and visual impact assessment associated with the Proposed Road Improvement Works in West Kowloon Reclamation.

7.2 Relevant Environmental Legislation, Standards and Guidelines

7.2.1 The environmental legislations, standards and guidelines below are relevant to the preliminary landscape and visual assessment for this Project.

· DEVB TCW No. 2/2012 - Allocation of Space for Quality Greening on Roads,

· WBTC No. 7/2002 - Tree Planting in Public Works,

· Environmental Impact Assessment Ordinance Guidance Note 8/2010,

· ETWB TCW No. 13/2003A - Guidelines and Procedures for Environmental Impact Assessment of Government Projects and Proposals Planning for Provision of Noise Barriers,

· ETWB TCW No. 2/2004 - Maintenance of Vegetation and Hard Landscape Features,

· ETWB TCW No. 29/2004 - Registration of Old and Valuable Trees, and Guidelines for their Preservation,

· ETWB TCW No. 10/2005 - Planting on Footbridges and Flyovers,

· ETWB TCW No. 3/2006 - Tree Preservation,

· Land Administration Office Instruction (LAOI) Section D-12 - Tree Preservation,

· Structure Design Manual for Highways and Railways – Chapter 17 on Aesthetics,

· HyD Guidelines No. HQ/GN/15 – Guidelines for Greening Works along Highways,

· Environmental Impact Assessment Ordinance (Cap.499.S.16) and the Technical Memorandum on EIA Process (EIAO TM), particularly Annexes 10 and 18, and

· Landscape Value Mapping of Hong Kong, Planning Department

7.3 Proposed Assessment Area

Landscape Assessment

7.3.1 According to the Study Brief, the landscape assessment area includes all areas within 500m extended from the boundary from the Project. In the following text, “study area” refers to the assessment area, while “works area” refers to the boundary of the Projects.

Visual Assessment

7.3.2 The Visual Assessment Area is identified by the visual envelope of this Project and its associated works. The visual envelope (zone of visual influence) is generally the viewshed formed by natural or man-made features such as ridgeline or building blocks. It contains areas which are fully, partially visible or unseen from this Project and its associated works. The defined visual envelope is shown on Figure 7.4.

7.4 Proposed Assessment Methodology

7.4.1 Landscape and visual assessments are conducted separately for both construction and operational phases.

Landscape Assessment

7.4.2 Landscape impact is quantified as much as possible to predict the magnitude and significance of impact arising from this Project and its associated works. Landscape resources (LRs) and landscape character areas (LCAs) are identified, numbered and assessed. The difference between mitigated and unmitigated conditions is properly highlighted to demonstrate the effectiveness of proposed recommended mitigation measures.

7.4.3 Significance impact is made up of magnitude of change and sensitivity of each LR and LCA. These two components are evaluated according to the following criteria.

7.4.4 Magnitude of change – this is evaluated by a number of different factors such as:

· duration of impact, i.e. whether it is temporary or long-term

· scale of impact

· reversibility of changes

· compatibility of the Project and associated works with existing and planned landscape

7.4.5 The above factors are analyzed carefully and the results of each LR and LCA are classified into four different categories. They are as follows:

· Large - Landscape resource or area will suffer a major change.

· Medium - Landscape resource or area will suffer a moderate change.

· Small: Landscape resource or area will suffer a slight change.

· Negligible - Landscape resource or area will suffer no discernible change.

7.4.6 Sensitivity - this is evaluated by a number of different factors such as:

· the quality of landscape resources or character areas

· importance and rarity of landscape resources or character areas

· significance of change in local and regional context

· maturity of the landscape

· ability of landscape resources and character areas to accommodate change

7.4.7 The above factors are considered and analyzed before each LR and LCA are classified into the following three categories:

· High - A landscape resource or area has a distinctive character or is of high importance and sensitive to relatively small changes.

· Medium - A landscape resource or area has a moderately valued landscape character that is reasonably tolerant to change.

· Low - A landscape resource or area has a low-valued landscape character that is highly tolerant to change.

7.4.8 It should be noted that the landscape assessment for construction phase and operational phase is conducted separately due to the different potential sources affecting the magnitude of change on landscape impact. Evaluation of the sensitivity and magnitude of change on various landscape resources and character areas is conducted in a logical, reasonable and consistent manner for both construction and operational phases. Each LR and LCA is given a degree of impact significance depending on the severity of sensitivity and magnitude. Table 7.1 illustrates the underlying principle for each of the four significance thresholds.

Table 7.1 Significance Thresholds

Magnitude of Change	Sensitivity
	Low	Medium	High
Large	Moderate	Moderate/Substantial	Substantial
Medium	Slight/Moderate	Moderate	Moderate/Substantial
Small	Slight	Slight/Moderate	Moderate
Negligible	Insubstantial	Insubstantial	Insubstantial

Note: Substantial – Adverse / beneficial impact where the Project would cause significant deterioration or improvement.

Moderate – Adverse / beneficial impact where the Project would cause noticeable deterioration or improvement.

Slight – Adverse / beneficial impact where the Project would cause barely noticeable deterioration or improvement.

Insubstantial – The Project would cause no discernible change.

7.4.9 The overall assessment of acceptability, or otherwise, for landscape impact is set out in five different levels of significance according to Annex 10 of EIAO-TM, and are described in Section 7.5.

Visual Assessment

7.4.10 First, the visual assessment is conducted by identifying key visual receivers. Secondly, the assessment of the severity impact in terms of nature, distance and the number and type of sensitive receivers is conducted. Thirdly, the visual compatibility or impact magnitude of this Project and its associated works with the existing and planned users and possible interference with key views is analyzed. Each visual sensitive receiver (VSR) is given an identity number and used in all relevant tables and figures. The difference between mitigated and unmitigated conditions is properly highlighted to demonstrate the effectiveness of proposed recommended mitigation measures.

7.4.11 Type of sensitive receivers – this is classified according to the activities, the number, availability of alternative views, duration and frequency of the view and the degree of visibility from a sensitive receiver’s point of view. In general, the type of receivers can be separated into five categories:

· Residents – These VSRs can view the impact from their homes. They are considered to be highly sensitive as their visual perception has a substantial effect on their quality of life and home environment.

· Workers – These VSRs can view the impact from their workplace or school. They are considered to be moderately sensitive as the visual perception is less important and has a lesser effect on their quality of life. The degree of impact is dependent on the type of workplace, i.e. industrial, retail or commercial.

· Outdoor leisure activity participants – These VSRs can view the impact whilst taking part in an outdoor leisure activity. The degree of sensitivity is denoted by the type and duration of the leisure activity.

· Travellers – These VSRs can view the impact whilst travelling to another location. The degree of sensitivity is dependent on the duration and speed of their travel.

· Community – These VSRs can view the impact whilst in a communal building or area. The degree of sensitivity is dependent on the type of activities and services that takes place.

7.4.12 The quantity of different types of VSRs is expressed in terms of few, medium or many VSRs. Further analysis of VSR sensitivity is conducted through studies of the frequency, type and duration of alternative or amenity views. Findings are evaluated and grouped into three different general categories, which aids in identifying particular VSRs that require mitigation measures. The categories are summarized below:

· High - The VSRs are highly sensitive to any changes in their visual experience.

· Medium - The VSRs are moderately sensitive to any changes in their visual experience.

· Low - The VSRs are slightly sensitive to any changes in their viewing experience.

7.4.13 Magnitude of change – this is evaluated by a number of different factors such as:

· Compatibility of the project with the surroundings

· Duration of impact, i.e. whether the impact is temporary or permanent

· Scale of development

· Reversibility of impact

· Viewing distance of impact from the viewer

· Potential blockage of the view

7.4.14 Sensitivity of receivers – this is evaluated by a number of different factors such as:

· Value and quality of existing views

· Availability and amenity alternative views

· Type and estimated number of receiver population

· Duration or frequency of view

· Degree of visibility

7.4.15 The above factors is carefully analyzed and classified in the following categories:

· Large: The VSRs will suffer a major change in their visual experience.

· Intermediate: The VSRs will suffer a moderate change in their visual experience.

· Small: The VSRs will suffer a slight change in their visual experience.

· Negligible: The VSRs will suffer no discernible change in their visual experience.

7.4.16 The visual assessments for construction and operational phases are conducted individually due to the disparate visual experience from different potential sources of visual impact from this Project and its associated works. Evaluation of the sensitivity and magnitude of VSRs is conducted in a logical, reasonable and consistent manner for both construction and operational phases. Each VSR is given a degree of visual impact significance depending on the severity of sensitivity and magnitude. The rationale for categorizing the degree of visual impact significance into four thresholds is illustrated in Table 7.1. The overall assessment of acceptability, or otherwise, for visual impact is set out in five different levels of significance according to Annex 10 of EIAO-TM.

7.4.17 Existing trees within the works area are preserved as far as possible by considering different construction methods and engineering design. For example, affected trees near pile caps are reduced by providing temporary lateral support system to the excavation for foundation construction, instead of adopting open-cut excavation which would remove the tree in the process. However, tree preservation in totality is impossible because there are trees in direct conflict with the alignment of the proposed road. For trees unavoidably affected by the Project that have to be removed, practical transplantation will be chosen as the top priority method. If this is not possible or practical (e.g. the tree has a low survival rate), compensatory planting will be provided.

7.5 General Approaches to Mitigate Predicted Landscape and Visual Impact

7.5.1 After identifying LRs, LCAs and VSRs that require mitigation measures to reduce the degree of impact, possible mitigation measures that can be conducted will be reviewed and evaluated. Identification of potential mitigation measures may include:

· Alternative designs or revisions to basic engineering or architecture designs to prevent or minimize adverse impact

· Remedial measures during and after construction phase

· Compensatory measures for unavoidable adverse impact and attempt to generate beneficial long term impact.

7.5.2 Recommended mitigation measures are evaluated for comparison before adopting as a mitigation or compensatory measure. This is conducted through evaluating possible mitigation measures by the degree of residual impact assessment to illustrate mitigation effectiveness. Residual impact are evaluated by the sensitivity and magnitude of change for both landscape and visual assessments. The degree of impact significance is categorized into four thresholds as illustrated in Table 7.1.

7.5.3 In accordance to Annex 10 of EIAO TM, the overall assessment of residual landscape and visual impact for this Project is placed into one of the following five thresholds.

· Beneficial – The project complements the landscape and visual character of its setting and follows the relevant planning objectives. It will improve overall landscape or visual quality.

· Acceptable – There is no significant effects on landscape or visual effects caused by this Project.

· Acceptable with mitigation measures – There will be some adverse effects that may be eliminated, reduced, or offset by specific mitigation measures.

· Unacceptable – The adverse effects are considered to be excessive with implemented mitigation measures.

· Undetermined – Significant adverse effects are likely but the extent of which they occur or may be mitigated cannot be determined from this study. Further detailed study may be required.

7.6 Review of Planning and Development Framework Guideline

7.6.1 The existing and planned development framework for the proposed works and for the surrounding has been reviewed. The planned land uses, compatibility of proposed works, potential resources and sensitive receivers have been identified to aid analyzing the compatibility of the proposed works to the existing surrounding environment.

7.6.2 It was found that the study area for Scheme H, I, and J falls within the South West Kowloon OZP (Outline Zoning Plan) S/K20/27, Mong Kok OZP S/K3/30 and Yau Ma Tei OZP S/K2/21, and Interim Scheme Q falls within the South West Kowloon OZP (Outline Zoning Plan) S/K20/27, Tsim Sha Tsui S/K1/27 and Yau Ma Tei OZP S/K2/21. The proposed road improvement works are located within the existing road corridor network and parts of the highway amenity planting. Land use zoning areas and the proposed works are shown in Figure 7.1.

7.6.3 As the project’s objective is to improve existing traffic circulations and increase potential traffic from the developing West Kowloon area, it will cause minor alterations within the existing road layout and zoning plan. Most of the proposed works falls within the transportation infrastructure zone, while the remaining falls within the other specified use zone.

7.6.4 The planning intention for other specified use zoning includes public convenience and public utility installation. Thus, the project falls within the guidelines of this zone and no part of the proposed alignment will conflict with the current zoning of these regions.

7.6.5 There will be no conflict with the current landscape strategies, landscape frameworks, urban design concepts, height profiles, landmarks, view corridors, open space networks and landscape links of this area except for the planned West Kowloon Cultural District (WKCD) which is yet to be finalized.

7.6.6 This project does not involve any barging point.

7.6.7 Overall, the proposed works should fall within the OZP guidelines and planning goals as well as helping to improve West Kowloon’s and Tsim Sha Tsui’s vehicular connectivity to nearby districts.

7.7 Cumulative Impact

7.7.1 A number of projects are planned within the Study Area, which will result in landscape and visual impact including degradation of landscape character and visual amenity, and the loss of landscape resources. Mitigation measures to address landscape and visual impact have been incorporated into the design of each of the approved projects. The resulting changes to the existing landscape character, landscape resources and visual amenity have been taken into account in the baseline assessment. Cumulative impact from these projects is therefore taken into account through their inclusion in the baseline conditions.

These concurrent projects are listed below:

· Express Rail Link (XRL) – The development of the express rail link borders the Eastern side of the proposed works area. VSRs facing the proposed works site would be able to see into construction works of Express Rail Link.

· West Kowloon Cultural District (WKCD) – The development of the West Kowloon Cultural District is located on the south side of the proposed works area. It will contribute to a cumulative impact in the local area with the transformation of undeveloped construction site to an urbanized commercial character. It is expected that the construction of medium and low-rise developments along the waterfront will serve to integrate with the high-rise development in the surrounding area.

· Road Works at West Kowloon – Road works are located at Austin Road West, Hoi Wang Road and Wui Cheung Road. They are located by and large outside the zone of visual influence of this project (except some insubstantial encroachments at the boundaries of the visual influence zone), but are within the landscape assessment boundary. The project is anticipated to complete in 2014.

· Construction of Dry Weather Flow Interceptor at Cherry Street Box Culvert and Other Works – The project will provide a dry weather flow interceptor at Cherry Street box culvert and its associated pumping facilities, located at approximately 310m north of the northern most part of the proposed structures in this Project.

· Trenchless Cable Duct Crossings at Nga Cheung Road – The total 290m long (approx.) trenchless cable duct project is targeted to complete in 2015.

Central Kowloon Route and Widening of Gascoigne Road Flyover (CKR) – The works are located towards the north east boundary of the proposed works assessment area. The site of Central Kowloon Route is located mostly on existing undeveloped land and the project is anticipated to last from 2015 to 2020. The cumulative impact of the concurrent projects identified above in terms of landscape and visual are discussed below in Sections 7.9.43 and 7.9.46.

7.8 Existing Baseline Conditions

7.8.1 The landscape baseline of the study area comprises Landscape Resources (LRs) and Landscape Character Areas (LCAs) within 500m from the works area, and the Visually Sensitive Receivers (VSRs) within the Zone of Visual Influence (ZVI). Figures 7.2 to 7.4 show the location of each LR, LCA and VSR. Broad brush tree survey plans showing the distribution of tree groups within the study area are shown in Figures 7.51 to 7.55, with estimated tree numbers and dominant tree species described below in 7.8.3 to 7.8.12. Detailed tree survey plans for trees within the works limits are shown in Figures 7.5a to 7.5g.

Landscape Resources (LRs)

7.8.2 The landscape resources identified within the study area falls into 15 categories and may be a temporary or permanent resource as described as follow. Figure 7.2 illustrates the location of each LR. Figure 7.7a contains the photo of each LR.

7.8.3 Roadside Amenity Planting Areas – West Kowloon Highway (LR1.1) - This LR includes mainly trees and other vegetation planted close to roads or highways. They are utilized for creating visual barriers to sites of low visual amenity, for shade or greening purposes. It is part of the Greening Master Plan of Yau Ma Tei/Mong Kok with the theme “Coastal Scenery”. There are approximately 1700 trees within the defined study areas. Of the 1700 trees, a total number of 482 trees were recorded falling within the works areas. Dominant tree species are Acacia confusa, Acacia mangium, Casuarina equisetifolia, Alstonia scholaris and Bauhinia blakenana. Trees found here are all common species with a moderate to low maturity and low to medium amenity value. The sensitivity of this LR is considered as medium.

7.8.4 Roadside Amenity Planting Areas – Cherry Street and Other Local Distributor Road (LR1.2) This LR is considered a part of the Greening Master Plan of Yau Ma Tei/Mong Kok with the theme “Coastal Scenery”. Approximately over 250 trees are found within the area. Tree species include Lagerstroemia speciosa, Ficus mirocarpa, Celis sinensis, and Leucaena leucocephala. Trees in this area are 5 – 10 metres tall. Trees found here are all common species with a moderate to low maturity and low to medium amenity value. No trees in this area fall within the works areas. The respective sensitivity of this LR is considered as low.

7.8.5 Roadside Amenity Planting Areas – Canton Road (LR1.3) This LR includes mainly trees and other vegetation planted close to roads or highways. They are utilized to beautify Canton Road. This LR contains approximately 74 trees. Dominant tree species are Aleurites moluccana and Melaluca cajuputi subsp. Cumingiana. Trees found here are all common species with a moderate to low maturity and low to medium amenity value. The respective sensitivity of this LR is considered as medium.

7.8.6 Roadside Amenity Planting Areas –Kowloon Park and Nathan Road (LR1.4)

This LR includes mainly trees and other vegetation planted close to roads. It is a part of the Greening Master Plan of Tsim Sha Tsui. Approximately around 100 trees are found in the area. A line of Ficus microcarpa and Cinnamomum camphora are present on the street, between the Austin Road-Hoiphong Road section. Trees in this section have a moderate to high maturity and high amenity value. Many of which have reached OVT status with an average height of 13m and an average crown spread of 14m. However, none of these registered or potential OVTs and other trees and vegetations was identified within the project limits and its vicinity based on the criteria and guidelines set out in ETWB TCW No. 29/2004. The respective sensitivity of this LR is considered as high.

7.8.7 Roadside Amenity Planting Areas –Austin Road, Jordon Road and other Local Distributor Roads (LR1.5) – This LR is considered a part of the Greening Master Plan of Yau Ma Tei/Mong Kok with the theme “Coastal Scenery”. Approximately around 400 trees are found in the area. Tree species along Jordon Road include Leucaena leucocephala, Crateva trifoliate, Bauhinia purpurea and Archontophoenix alexandrae. Trees in this area are 5 – 10 metres tall. Trees found here are all common species with a moderate to low maturity and low to medium amenity value. No trees in this area fall within the works areas. As there is currently major construction along Austin Road, there is no plantation along the road. The respective sensitivity of this LR is considered as low.

7.8.8 Roadside Amenity Planting – West Kowloon Corridor and Other Local Distributor Roads (LR1.6) – Approximately 200 trees are located in the roadside planting in this LR. The predominant tree species are Bauhinia variegate, Roystonea regia, Archontophoenix alexandrae, Crateva trifoliata, Melaleuca quinquenervia and Livistona chinensis. The sensitivity of this LR is considered as medium.

7.8.9 Water Resources (LR2) – This LR in the assessment area falls within the Yau Ma Tei Typhoon Shelter area, west of the project’s works area of scheme H,I, and J. This resource is primarily made up of a cove with a narrow opening between man-made breakwaters leading to open waters. Yachts, sampans, trawlers, container and cargo ships can be seen frequenting this resource. People can be seen fishing to the northern edge of the typhoon shelter near the shoreline. As for area around Interim Scheme Q, the LR falls within Victoria Harbour by the Hong Kong China Ferry Terminal and Pacific Club, Kowloon. The backdrop of Sheung Wan stretching across the waters could be seen. These waters are used by ships and ferries bringing passengers from places outside Hong Kong. This is an important resource as it controls the flow of visitors and tourists into this region. The respective sensitivity of this LR is considered as high.

7.8.10 Urban Recreational Areas – Northbound (LR3.1) – This LR is mostly identified as public parks or landscaped gardens that are readily accessible and properly maintained. They may contain recreational facilities, such as children’s playgrounds, amphitheatres, garden walks, basketball courts and football fields. This LR consists of two playgrounds beside Olympian City 1 and Island Harbourview, Cherry Street Park and Anchor Street Playground. There are approximately 340 trees in the LR. Species include Cassia javanica var. Indochinensis, Lagerstroemia speciosa, Melaleuca quinquenervia, Crateva unlivularis, plumeria rubra cv. Acutifolia, Spathodea campanulate and Schefflera actinophylla. Trees in this area are approximately 3 – 8 metres tall. Trees found here are all common species with low maturity and low to medium amenity value. None of the trees in the areas fall within the works areas. The respective sensitivity of this LR is considered as medium.

7.8.11 Urban Recreational Areas – Southbound (LR3.2)

This LR consists of King George V’s Memorial Park, Saigon Street Playground and Shanghai Street Playground. There are approximately 230 trees in the LR. Species in the areas include Bauhinia blakena, Fiscus benjamina, Hibiscus tiliaceus, Archonotophonenix alexandrae, and Delonix regia. The trees found here are approximately 3m to 10m tall. Trees found here are all common species with medium to high maturity and low to medium amenity value. One registered OVT (Old & Valuable Tree) is found in King George V’s Memorial Park. Other than this, no other OVTs are found with the assessment limit. No trees will be affected by the construction. The respective sensitivity of this LR is considered as high.

7.8.12 Public Amenity Areas (LR4) – This LR consists of open space with some landscaping, designed to create a comfortable and attractive environment, thereby increasing the value of the surrounding real estates and location. Two areas are identified within the assessment area. One is located just outside of Central Park and Park Avenue with a taxi terminal between the two open space amenity areas. Approximately around 90 trees are found in the area, and the dominant tree species are Roystonea Regia and Ficus microcarpa. The respective sensitivity of this LR is considered as medium.

7.8.13 Landscape within Residential Development (LR5) – There are about 200 trees within the residential developments at locations such as podium garden, private open space playground and along the access roads within the private development areas. Amenity value is considered to be medium. The condition of the trees range from poor to fair. Predominant species consists of Phoenix sylvestris, Bauhinia spp., Ficus microcarpa and Roystonea regia. The sensitivity of this LR is considered as medium.

7.8.14 Kowloon Park (LR6) – This LR is a public park that is readily accessible and properly maintained. It contains many recreational facilities, such as children’s playgrounds, amphitheatres, tree walks, basketball courts and swimming pools. It also contains a number of cafes, open street vendors and museums, such as a godown of Hong Kong Museum of History and HK Heritage Discovery Centre. There is also an aviary where the public can enjoy viewing a number of rare birds kept in their enclosures. There are over 1100 trees in the park. Species planted are common, including Ficus spp., Albizia lebbeck, Casuarina equisetifolia, Plumeria spp., Lagerstroemia speciosa, Prunus Mume, Melaleuca quinquenervia, Erythrina spp., Koelreuteria bipinnate, Bauhinia spp., Michelia x alba, Pterocarpus indicus, Callistemon spp., and Delonix regia. The trees found here are approximately 5m to 15m tall. Trees found here have medium to high maturity and medium to high amenity value. There are 52 registered OVTs in Kowloon Park. No trees in the LR fall within the works area. The respective sensitivity of this LR is considered as high.

7.8.15 Vegetation within Vacant Land (LR7) – There are approximately 600 trees in this LR, of which about 450 trees are located within the site area of West Kowloon Cultural District. Amenity value is considered to be low. Predominant tree species are Leucaena leucocephala, Casuarina equisetifolia, Melia azedarach, Hibiscus tiliaceus, Acacia auriculiformis, Ficus microcarpa, Ficus virens, Morus alba and Celtis sinensis. The condition of the trees range from poor to fair. The sensitivity of this LR is considered as low.

7.8.16 Amenity Tree Planting Area (LR8) – Dense tree planting is found near the Hong Kong Observatory Building. Approximately 100 trees are found in this LR, with high amenity value. Predominant tree species consist of Ficus microcarpa, Celtis sinensis, Cratoxylum cochinchinense, Livistona chinensis, Bombax ceiba, Aleurites moluccana, Acacia confusa, Sterculia lanceolata, Syzygium jambos, Ficus variegata var. chlorocarpa, Macaranga tanariusand Casuarina equisetifolia. The condition of the trees range from poor to fair. The sensitivity of this LR is considered as high.

Landscape Character Areas (LCAs)

7.8.17 The study area consists of 10 distinct landscape character areas which are described below. Figure7.3 illustrates the location of each LCA. Figure 7.7b contains the photo of each LCA.

7.8.18 Urban Residential Landscape Character Area (LCA1) - This LCA can be found in the north part of Scheme H (Note: Neither Scheme H(A) and Scheme H(B) encroaches into this area) towards Olympic City and in the north part of Interim Scheme Q towards Yau Ma Tei. This landscape character consists of high-rise residential apartments with mixed used development surrounding or beneath a podium. Podium gardens, roadside amenity plantings and facilities with restricted access can be seen here. This type of landscape character is common around this area. As this area is fairly recently developed, the planting here have yet to reach mature size with an average height of 5m. The species chosen here are picked for their instant greening effect or a long flowering period capability, such as Ficus benjamina, Phoenix roebelinii and Calliandra haematocephala. The respective sensitivity of this LCA is considered as medium.

7.8.19 City Mixed Urban Grid Urban Landscape Character Area (LCA2) - This landscape features a mixed light industrial, commercial and residential use landscape in a grid complex of medium high-rises to the east of Scheme H, I and J and north of Interim Scheme Q and Road Junction Improvement Works at junction of Canton Road/Ferry Street/Jordan Road. This type of urban planning setting is typical in older districts and it reflects Hong Kong in the past. Due to space constraints, streets are narrow and are often without amenity planting with medium-sized buildings placed within close proximity to each other. Newer, modern high-rises are occasionally seen along Nathan Road, but the earlier grid layout could still be seen prominently. The respective sensitivity of this LCA is considered as medium.

7.8.20 Ongoing Development Landscape Character Area (LCA3) – This LCA includes parts of the West Kowloon Cultural District, the open field area between Jordan Street and Waterloo Street and part of XRL construction site. The landscape features may include flat, low-lying open fields with temporary open parking lots awaiting for development, government offices that may be demolished for future development or on-going construction activities. The respective sensitivity of this LCA is considered as low.

7.8.21 Port / Dock Landscape Character Area (LCA4) - The location of this LCA is along the coast, west of the sites. The area along the typhoon shelter is a busy open storage working port with open parking spaces for large vehicles. Trucks, heavy and light goods vehicles and cargo ships can be seen regularly entering and leaving this area. The respective sensitivity of this LCA is considered as low.

7.8.22 Transportation Corridor Landscape Character Area – West Kowloon Highway (LCA5.1) – This LCA includes the main transportation links around Scheme H, I and J, leading towards West Harbour Tunnel, Tsim Sha Tsui and Yau Ma Tei and Mong Kok. It is characterized by major roads, such as the West Kowloon Highway, Jordan Road, and Austin Road with amenity planting at the dividers or at the borders. The respective sensitivity of this LCA is considered as medium.

7.8.23 Transportation Corridor Landscape Character Area – Canton Road (LCA5.2) - This LCA includes the main transportation links around Interim Scheme Q and Road Junction Improvement Works, leading towards West Kowloon, Tsim Sha Tsui and Yau Ma Tei and Mong Kok. It is characterized by major roads, such as the Canton Road, Ferry Street, Jordan Road, and Austin Road with amenity planting at the dividers or at the borders. The respective sensitivity of this LCA is considered as medium.

7.8.24 Typhoon Shelter Landscape Character Area (LCA6) – The typhoon shelter hosts mainly cargo ships and leisure boats, marine police boats, and sampans. Sampans can be seen temporarily docked along the coast close to LCA1 or around the middle of the typhoon shelter at sea. In the past, fishermen or boat people lived on boats in typhoon shelters with their own unique traditions and culture. However, most of these people have moved on shore now, and much of the past unique landscape character is lost. The typhoon shelter nowadays is used mainly for its designated function. The respective sensitivity of this LCA is considered as medium.

7.8.25 Urban Recreational Area (LCA7) – This LCA consists of Cherry Street Park, Kowloon Park, King George V Memorial Park and several small playgrounds. It is characterized by properly maintained landscaped gardens and parks with recreational facilities that are open to public and located close to urban development. There are plenty of recreational facilities for the public to enjoy, such as jogging tracks, tennis courts and soccer fields. Passive and active recreational activities takes place here and it is frequented by different groups of people of all ages. As both Kowloon Park and King George V Memorial Park are relatively well-established, OVTs can be found in both. In particular, Kowloon Park, due to its size, has an OVT street tree line along Nathan Road and Haiphong Road. Many trees here have reached the mature status. Rare plant species and wall trees can also be found in Kowloon Park. The respective sensitivity of this LCA is considered as high.

7.8.26 Urban Commercial Landscape Character Area (LCA8) – This downtown area is a mix of commercial and business district. Modern high-rise office towers and hotels with a superb view of the Hong Kong skyline are lined along Canton Road. Beneath them are many branded high-end boutiques shops, outlets and cinemas. This area used to be one of colonial Hong Kong’s original commercial wharfage and dockside warehousing complex, but was rebuilt in 1966. It is one of the Hong Kong’s tourist spots and attractions. Due to the lack of space, amenity planting takes the form of hanging flowerpots. Plants are rotated out depending on their flowering season. The respective sensitivity of this LCA is considered as medium.

7.8.27 Strait Landscape Character Area (LCA 9) – This area includes Hong Kong China Ferry Terminal, Pacific Club Kowloon, and the associated piers and docks. The Hong Kong China Ferry Terminal is one of the three cross-border ferry terminals in Hong Kong. It aids in increasing visitors to Hong Kong from Macau and Mainland China. Across from the terminal is the Pacific Club Kowloon. It is a private club with recreational facilities, restaurants, bars and lounges exclusively for its members. Both have a magnificent view of the Hong Kong skyline. The respective sensitivity of this LCA is considered as high.

7.8.28 Late 20C/Early 20C Commercial-Residential Mixed Landscape Character Area (LCA 10) – This area includes the development complex next to Kowloon Station in the southbound and the one around Olympic Station in the northbound. This area contains the most recent buildings in the study area and is characterised by large podium containing shopping centres (e.g. Olympian City and the Element), parking lots and public transport interchanges (e.g. MTR stations and bus terminals). Commercial and residential high-rises are developed in phases and they are closely connected, i.e. connected by footbridges or a common podium. The respective sensitivity of this LCA is considered as medium.

Tree Survey

7.8.29 A tree survey within the proposed works area was undertaken to identify trees of high amenity for prioritised preservation.

Findings

7.8.30 A total of 556 trees were identified in the tree survey within the works area (approximately 5400 trees are located within the study boundary). There are approximately 30 different tree species, made up of mostly landscaping or amenity trees commonly found in parks around Hong Kong. The most common occurring species include Acacia auriculiformis, Acacia confusa, Acacia mangium, Aleurites moluccana, Bauhinia spp, and Delonix regia, which made up of 60% of the trees located in or close to the proposed works area. No trees of conservation interest were recorded within the project limit.

7.8.31 The tree survey reveals that amongst the 556 surveyed trees, a total of 310 would be felled and 33 trees for would be transplanted due to the works. The other 213 trees can be retained on site during and after the construction of the project. The full schedule of the tree survey is found in Appendix 7.1 and the locations of these trees are shown in Figure 7.5a to 7.5g.

7.8.32 The affected trees are located as Roadside Amenity Planting along West Kowloon Highway and Canton Road (LCA1.1 and 1.3). These are also mostly amenity tree species such as Acacia confuse, Acacia mangium, and Casuarina equisetifolia.

Transplanting/Felling Proposal

7.8.33 According to the findings of the survey results, a total of 410 heavy standard trees would be planted to compensate the tree felling and a total 33 trees will be transplanted. Areas around Scheme H and J as shown in Figure 7.6a to 7.6e are chosen for all the compensatory transplanting trees. This will be detailed at a later stage when preparing the tree felling / transplanting application in accordance with ETWB TCW 3/2006.

7.9 Landscape Assessment

Potential Sources of Landscape and Visual Impact

7.9.1 During the construction phase, potential impact affecting landscape and visual amenity may arise from:

· Construction works for excavation at Hoi Po Road to West Kowloon Highway in Scheme H, Lin Cheung Road to Nga Cheung Road in Scheme J, and Canton Road in Interim Scheme Q and Road Junction Improvement Works.

· Construction of roads, retaining walls, pile cap, piers, decks of elevated roads and associated structures and facilities,

· Temporary storage of construction and demolition materials, storage of construction equipment and plants,

· Temporary traffic and road diversions,

· Contractor’s temporary works area, such as site accommodation and temporary parking areas,

· Dust during dry weather.

7.9.2 During operational phase, potential impact affecting landscape and visual amenity may arise from:

· Operation of new roads and link roads

Cumulative Impact from Concurrent Projects

7.9.3 The concurrent projects are listed in Section 2.4. Most of these are construction sites or undeveloped areas. These projects are studied as LCA3 for this EIA.

Magnitude of Change of Landscape Impact

The magnitude of change of landscape impact of the identified LRs and LCAs were assessed in accordance with the criteria stated in Section 7.4. A summary of magnitude of change is presented in Table 7.2.

Table 7.2 Summary of Magnitude of Change of Landscape Resources and Landscape Character Areas

Ref No.		Lanscape Resources/ Landscape Character Areas	Compatibility (Good/Fair/ Poor)	Duration of Impact (Permanent/Temporary)		Scale of Development (Large/ Medium/ Small)	Reversibility of Change (Reversible/ Irreversible)	Magnitude of Change
				Construction	Operation			Construction	Operation
Landscape Resources
LR1.1	Roadside Amenity Planting Areas - WKH		Fair	Temporary	Permanent	Large	Irreversible	Large	Large
LR1.2	Roadside Amenity Planting Areas – Cherry Street, Hoi Wang Road and Lai Cheung Road		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR1.3	Roadside Amenity Planting Areas – Canton Street,		Good	Temporary	Permanent	Medium	Irreversible	Small	Small
LR1.4	Roadside Amenity Planting Areas –Kowloon Park and Nathan Road		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR1.5	Roadside Amenity Planting Areas – Austin Road West and Jordon Road		Good	Temporary	Permanent	Small	Irreversible	Negligible	Negligible
LR1.6	Roadside Amenity Planting Areas – West Kowloon Corridor and Other Local Distributor Roads		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR2	Water Resources		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR3.1	Urban Recreational Areas - Northbound		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR3.2	Urban Recreational Areas - Southbound		Good	Temporary	Permanent	Medium	Irreversible	Negligible	Negligible
LR4	Public Amenity Areas		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR5	Landscape within Residential Development		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR6	Kowloon Park		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR7	Vegetation within Vacant Land		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LR8	Amenity Tree Planting Area		N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*

Landscape Character Areas
LCA1	Urban Residential	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LCA2	City Mixed Urban Grid Urban	Good	Temporary	Permanent	Small	Irreversible	Negligible	Negligible
LCA3	Ongoing Development	Good	Temporary	Permanent	Small	Irreversible	Negligible	Negligible
LCA4	Port/Dock	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LCA5.1	Transportation Corridor – West Kowloon Highway	Good	Temporary	Permanent	Medium	Irreversible	Medium	Small
LCA5.2	Transportation Corridor – Canton Road	Good	Temporary	Permanent	Large	Irreversible	Medium	Medium
LCA6	Typhoon Shelter	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LCA7	Urban Recreational	Good	Temporary	Permanent	Small	Irreversible	Negligible	Negligible
LCA8	Urban Commercial	Good	Temporary	Permanent	Small	Irreversible	Negligible	Negligible
LCA9	Strait	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*	N.A.*
LCA10	Late 20C/ Early 21C Commercial-Residential Complex	Good	Temporary	Permanent	Small	Irreversible	Negligible	Negligible

*Remark: The LR/LCAs marked with N.A. are outside the works boundary and would not be affected by this Project.

Large Magnitude of Change

7.9.4 The magnitude of change for Roadside Amenity Planting Areas along West Kowloon Highway (LR1.1) is Large during both construction and operation phases as the majority of the assessed trees would be likely to be affected (either felled or transplanted) by the works.

Medium Magnitude of Change

7.9.5 The magnitude of change for Transportation Corridor – Canton Road (LCA5.2) will also experience an irreversible permanent change. The existing footpath will become a traffic lane in the road widening works, and the associated roadside planting on the footpath will be removed. A medium magnitude of change is expected during the construction phase.

Small Magnitude of Change

7.9.6 The magnitude of change for Roadside Amenity Planting Areas along Canton Road (LR1.3) is small during both construction and operation phases as only 9 out of 74 trees (all common species with a moderate to low maturity and low to medium amenity value) along Canton Road will be affected due to the construction.

Medium Magnitude of Change

7.9.7 Transportation Corridor – West Kowloon Highway (LCA5.1) will also experience a medium-scale irreversible permanent change. Most of the works will be conducted in this LCA with proposed new roads to be constructed on existing roadside planting areas. Therefore, the associated roadside planting in the site areas will unavoidably be affected. Hence, a medium magnitude of change is expected during the construction phase.

Negligible Magnitude of Change

7.9.8 The rest of the LRs and LCAs have a negligible magnitude of change as they will not be affected by the proposed works in the construction phase.

Sensitivity of Landscape Impact

7.9.9 The sensitivity of landscape impact of the identified LRs and LCAs were assessed in accordance with the criteria stated in Section 7.4. A summary of sensitivity is presented in Table 7.3.

Table 7.3 Summary of Sensitivity of Landscape Resources and Landscape Character Areas

Ref No.	Landscape Resources/ Landscape Character Areas	Quality (Good/Medium/ Poor)	Importance and Rarity (High/ Medium/Low)	Significance of Change (Large/Medium/Small/negligible)	Maturity (High/ Medium/ Low)	Ability to Accommodate the Change (Good/ Fair/ Poor)	Sensitivity
Landscape Resources
LR1.1	Roadside Amenity Planting Areas – WKH	Medium	Low	Large	Medium	Good	Medium
LR1.2	Roadside Amenity Planting Areas – Cherry Street, Hoi Wang Road and Lai Cheung Road	Medium	Low	Small	Medium	Good	Low
LR1.3	Roadside Amenity Planting Areas – Canton Road	Medium	Low	Medium	Medium	Good	Medium
LR1.4	Roadside Amenity Planting Areas –Kowloon Park and Nathan Road	Good	High	Large	High	Poor	High
LR1.5	Roadside Amenity Planting Areas – Austin Road West and Jordon Road	Poor	Low	Small	Medium	Good	Low
LR1.6	Roadside Amenity Planting Areas – West Kowloon Corridor and Other Local Distributor Roads	Medium	Low	Small	Medium	Good	Medium
LR2	Water Resources	Good	High	Large	High	Poor	High
LR3.1	Urban Recreational Areas - Northbound	Good	Medium	Medium	Low	Fair	Medium
LR3.2	Urban Recreational Areas - Southbound	Good	Medium	Large	Medium	Fair	High
LR4	Public Amenity Areas	Medium	Medium	Small	High	Fair	Medium
LR5	Landscape within Residential Development	Medium	Medium	Large	Low	Fair	Medium
LR6	Kowloon Park	Good	High	Large	High	Poor	High
LR7	Vegetation within Vacant Land	Poor	Low	Medium	Low	Good	Low
LR8	Amenity Tree Planting Area	Medium	High	Large	Medium	Poor	High

Ref No.	Landscape Resources/ Landscape Character Areas	Quality (Good/Medium/ Poor)	Importance and Rarity (High/ Medium/Low)	Significance of Change (Large/Medium/Small/negligible)	Maturity (High/ Medium/ Low)	Ability to Accommodate the Change (Good/ Fair/ Poor)	Sensitivity
Landscape Character Areas
LCA1	Urban Residential	Good	Low	Medium	High	Good	Medium
LCA2	City Mixed Urban Grid Urban	Medium	Low	Medium	High	Good	Medium
LCA3	Ongoing Development	Low	Low	Negligible	Low	Good	Low
LCA4	Port/Dock	Poor	Low	Small	Medium	Good	Low
LCA5.1	Transportation Corridor – West Kowloon Highway	Medium	Low	Medium	Medium	Good	Medium
LCA5.2	Transportation Corridor – Canton Road	Medium	Low	Small	Medium	Good	Medium
LCA6	Typhoon Shelter	Medium	Low	Small	Medium	Good	Low
LCA7	Urban Recreational	Good	High	High	High	Poor	High
LCA8	Urban Commercial	Good	Medium	Medium	Medium	Good	Medium
LCA9	Strait	Good	High	Medium	High	Poor	High
LCA10	Late 20C/ Early 21C Commercial-Residential Complex	Good	Medium	Small	Low	Good	Medium

High Sensitivity

7.9.10 The sensitivity is considered to be high for the following LRs and LCAs – Roadside Amenity Planting Areas (Kowloon Park and Nathan Road), Water Resources, Urban Recreational Areas (Northbound and Southbound), Kowloon Park, and Urban Recreational Landscape Character Areas and Strait (LR1.4, LR2, LR3.1, LR3.2, LR6, LR8, LCA7 and LCA9). They all contain significant unique features or sense of place that allows the public and visitors to enjoy. In particular, these LRs include the Kowloon Park, the Cherry Street Park and the King George V Memorial Park, which are large public parks with diversified tree species and significant amount of visitors. Changes to the landscape are not recommended here.

Medium Sensitivity

7.9.11 The sensitivity is considered to be medium for the following LRs and LCAs – Roadside Amenity Planting Areas (West Kowloon Highway, Canton Road), Public Amenity Areas, Urban Residential, City Mixed Grid Urban Landscape Resources, Transport Corridor, Urban Commercial, and Late 20C/Early 21C Commercial-Residential Mixed Landscape Character Areas (LR1.1, LR1.3, LR1.6, LR4, LR5, LCA1, LCA2, LCA5.1, LCA5.2, LCA8 and LCA10). The largely roadside planting areas contain some unique landscape elements or features. For example, the dominant tree species Roystonea Regia and Ficus microcarpa in LR4 form regular pattern and constitute unique landscape elements. These areas have low to medium importance and rarity in the vicinity. Therefore, small changes are acceptable if kept to a minimal area as the local context will not be disturbed much.

Low Sensitivity

7.9.12 The rest of the LRs and LCAs have a low sensitivity due to the lack of unique and quality landscape features and elements, low significance in local and regional context and its high ability to accommodate change.

Landscape Impact Significance

7.9.13 Based on the findings in the above sections, the landscape impact significance of each LR and LCA is determined in accordance with the table shown in Section 7.4. Mitigation measures are also recommended if necessary. The summary of landscape impact significance is shown in Table 7.4. The detail of the evaluation for each LR and LCA is elaborate as in the following sections.

Landscape Impact Significance during Construction Phase without Mitigation

Substantial Adverse Impact Significance

7.9.14 Roadside Amenity Planting Areas along West Kowloon Highway (LR1.1) will experience substantial adverse impact significance. Majority of the trees within the works areas will be affected. Out of the 1700 trees within the study area, 482 trees are within the works areas and 334 of which will be affected (31 trees to be transplanted and 303 trees to be felled). The impact imposed in the construction stage is irreversible. Due to large magnitude of change and medium sensitivity, this LR is considered to have substantial adverse impact significance.

Moderate Adverse Impact Significance

7.9.15 Roadside Amenity Planting Areas along Canton Road (LR1.3) will be considered to have moderate adverse impact significance with no mitigation measures because 9 out of 74 number of trees located within the works area would be affected and the magnitude of change due to the works will be small. The 9 trees are affected by works in Interim Scheme Q. Of the 9 affected trees, 2 trees will be transplanted (to area within this LR) and 7 trees will be felled according to the latest detailed tree survey results.

Transportation Corridor – Canton Road (LCA5.2) will experience moderate adverse impact significance during the construction stage without mitigation measures. Impact includes shallow excavation and backfilling for underground utilities diversion, road widening works and road junction improvement works. However, the effect is temporary as no landscaping character area will be permanently affected except 7 trees along Canton Road will be felled.

7.9.16 Transportation Corridor – West Kowloon Highway (LCA5.1) will experience moderate adverse impact significance during the construction stage without mitigation measures. The proposed viaducts are all located within this LCA, and therefore the existing trees and other vegetation at locations of the proposed viaducts will be affected. Impact includes excavation, ELS, backfilling, temporary works and associated structural works. Most works will be conducted on the West Kowloon Highway. However, the effect is temporary and the works mainly affects the area of the new road alignment which has an area of about 4,800m². 482 trees are within the works areas and 334 of which will be affected (31 trees to be transplanted and 303 trees to be felled). No district open space is affected.

Insubstantial Impact Significance

7.9.17 All other landscape resources and character areas as follows are considered to have insubstantial impact significance as they are unaffected by the works due to their locations.

l LR1.5 –Roadside Amenity Planting Areas – Austin Road West and Jordon Road

l LR3.2 – Urban Recreational Areas – Southbound

l LCA2 – City Mixed Urban Grid Urban

l LCA3 – Ongoing Development

l LCA7 – Urban Recreational

l LCA8 – Urban Commercial

l LCA10 – Late 20C/ Early 21C Commercial – Residential Complex

Landscape Impact Significance during Operational Phase without Mitigation

Substantial Adverse Impact Significance

7.9.18 Roadside Amenity Planting Areas along West Kowloon Highway (LR1.1) will experience substantial adverse impact significance without mitigation because of the loss of large number of trees.

Slight Adverse Impact Significance

7.9.19 Roadside Amenity Planting Areas along Canton Road (LR1.3) will experience slight adverse impact significance in the operation phase. Out of the existing 74 trees, only 9 trees will be affected due to the construction (all common species with a moderate to low maturity and low to medium amenity value) along Canton Road. Out of the 9 affected trees, 7 will be felled and 2 will be transplanted within the same LR. These 9 trees are unavoidably affected because they are located on the existing footpath that will become carriageway under the proposed road widening works.

Insubstantial Impact Significance

7.9.20 Transportation Corridor – Canton Road (LCA5.2) will experience an impact that is insubstantial because of the small scale of road widening and junction improvement works. In this stage the proposed works should be able to blend in with the surrounding transportation corridor landscape environment. Additional vehicular traffic caused during construction stage should be cleared. As this is a road improvement works project, the transportation corridor and vehicular circulation should improve and become more efficient. It is expected to have insubstantial impact significance from the newly proposed road works as no landscaping character area will be permanently lost.

Slight Adverse Impact Significance

7.9.21 Transportation Corridor – West Kowloon Highway (LCA5.1) will experience an irreversible direct impact as the proposed works are located within this LCA. In this stage the proposed works should be able to blend in with the surrounding transportation corridor landscape environment. Additional vehicular traffic caused during the construction stage should be cleared. As this is a road improvement works project, the transportation corridor and vehicular circulation should improve and become more efficient. The only impact on the landscape is the deterioration of view due to loss of green amenity. It is expected to have slight adverse impact significance from the newly proposed unsightly hard structures which has a landscape area of about 4,800m².

Insubstantial Impact Significance

7.9.22 All other landscape resources and character areas as indicated in the following are considered to have insubstantial impact significance as they are unaffected by the works due to their distance from the site works or their compatibility with the finished works.

l LR1.5 –Roadside Amenity Planting Areas – Austin Road West and Jordon Road

l LR3.2 – Urban Recreational Areas – Southbound

l LCA2 – City Mixed Urban Grid Urban

l LCA3 – Ongoing Development

l LCA7 – Urban Recreational

l LCA8 – Urban Commercial

l LCA10 – Late 20C/ Early 21C Commercial – Residential Complex

Landscape and Visual Mitigation Measures

7.9.23 The recommended mitigation measures are described below:

Construction phase mitigation measures should be adopted from the commencement of construction throughout the entire construction period. Proposed construction phase mitigation measures (CM) include:

· CM1 – Minimize the construction period as far as possible, so as to reduce the duration of impact.

· CM2 – The works limit should be clearly defined to avoid further impact on adjacent offsite landscapes. Screens or hoardings around the site limit should be in visually unobtrusive colours to screen the proposed works.

· CM3 – Protection of preserved trees identified in the tree survey under this Project based on the recommendation of detailed tree assessment report and the approval of Tree Removal Application under ETWB TCW No. 3/2006 – Tree Preservation.

· CM4 – Unavoidable trees affected by the works and considered for transplant where feasible in accordance with ETWB TCW No. 3/2006 – Tree Preservation, should be maintained until the end of the establishment period.

7.9.24 The following mitigation measures should be adopted during the detailed design stage and built as part of the construction works. The full effect of these measures may not be appreciated until a few years it is implemented. A proposed operational phase mitigation measure (OM) includes:

· OM1 – Compensatory planting will be provided in accordance with ETWB TCW 3/2006 to mitigate potential impact on existing landscape resource of trees. The potential planting areas are shown in Figure 7.6a to 7.6e, which will be further refined subject to detailed designs of the project. The compensatory planting refers to trees only, while shrubs and climbers are categorized under OM2 below.

· OM2 – Provide vertical greening at piers of elevated roads and shrub planting near amenity planting strips to soften the hard landscape (e.g. climber and shrub for hiding central dividers), shown in Figure 7.71 to 7.78.

· OM3 – An aesthetically pleasing, integrated design in terms of form, textures, finishes, colours, and landscaping of the proposed development components and associated structures should be compatible with the existing surroundings. The mitigation measures are to adopt similar built-forms, configurations and aesthetic appearance as the nearby structures for the newly proposed viaducts. In fact, the structural form, landscaping, and aesthetic appearance of the highway structures of Scheme H(A), Scheme H(B), Scheme I, & Scheme J was approved by the Advisory Committee on the Appearance of Bridges and Associated Structures (ACABAS) during the 352^nd ACABAS meeting held on 21 May 2013.

7.9.25 According to ETWB TCW 3/2006 Compensatory planting of a ratio no less than 1:1 in terms of quality and quantity will be provided for any potential tree felling within the site as far as possible. Thus, 410 heavy standard trees must be planted to compensate the trees felled in LR1.1 and LR1.3. The locations are shown in Figure 7.6a to 7.6e. It should be noted that any tree protection, tree transplanting and compensation tree planting proposal will be submitted to relevant Government Departments for approval.

Landscape Impact during Construction Phase with Mitigation

7.9.26 The significance thresholds of residual impact upon mitigation during construction phase after mitigation have been assessed and summarised below. Recommended mitigation measures are detailed in Section 7.9 and a summary of the assessment is presented in Table 7.4.

Slight Adverse Impact Significance

7.9.27 Roadside Amenity Planting Areas and Transportation Corridor along Canton Road (LR1.3 and LCA5.2) will be affected during construction. Approximately 9 out of 74 trees will be affected, of which 7 trees is recommended for felling and 2 trees are recommended for transplanting. Most of the affected trees are common medium or low amenity value trees. No LCSD champion trees or OVTs were found within the proposed works area.

The affected trees will either be transplanted or compensated by compensatory planting. This LR comprises of carriageway and footpath in Canton Road, and all suitable landscape areas for planting on the existing footpath are already planted with trees. As a result, the compensatory planting are located off-site. The impact significance for this LR will be slight adverse during the construction phase. 9 trees are unavoidably affected because they are located on the proposed carriageway under the road widening works.

7.9.28 Roadside Amenity Planting Areas along the West Kowloon Highway (LR1.1) will be affected during construction. In total 334 out of 482 assessed trees will be affected due to the works. With the mitigation measures, 31 of which will be transplanted. Most of the affected trees are common medium or low amenity value trees. No LCSD champion trees or OVTs were found within the proposed works area.

7.9.29 All affected trees which are to be removed, will be either transplanted or compensated by compensatory planting. Approximately 39% of the compensated trees will be located off-site outside the works limit, because the suitable landscape areas within this LR1.1 (West Kowloon Highway) are inadequate to cater for all the compensatory trees. The impact significance is substantial adverse.

7.9.30 Removal of trees is unavoidable in this LR, as the existing trees are in direct conflict with the alignment of the proposed roads. However, the landscape impacts are reduced and minimized. In excavation for pile cap construction, lateral support systems will be adopted instead of open cut method to reduce the numbers of trees affected. 148 trees are retained on works area within this LR. When tree removal is unavoidable, transplanting is considered. 31 trees will be transplanted within the same works area in this LR. For trees that need to be removed and transplant is not feasible, 410 compensatory trees will be planted. The compensatory trees will be planted within the same works area as far as practicable (about 61%).

7.9.31 Transportation Corridor – West Kowloon Highway (LCA5.1) will experience direct impact from the works area as it is located mainly in this LCA. 343 trees will inevitably be removed along the alignment of the proposed roads under the Project. Most works will be conducted on the West Kowloon Highway along these routes. With the mitigation measures implemented in the LCA, the impact significance during the construction stage is considered to be moderate adverse as an landscape area of about 4,800m² will be permanently affected.

7.9.32 While impact to landscape character is unavoidable due to direct conflict with the proposed roads, it is reduced and minimized. Existing trees are retained on site, otherwise transplanting and compensatory plantings are adopted. The newly proposed viaducts will adopt similar built-forms and configurations that will be compatible with the surroundings.

Insubstantial

7.9.33 All other landscape resources and character areas are considered to have insubstantial impact significance as they are unaffected by the works.

Landscape Impact during Operational Phase with Mitigation

7.9.34 During the operational phase, mitigation measures will be utilized to restore the landscape to its original amenity value as far as practicable. Total 410 compensatory trees will be provided. Mitigation measures provided are stated above in Section 7.9.26.

7.9.35 However, about 39% of compensatory planting will be located off-site outside the works limit. Therefore, adverse impacts still exist after mitigation in LR1.1, LR1.3, LCA5.1 and LCA5.2. Most of the proposed works are located in these LR/LCAs. Works limit of the Project in these LR/LCAs are mainly areas of existing carriageways in West Kowloon Highway and Canton Road. As a result, there are inadequate landscape areas within the works limit to cater for all the compensatory trees and off-site compensatory planting is unavoidable. Though impact is unavoidable, mitigation measures are adopted to reduce and minimize the impact. Recommended mitigation measures are detailed in Section 7.9.25 and summary of the assessment is presented in Table 7.4.

7.9.36 All other LCAs and LRs as listed below will experience insubstantial residual impact significance with mitigation during the operational phase (Day 1) and the operation phase (Year 10) as detailed in Table 7.4:

l LR1.5 –Roadside Amenity Planting Areas – Austin Road West and Jordon Road

l LR3.2 – Urban Recreational Areas – Southbound

l LCA2 – City Mixed Urban Grid Urban

l LCA3 – Ongoing Development

l LCA7 – Urban Recreational

l LCA8 – Urban Commercial

l LCA10 – Late 20C/ Early 21C Commercial – Residential Complex

Management and Maintenance Responsibility of the Mitigation Measures

7.9.37 During the construction stage, the project proponent (i.e. Highways Department, and its consultant and contractor) will be responsible for the management and maintenance of the mitigation measures, including but not limited to those that are incorporated into the EIA, EM&A Manual, and EP.

7.9.38 During the operation stage, Highway Department as the overall management and maintenance authority for all public roads in Hong Kong will be responsible for management and maintenance of the works, which are all public roads and footpaths, constructed under this project. Highway Department will provide the necessary maintenance to ensure that the aesthetic appearance of the highway structures (including Scheme H(A), Scheme H(B), Scheme I, Scheme J) as approved by ACABAS is maintained. Responsibility to maintain the vegetation and hard landscape features are shared among various Government departments based on the policy as set out in ETWB TCW No. 2/2004.

7.9.39 In particular: -

· Highways Department will be responsible for maintenance of the vegetation within the boundary of expressways;

· Other Government department(s) will be responsible for maintenance of the vegetation within public roads and footpaths (except those vegetation within the boundary of expressways which will be maintained by Highways Department) in accordance with ETWB TCW No. 2/2004.

7.9.40 Highway Department and other Government department(s) will be responsible for maintenance of the various hard landscaping features of Scheme H(A), Scheme H(B), Scheme I, Scheme J, and Interim Scheme Q in accordance with the provisions set out in ETWB TCW No. 2/2004.

Cumulative Landscape Impacts

7.9.41 Cumulative landscape impacts during the construction and operation phase of the Project and other concurrent projects at the vicinity are assessed. The concurrent projects are listed in Section 2.4 and Section 7.7. These projects are studied as LR7 and LCA3 for this EIA as construction sites or undeveloped areas, and are assessed as having insubstantial impacts as shown in Table 7.4.

7.9.42 The key concurrent projects identified are XRL, CKR, Road Works at West Kowloon (RWWK) and WKCD. They are designated projects under the EIAO, in which landscape impacts will be assessed and reduced/minimized with mitigation measures.

Table 7.4 Summary of the Assessment of Landscape Resources and Landscape Character Areas

Ref No.	Landscape Resources/ Landscape Character Areas	Magnitude of Change		Sensitivity	Impact Significance* BEFORE Mitigation		Recommended Mitigation Measures	Impact Significance* AFTER Mitigation
		Construction	Operation		Construction	Operation		Construction	Operation (Day 1)	Operation (Year 10)
Landscape Resources
LR1.1	Roadside Amenity Planting Areas - WKH	Large	Large	Medium	Substantial	Substantial	CM2, 3, 4, OM1-3	Substantial	Moderate	Slight
LR1.3	Roadside Amenity Planting Areas – Canton Street,	Small	Small	Medium	Moderate	Slight	CM2, 3, 4, OM3	Slight	Slight	Insubstantial
LR1.5	Roadside Amenity Planting Areas – Austin Road West and Jordon Road	Negligible	Negligible	Low	Insubstantial	Insubstantial	n/a	Insubstantial	Insubstantial	Insubstantial
LR3.2	Urban Recreational Areas - Southbound	Negligible	Negligible	High	Insubstantial	Insubstantial	n/a	Insubstantial	Insubstantial	Insubstantial

Ref No.	Lanscape Resources/ Landscape Character Areas	Magnitude of Change		Sensitivity	Impact Significance* BEFORE Mitigation		Recommended Mitigation Measures	Impact Significance* AFTER Mitigation
		Construction	Operation		Construction	Operation		Construction	Operation (Day 1)	Operation (Year 10)
Landscape Character Areas
LCA2	City Mixed Urban Grid Urban	Negligible	Negligible	Medium	Insubstantial	Insubstantial	n/a	Insubstantial	Insubstantial	Insubstantial
LCA3	Ongoing Development	Negligible	Negligible	Low	Insubstantial	Insubstantial	n/a	Insubstantial	Insubstantial	Insubstantial
LCA5.1	Transportation Corridor – West Kowloon Highway	Medium	Small	Medium	Moderate	Moderate	CM2-4, OM1-3	Moderate	Moderate	Slight
LCA5.2	Transportation Corridor – Canton Road	Medium	Small	Medium	Moderate	Insubstantial	CM2-4, OM3	Slight Adverse	Insubstantial	Insubstantial
LCA7	Urban Recreational	Negligible	Negligible	High	Insubstantial	Insubstantial	n/a	Insubstantial	Insubstantial	Insubstantial
LCA8	Urban Commercial	Negligible	Negligible	Medium	Insubstantial	Insubstantial	n/a	Insubstantial	Insubstantial	Insubstantial
LCA10	Late 20C/ Early 21C Commercial-Residential Complex	Negligible	Negligible	Medium	Insubstantial	Insubstantial	n/a	Insubstantial	Insubstantial	Insubstantial

*Remark: All impact significances refer to adverse impact significances.

7.10 Visual Assessment

7.10.1 The visual assessment is separated into two areas – the area around Scheme H, I, and J and the area around Interim Scheme Q and Road Junction Improvement Works

Scheme H, I, and J

7.10.2 A total of 17 representative VSRs are identified. These locations are chosen to illustrate the worst case scenario as they are the located closest to the works, and therefore should have the highest impact. The representative VSRs within the ZVI are mapped in Figure 7.4. Views experienced in the respective VSRs are shown in Figure 7.7c. For the ease of reference, each VSR is given a distinct number which is used in the following text, figures and tables. Each VSR will be described by type (residents, workers, travellers, outdoor leisure activity participant or community), the height of the building, and their approximate distance to the closest source. Identified VSRs are listed in Table 7.5.

7.10.3 Potential sources of visual impact arising from this Project are stated in Section 7.9. As different areas have different works programme, this may result in varying levels of visual impact during construction and operational phases.

Cumulative Impact from Concurrent Projects

7.10.4 The concurrent projects are listed in Section 2.3. Most of these are construction sites or undeveloped areas. The ongoing construction works of concurrent projects are located at the ground level. As most of the VSRs are located in high-rise buildings, it is possible for them to overlook the construction to view the open port vista beyond. Hence, many of the receivers have a fair rating for their existing views which may change after the completion of the multiple concurrent projects nearby.

Table 7.5 Description of VSRs around Scheme H, I, and J

VSR	Description	Closest Impact Source
1	Residents at Island Harbourview – A group of 39-storey residential buildings approximately 135m away from the impact source. These VSRs will be able to view the works from above. As one ascends, the viewing distance increase, but the amount of potential blockage from roadside trees decreases.	Scheme H Part A) northern section
2	Workers and Travellers at Olympic Station (MTR) – MTR station, part of Tung Chung Line, situated approximately 1m away from the impact source. Aside from traffic signs there are few viewing blockages to the site. Fortunately, there are also very few windows to allow VSRs to view the proposed works area, being located close to staff entrances and emergency exits. Most VSRs will not stay for long in the areas where windows are located.	Scheme H (Part A) northern section
3	Travellers along West Kowloon Highway – northward bound travellers on West Kowloon Highway about 1m away from the impact source. There is no potential blockage for this type of VSR. However, the time duration exposed to these works are few as this is a highway.	Scheme H (Part A) northern section
4	Outdoor leisure activity participant at Olympian City Phase II podium garden – garden located 3 storeys above ground, located approximately 95m from the closest impact source. A line of roadside amenity planting can block part of the works from view. Another line of short shrubs planted on the perimeter of the playground on the roof may also block the view from this VSR.	Scheme H (Part A)
5	Travellers along Hoi Fai Road – mainly workers and heavy goods vehicles travel along this route. It is situated approximately 10m away from the impact source. A line of amenity trees separating Hoi Fai Road from West Kowloon Highway can block the view. These travelers are mostly in vehicles; hence the duration exposed to the works will not be long.	Scheme H (Part A) northern section
6	Community at HKMA David Li Kwok Po College – An 8-storey high school situated about 186m away from the impact source. The works will be partially blocked by an existing construction site, roadside amenity planting and highway or school infrastructure. It cannot be seen in the classrooms, only seen by the stairs or corridors on the higher floors or school roof. Therefore, the duration exposed to the works will be fairly short.	Scheme J
7	Community at Polyu Hong Kong Community College – A 15-storey community college situated about 281m away from the impact source. Roadside amenity planting and the existing construction site aids in blocking the view of the works and making it more compatible with its surroundings respectively. As one ascends, the impact may increase due to decrease viewing blockage from above.	Scheme J
8	Workers at Civil and Service Headquarters – An 8-storey office and training facilities located about 103m away from the impact source. Part of the works will be blocked from view due to roadside amenity planting. As this VSR is mostly surrounded by construction site, the proposed works will be compatible during the operation and construction phase.	Scheme J
9	Travellers along Jordan Road and Nga Cheung Road Junction – heavily travelled vehicular route located about 1m away from the impact source. The elevated pedestrian footpath to be affected is rarely used. Therefore, travellers mainly consist of vehicular travellers with a short duration impact. There will be a partial view blockage from existing highway infrastructure.	Scheme H (Part B)
10	Residents at Sorrento – A group of 81-storey high rise residential buildings located approximately 41m away from the closest impact source. As this building is quite tall, most of the works can be seen from above. The works further away (Scheme J) can be partially blocked by roadside amenity planting. For the higher floors, the view itself may be partially blocked by the angle of visibility.	Scheme H (Part B)
11	Workers at the International Commerce Centre – A 118-storey high rise office tower located approximately 68m away from the closest impact source. As this building is quite tall, most of the works can be seen from above. There may be some view blockage cause by large advertisement signs at the lower floors. For the higher floors, the view itself may be partially blocked by the angle of visibility.	Scheme I
12	Residents at The Cullinan – A 68-storey high rise residential building located about 23m away from the closest impact source. As this building is quite tall, most of the works can be seen from above. There may be some view blockage cause by large advertisement signs at the lower floors. For the higher floors, the view itself may be partially blocked by the angle of visibility.	Scheme H (Part B)
13	Workers at CLP Power Centenary Substation at To Wah Road – A 9-storey office building located about 50m away from the closest impact source. Part of the works will be blocked from view via highway infrastructure and roadside amenity planting.	Scheme H (Part B)
14	Residents at Charming Garden – A group of 24-stoery high rise residential buildings located about 150m away from the closest impact source. The works can be seen clearer on higher floors. It is partially blocked from the existing construction site and roadside amenity planting.	Scheme H (Part A) southern section, Scheme J
15	Residents at Park Avenue and Central Park – A 51-storey high rise residential complex located about 140m away from the closest impact source. The works can be seen clearly from above on higher floors. There’s minimal blockage from traffic signs, roadside amenity planting and passing vehicles.	Scheme H (Part A) southern section
16	Workers at HSBC Centre Tower – An 18-storey office building located about 120m away from the closest impact source. The works can be seen from above on higher floors. The view of the works will be partially blocked by surrounding buildings and infrastructure, such as the Olympic MTR Station.	Scheme H (Part A) northern section
17	Resident at The Coronation – A 38-storey high rise residential building located about 300m away from Scheme J, the closest impact source. The works can be seen clearly from higher floors. There is minimal blockage from roadside amenity planting and passing vehicles.	Scheme J

Magnitude of Change for VSRs

7.10.5 Each VSR experiences various threshold of magnitude of change, ranged from negligible to intermediate. The criteria of the evaluation are listed in Section 7.4. The summary of the magnitude of change for the VSRs is shown in Table 7.6. All changes are well-compatible with the surroundings and irreversible. The duration of impact for all changes is temporary in the construction phase and permanent in the operation phase. Due to the temporary nature, all VSRs have small to negligible magnitude of change in the construction phase. The evaluation for the operation phase is further explained as follows:

Intermediate Magnitude of Change

7.10.6 Although all changes are well-compatible with the surroundings, VSR3, 5, 9, 10, 11, 12, and 13, are determined to have intermediate magnitude of change due to their close distance to the works. Furthermore, it is expected that there is no potential blockage to the views and the VSRs are likely to see the works clearly.

Small Magnitude of Change

7.10.7 VSR 2 is determined to have small magnitude of change due to further distances from the changes.

Negligible Magnitude of Change

7.10.8 The rest of the VSRs have negligible magnitude of change due to long distances from the changes (around 200m to 300m). Moreover, there are potential or full blockade of the views from roadside amenity planting and passing vehicles.

Table 7.6 Magnitude of Change for the identified VSRs for Scheme H, I, and J

VSR No.	Key Visual Sensitive Receivers	Compatibility (Good/Fair/ Poor)	Duration of Impact		Scale of Development (Large/ Medium/ Small)	Reversibility of Change (reversible/ irreversible)	Approximated Viewing Distance	Roadside Amenity Planting as Mitigation Measure (Yes/No)	Magnitude of Change (Large/ Intermediate/ Small/ Negligible)
			Construction	Operation					Construction	Operation
1	Island Harbourview	Good	Temporary	Permanent	Small	irreversible	200m	No	Negligible	Negligible
2	Olympic Station	Good	Temporary	Permanent	Medium	irreversible	50m	No	Negligible	Small
3	West Kowloon Highway	Good	Temporary	Permanent	Large	irreversible	N/A	No	Small	Intermediate
4	Olympic City Phase II Podium Garden	Good	Temporary	Permanent	Medium	irreversible	100m	No	Negligible	Negligible
5	Hoi Fai Road	Good	Temporary	Permanent	Large	irreversible	N/A	No	Small	Intermediate
6	HKMA David Li Kwok Po College	Good	Temporary	Permanent	Small	irreversible	200m	No	Negligible	Negligible
7	Polyu Hong Kong Community College	Good	Temporary	Permanent	Small	irreversible	320m	No	Negligible	Negligible
8	Civil and Service Headquarters	Good	Temporary	Permanent	Medium	irreversible	100m	No	Negligible	Small
9	Jordan Road and Nga Cheung Road Junction	Good	Temporary	Permanent	Large	irreversible	N/A	No	Negligible	Intermediate
10	Sorrento	Good	Temporary	Permanent	Medium	irreversible	<50m	No	Small	Intermediate
11	International Commerce Centre	Good	Temporary	Permanent	Medium	irreversible	<50m	No	Small	Intermediate
12	The Cullinan	Good	Temporary	Permanent	Medium	irreversible	<50m	No	Small	Intermediate
13	CLP Power Centenary Substation at To Wah Road	Good	Temporary	Permanent	Medium	irreversible	<50m	No	Small	Intermediate
14	Chatming Garden	Good	Temporary	Permanent	Small	irreversible	150m	No	Negligible	Negligible
15	Park Avenue/ Central Park	Good	Temporary	Permanent	Small	irreversible	120m	No	Negligible	Negligible
16	HSBC Centre Tower	Good	Temporary	Permanent	Small	irreversible	200m	No	Negligible	Negligible
17	The Coronation	Good	Temporary	Permanent	Small	irreversible	300m	No	Negligible	Negligible

Sensitivity to Change for VSRs

7.10.9 The summary of the deciding factors of sensitivity and the corresponding results for each VSR is shown in Table 7.7.

Table 7.7 Summary of the Deciding Factors of Sensitivity for Scheme H, I, and J

VSR	Key Visual Sensitive Receivers	Type of VSRs	No. of Individuals (Many/ Medium/ Few)	Quality of Existing View (Good/Fair/Poor)	Availability of Alternative Views (Yes/No)	Degree of Visibility (Full/Partial/ None)	Frequency of View	Sensitivity
1	Island Harbourview	Residential	Many	Good	Yes	Full	Frequent	High
2	Olympic Station	Travellers	Many	Fair	Yes	Full	Occasional	Low
3	West Kowloon Highway	Travellers	Many	Fair	Yes	Full	Frequent	Low
4	Olympic City Phase II Podium Garden	Outdoor leisure activity participant	Many	Good	Yes	Full	Occasional	Medium
5	Hoi Fai Road	Travellers	Medium	Fair	Yes	Full	Occasional	Low
6	HKMA David Li Kwok Po College	Community/ Government Institutional	Medium	Fair	Yes	None	Occasional	Low
7	Polyu Hong Kong Community College	Community/ Government Institutional	Medium	Fair	Yes	None	Occasional	Low
8	Civil and Service Headquarters	Workers	Medium	Fair	Yes	None	Occasional	Low
9	Jordan Road and Nga Cheung Road Junction	Travellers	Medium	Fair	Yes	Full	Frequent	Low
10	Sorrento	Residential	Many	Good	Yes	Full	Frequent	High
11	International Commerce Centre	Workers	Medium	Good	Yes	Full	Frequent	Medium
12	The Cullinan	Residential	Many	Good	Yes	Full	Frequent	High
13	CLP Power Centenary Substation at To Wah Road	Workers	Medium	Fair	Yes	Full	Occasional	Medium
14	Chatming Garden	Residents	Many	Fair	Yes	Full	Occasional	High
15	Park Avenue/ Central Park	Residents	Many	Good	Yes	Full	Frequent	High
16	HSBC Centre Tower	Workers	Medium	Fair	Yes	Full	Occasional	Medium
17	The Coronation	Residents	Many	Fair	Yes	Partial	Occasional	Medium

7.10.10 Interim Scheme Q and Road Junction Improvement Works

A total of 14 representative VSRs are identified. The representative VSRs within the ZVI are mapped in Figure 7.4. Views experienced in the respective VSRs are shown in Figure 7.7d. For the ease of reference, each VSR is given a distinct number which is used in the following text, figures and tables. Each VSR will be described by type (residents, workers, travellers, outdoor leisure activity participant or community), the height of the building, and their approximate distance to the closest source. Identified VSRs are listed in Table 7.8.

Table 7.8 Description of VSRs around Interim Scheme Q and Road Junction Improvement Works

VSR	Description	Closest Impact Source
18	Travellers along Jordan Road – pedestrians and vehicular users on Jordan Road situated about 1m away from impact source. The view is a typical transportation landscape of clear roads. There are no long distance views available. Along Jordan Road towards the west, building crowd along the road, leaving space only for pedestrian pathways. To the east, is construction hoarding crowing along the road, leaving space only for rarely used pedestrian pathways.	Road Junction Improvement Works
19	Travellers along Ferry Street – pedestrians and vehicular users on Jordan Road situated about 10m away from impact source. Similar to VSR18, the view of the road is clear, but long distance views are not available. Buildings crowd along both sides of Ferry Street, interspersed with construction hoarding on both sides. Taller buildings can be seen jutting from the skyline behind the hoardings.	Road Junction Improvement Works
20	Outdoor leisure activity participant at King George V Memorial Park – public park located at the junction of Canton Road and Jordan Road, situated approximately 2m away from the impact source. This is a typical view of a busy intersection framed with the foliage from the crowns of taller trees in the park. There are no long distance views available. Construction hoarding buildings and passing vehicles obstruct the views towards Austin Station Man Wah Building, Austin Station and taller residential buildings by Olympic Station can be seen jutting out from behind the low-rise buildings and construction hoarding.	Road Junction Improvement Works
21	Workers at Kwun Chung Municipal Service Building – An 8-storey high government building, which contains a wet and cooked foods market and a sports centre, about 20m away from the impact source. Residents here have a clear street view of the busy Canton Road. Although there are shrubs and tree plantings in front of the building, it cannot completely hide the traffic or the high-rises beyond the construction site.	Interim Scheme Q
22	Residents at Wai On Building – A 6-storey old residential building situated about 2m away from the impact source. Residents here have a clear street view of the busy Canton Road. Although there are shrubs and tree plantings in front of the building, it cannot completely hide the traffic or the high-rises beyond the XRL and WKCD construction site.	Interim Scheme Q
23	Travellers along Canton Road – pedestrians and vehicular users on Canton Road situated about 1m away from impact source. Both sides of the road tend to be crowded with buildings or construction hoarding, interspersed with green areas such as George V Memorial Park. This creates a tunnel vision that encourages the viewer to look down the road.	Interim Scheme Q
24	Residents at Victoria Towers – A 62-storey high-rise residential complex situated about 2m away from the impact source. As one of the taller high-rises around Canton Road, additional height allows one to view the quite a length of Canton Road and over the construction hoarding of the WKCD site clearly. Nearby buildings, being lower than Victoria Towers, will not block the view.	Interim Scheme Q
25	Community at Lai Chack Middle School and Canton Road Government Primary School – A 6-storey middle school located about 2m away from the impact source. The height of the school cannot compete with the heights of office buildings across Canton Road. Hence, the views closest to the sea are blocked. The views are limited to the street views of Canton Road.	Interim Scheme Q
26	Outdoor leisure activity participant at Canton Road Playground – a children’s playground located by schools at approximately 2m away from the impact source. The playground is located atop of a short flight of stairs. The additional height gives the viewers a longer view of Canton Road. However, as the playground is surrounded by tall buildings and a ramp, longer, wider views are blocked.	Interim Scheme Q
27	Workers at Lifung Tower – A 15-storey office building with underground parking located approximately 2m away from the impact source. The view towards Canton Road is limited by the school and the ramp of the flyover. Higher floors could look over the ramp into the green slope on the edge of Kowloon Park. There are no long distance views or vistas.	Interim Scheme Q
28	Residents at Man Wah Building – An 18-storey residential building located approximately 80m away from the impact source. The Man Wah Building faces a bus terminal that is usually empty. Further across the terminal, the construction site of WKCD and XRL and Canton Road can be seen. Views are limited by the tall buildings on the East side of Ferry Street. Most of this view is dominated by construction sites and busy roads.	Road Junction Improvement Works
29	Residents at Yue Tak Building – A 16-storey residential building located approximately 15m away from the impact source. The view is partially blocked the King George V Memorial Park and its facilities and buildings along Jordan Road and Canton Road. Beyond the busy intersection of Canton Road and Jordan Road, construction hoarding blocks the view towards the East. The Austin Station and high-rises by Olympic Station can be seen in the background, blocking out most of the sky.	Road Junction Improvement Works
30	Residents at the committed residential developments above Austin Station – A major residential development located at KIN No. 11126 and 11129. The development is expected to be completed in phases up to 2014, which is within the construction period of this Project. The residents are expected to clearly oversee the construction of Interim Scheme Q.	Interim Scheme Q
31	Working staff at Tsim Sha Tsui Fire Station and Regional Office of Fire Service Department – A 15-storey government institutional building located approximately 2m away from the impact source. The view towards Canton Road is limited by the school and the ramp of the flyover. Higher floors could look over the ramp into the green slope on the edge of Kowloon Park. There are no long distance views or vistas.	Interim Scheme Q

Magnitude of Change for Identified VSRs

7.10.11 Each VSR experiences various threshold of magnitude of change, ranged from negligible to intermediate. The criteria of the evaluation are listed in Section 7.4. The summary of the magnitude of change for the VSRs is shown in Table 7.9. All changes are well-compatible with the surroundings, irreversible, and very close to the VSRs. The duration of impact for all changes is temporary in the construction phase and permanent in the operation phase. The evaluation is further explained as follows:

Intermediate

7.10.12 Although all changes are well-compatible with the surroundings and small in scale, all except VSR 21 and 30 are determined to have intermediate magnitude of change due to their close distance to the changes. Furthermore, it is expected that there is no potential blockage to the views and the VSRs are likely to see the works clearly.

Small

7.10.13 VSR 21 is determined to have small magnitude of change because it locates 10 m from the concerned area and there is some roadside amenity planting as mitigation measure.

Negligible

7.10.14 VSR 30 has negligible magnitude of change as it is consider as a concurrent residential development project with the Project. Thus, the impact of the permanent change is negligible.

Table 7.9 Magnitude of Change for the identified VSRs for Interim Scheme Q and Road Junction Improvement Works

VSR No.	Key Visual Sensitive Receivers	Compatibility (Good/Fair/ Poor)	Duration of Impact		Scale of Development (Large/ Medium/ Small)	Reversibility of Change (reversible/ irreversible)	Approximated Viewing Distance	Roadside Amenity Planting as Mitigation Measure(Yes/No)	Magnitude of Change (Large/ Intermediate/ Small/ Negligible)
			Construction	Operation					Construction	Operation
18	Jordan Road	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
19	Ferry Street	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
20	King George V Memorial Park	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
21	Kwun Chung Municipal Services Building	Good	Temporary	Permanent	Small	irreversible	10m	Yes	Negligible	Small
22	Wai On Building	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
23	Canton Road	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
24	The Victoria Towers	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
25	Lai Chack Middle School and Canton Road Government Primary Schooll	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
26	Canton Road Playground	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
27	Lifung Tower	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
28	Man Wah Building	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
29	Yue Tak Building	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate
30	Developments above Austin Station	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Negligible	Negligible
31	Tsim Sha Tsui Fire Station and Regional Office of Fire Service Department	Good	Temporary	Permanent	Small	irreversible	N/A, very close	No	Small	Intermediate

Sensitivity to Change for VSRs

7.10.15 The summary of the deciding factors of sensitivity and the corresponding results for each VSR is shown in Table 7.10.

7.10.16 The ongoing construction works located at the ground level. As most of these VSRs are located in high-rise buildings, it is possible for them to overlook the construction to view the open port vista beyond. Hence, many of the receivers have a fair rating for their existing views which may change after the completion of the Project.

Table 7.10 Summary of the Deciding Factors of Sensitivity for Interim Scheme Q and Road Junction Improvement Works

VSR	Key Visual Sensitive Receivers	Type of VSRs	No. of Individuals	Quality of Existing View	Availability of Alternative Views	Degree of Visibility	Frequency of View	Compatibility to Surroundings	Scale of Impact	Sensitivity
18	Jordan Road	Travellers	Many	Poor	Yes	Full	Frequent	High	Small	Low
19	Ferry Street	Travellers	Many	Poor	No	Full	Frequent	High	Small	Low
20	King George V Memorial Park	Outdoor leisure activity participants	Many	Good	Yes	Full	Occasional	Low	Small	High
21	Kwun Chung Municipal Services Building	Community	Medium	Good	Yes	Full	Glimpse	Medium	Small	Medium
22	Wai On Building	Residents	Medium	Fair	Yes	Full	Frequent	Low	Small	High
23	Canton Road	Travellers	Many	Poor	No	Full	Very Frequent	High	Small	Low
24	The Victoria Towers	Residents	Many	Good	Yes	Full	Frequent	Low	Small	High
25	Lai Chack Middle School and Canton Road Government Primary Schooll	Community	Medium	Fair	Yes	Full	Frequent	Medium	Small	Medium
26	Canton Road Playground	Outdoor leisure activity participants	Few	Fair	Yes	Full	Frequent	Low	Small	Medium
27	Lifung Tower	Workers	Medium	Fair	Yes	Full	Frequent	Medium	Small	Medium
28	Man Wah Building	Residents	Medium	Fair	Yes	Full	Frequent	High	Small	High
29	Yue Tak Building	Residents	Medium	Fair	Yes	Partial	Frequent	High	Small	High
30	Developments above Austin Station	Residents	Many	Fair	Yes	Full	Frequent	High	Small	High
31	Tsim Sha Tsui Fire Station and Regional Office of Fire Service Department	Working staff	Medium	Fair	Yes	Full	Frequent	Medium	Small	Medium

Visual Impact during Construction Phase without Mitigation

7.10.17 The visual impact on the existing views during the construction phase may include the removal of existing roadside amenity planting, importation of building materials, and other activities associated with construction works. The assessment follows the proposed methodology set out in this report. The summary of visual impact significance can be found in Table 7.9 and 7.10.

Scheme H, I, and J

7.10.18 A new connection road from Hoi Po Raod to West Kowloon Highway Northbound will be built in Scheme H (Part A). The widening of Nga Cheung Road will be joined with the existing works in the Scheme H (Part B). Next to Scheme H (Part B), a new link road from Nga Cheung Road and West Harbour Crossing will be built in Scheme I. To the east of Scheme H (Part A), A new link road from West Kowloon Highway Southbound to Nga Cheung Road will be built in Scheme J. Due to the height of the surrounding buildings, the works of Scheme H and I can be clearly seen without significant blockade. It should be noted that although all the works will begin construction at approximately the same time, the construction of Scheme J would be complete earlier than the other schemes. However, the Central Kowloon Route construction would be expected to be started by that time. Thus the visual impact should remain about the same during the proposed works’ construction phase. The evaluation is explained below.

7.10.19 Residents of Sorrento and Cullinan (VSR 10 and VSR12) will experience reversible moderate adverse impact significance during the construction stage without mitigation measures. This is because these VSRs are located within close proximity to the proposed works with an intermediate magnitude of change. The works will potentially decrease the visual amenity of the typhoon shelter and the sea channel vistas. Also, the residents can view the proposed works from their homes, which could decrease their quality of life significantly. As these VSRs are located mostly in high rise buildings, they would be able to overlook most the construction activities at ground level.

7.10.20 Travellers along West Kowloon Highway and Hoi Fai Road, and workers at International Commerce Centre and CLP Centenary Substation at To Wah Road (VSR3, VSR5, VSR11 and VSR13) will experience slight adverse impact significance during the construction phase due to their brief impact period with a small magnitude of change and their relatively long viewing distance from the proposed site works. Their open views will not be blocked by the proposed works. As most of these VSRs are workers or travellers, they will not be exposed to the proposed works for a prolonged period of time. Therefore will not significantly decrease their quality of life.

7.10.21 For VSRs affected only by Scheme J (VSR6, 7, 8and 17) the concurrent project of Central Kowloon Route construction takes place in the same time period. Hence, it will make little difference to the existing view as it will only be a slight extension added to the existing construction area. Moreover, due to the blockade of surrounding planting, the works of Scheme J can hardly be seen. The impact significance for these VSRs will be insubstantial as both projects will have mitigation measures in place and have a certain distance from the works.

7.10.22 The rest of the VSRs will experience insubstantial impact significance as they have negligible magnitude of change.

Interim Scheme Q and Road Junction Improvement Works

7.10.23 The junction of Austin Road and Canton Road, the junction of Wui Cheung Road and Canton Road, and the junction of Jordan and Canton Road will be modified. The vehicular passages of these junctions will be widened. Due to height of the surrounding buildings and the close distance between the works and surrounding buildings, the works can be clearly seen without significant blockade. The evaluation is explained below.

7.10.24 Residents of Wai On Building, The Victoria Towers, Man Wah Building and Yue Tak Building, outdoor leisure activity participants at King George V Memorial Park and Canton Road playground and Canton Road Playground, and community at Lai Chack Middle School and Canton Road Government Primary School (VSR20, VSR22, VSR24, VSR25, VSR26, VSR28, VSR 29 and VSR 31) will experience moderate adverse impact significance during the construction stage without mitigation measures. This is because these VSRs are located within close proximity to the proposed works and can view the proposed works from their homes or place of relaxation, which could decrease their quality of life significantly.

7.10.25 All other VSRs will experience slight adverse or insubstantial impact significance during the construction phase due to their brief impact period. Most of these VSRs are exposed to the works from their workplace. Similarly, travellers on Canton Road, even with their close proximity to the impact source, will only be exposed for a short duration due to the small scale of the proposed works. Additionally, these VSRs have alternative views of similar visual amenity available.

Visual Impact during Operational Phase without Mitigation

7.10.26 The visual impact on the existing views during the operational phase may include operation of new roads and links, which is irreversible. Table 7.9 and 7.10 show the summary of the visual impact significance.

Scheme H, I, and J

7.10.27 Residents of Sorrento and the Cullinan and the workers of workers at International Commerce Centre and CLP Centenary Substation at To Wah Road (VSR 10, 11, 12 and 13) will overlook the entire Scheme H (part B) and Scheme I and will experience moderate adverse impact significance in the operation phase due to their intermediate magnitude of change and medium to high sensitivity. The view of the West Harbour Crossing Entrance and Yau Ma Tei Shelter will be permanently changed.

7.10.28 Travellers at Olympic Station and along West Kowloon Highway, Hoi Fai Road and Jordan Road (VSR2, VSR3, VSR5, and VSR9) will experience slight adverse impact significance. This is because the VSRs have small to intermediate magnitude of changes but low sensitivity. Moreover, the proposed work’s hard structures could be seen clearly without blockage or softening effect by vegetation. Piers are placed in parallel to the existing piers and will not overly affect the view of travellers. As these VSRs are mostly travellers, it is likely that they can only view these changes in a passing glimpse.

7.10.29 The impact significance for all other VSRs are insubstantial in the operational phase as they have negligible magnitude of change. The changes are compatible with the surrounding landscape and do not block existing amenity views.

Interim Scheme Q and Road Junction Improvement Works

7.10.30 Residents of Wai On Building, The Victoria Towers, Man Wah Building and Yue Tak Building, workers of Lifung Tower and Tsim Sha Tsui Fire Station and Regional Office of Fire Service Department, outdoor leisure activity participants at King George V Memorial Park and Canton Road playground and Canton Road Playground, and community at Lai Chack Middle School and Canton Road Government Primary School (VSR20, VSR22, VSR24, VSR25, VSR26, VSR27, VSR28, VSR 29 and VSR31) will experience moderate adverse impact significance in the operation phase without mitigation measures due to intermediate magnitude of changes and medium to high sensitivity to changes. The VSRs are expected to overlook the permanent changes of views. The impact is introduced by decreasing in amenity planting areas and creating a streetscape with no softening effect on the hard edges or a distinctive and clear separation between the pedestrian footpaths.

7.10.31 The rest of the VSRs will experience slight adverse impact significance for this option. The VSRs will have similar experience described above. However, as these VSRs are mostly travellers, they will have glimpse exposure to the changes and thus the impact significance of the VSRs is determined to be slight adverse.

Visual Impact during Construction Phase with Mitigation

7.10.32 Visual impact during construction is all irreversible. Recommended mitigation measures are detailed in Section 7.9. The potential significances of visual impact during the construction phase after mitigation and summarised below in Tables 7.11 and 7.12.

Scheme H, I, and J

7.10.33 Residents of Sorrento and the Cullinan (VSR 10 and 12) will experience slight adverse impact in the construction phase after mitigation due to high sensitivity for the VSRs. Despite the implementation of various mitigation measures, the VSRs are still expected to overlook the construction because of their height. The mitigation measures can only slightly improve the affected view.

7.10.34 Due to the fact that most VSRs will be able to view the proposed works from adjacent high-rise buildings, mitigation measures to hide the works’ area will not be completely effective. Partially blocked views are aided in minimizing exposure to the proposed works at VSR4, 5, 11, 14, and 16. The difference in height profile between the proposed works and VSRs, allow all VSRs to overlook the site area into the sea channel vista beyond. The relative short period of exposure to the proposed works concludes that all VSRs will experience insubstantial impact significance.

7.10.35 The option of providing a separate elevated structure at Nga Cheung Road will only induce minimal visual impact changes on VSR9 and no substantial change on the residual impact. This is because the works area cannot really be seen as it is being blocked by nearby structures and works. However, VSR9 will have the greatest visual impact to this option because of their proximity to the works and alternative views are not available to them. These travellers are usually in fast-moving vehicles, which decrease the time of exposure. Pedestrians rarely use the footway. VSR9 will experience insubstantial impact significance if this option is undertaken.

7.10.36 The rest of the VSRs are expected to experience insubstantial impact significance after the mitigation.

7.10.37 The impact is at an acceptable level (insubstantial or slight adverse) with mitigation measures for all VSRs.

Interim Scheme Q and Road Junction Improvement Works

7.10.38 Due to short distances between the VSRs and the works, all VSRs will have a slight adverse impact during the construction phase with mitigation measures. The slight loss of amenity planting by Canton Road and the construction works and hoarding mean that these VSRs will experience slight adverse impact significance. Most amenities planting along Canton Road can be retained with adequate tree protection procedures. The impact is at an acceptable level with mitigation measures for all VSRs.

Visual Impact during Operational Phase with Mitigation

7.10.39 During the operation phase, the quality of view prior to the construction of proposed works could be restored with mitigation measures in place. In accordance with the EIAO Guidance Note No.8/2010, the significance thresholds of residual impact upon mitigation on Operation Day 1 and Year 10 have been assessed. As this is a highway project and the scale is relatively small, the impact on Operation Day 1 and Year 10 would be very similar and would further reduce in Year 10. Section 7.9 illustrates the recommended mitigation measures and summary of the assessment is presented in Table 7.9 and 7.10. As a matter of concern, photomontages showing the visual implication of Scheme H (Part A), H (Part B), I and Road Improvement Works are included in Figure 7.10a and 7.10b. Because of poor visibility of Scheme J from any of the VSRs, photomontages for Scheme J are not included in the report. The viewpoints of the photomontages are selected from listed VSRs as described in Table 7.5. The selected viewpoints have complete views and relatively high frequency of view of the proposed roads. Illustration for the mitigation measures are also indicated in Figure 7.9a to 7.9c.

Scheme H, I, and J

7.10.40 Residents of Sorrento and the Cullinan and the workers at International Commerce Centre and CLP Centenary Substation at To Wah Road (VSR10, VSR11, VSR12, and VSR13) will experience insubstantial impact significance with mitigation during the operational phase.

7.10.41 There will be no additional residual impact produced during this phase for the VSRs. Though the greening areas have decreased, the area is small and insignificant to the overall quality of the view. Compensatory and transplanted trees, as shown in Figure 7.6a to 7.6e, aid to blend the new hard structures of the elevated roads and associated facilities with the existing amenity roadside greening areas. An aesthetically pleasing design, such as the location of the piers, could help to further reduce the visual impact as most of the view remains unblocked.

7.10.42 The residual impact is an acceptable level with mitigation measures for all VSRs.

Interim Scheme Q and Road Junction Improvement Works

7.10.43 All VSRs will experience slight adverse impact significance at the operational phase (Day 1) due to the change of landscape at Canton Road and the Canton Road/Jordon Road/Ferry Street junction and the loss of roadside amenity planting. Compensatory planting within the works area is not possible as there is no sufficient space for compensatory tree planting. The compensatory planting will have to be allocated to off-site areas as shown in Figure 7.6a to 7.6e. However, the impact significance during Operation (Year 10) will become insubstantial for all VSRs when the existing trees and other plants prosper after 10 years.

Cumulative Visual Impact

7.10.44 Cumulative visual impacts during the construction and operation phase of the Project and other concurrent projects at the vicinity are assessed. The concurrent projects are listed in Section 2.4 and Section 7.7.

7.10.45 The key concurrent projects identified are XRL, CKR, WKCD, and MTRC Property Development at Site C and Site D next to Austin Station (MTR Sites C and D). XRL, CKR and WKCD are designated projects under the EIAO and therefore visual impacts will be assessed and reduced/minimized with mitigation measures. For MTR Sites C and D, green areas abutting Canton Road with greening measures will be carried out by MTRC. Road Works at West Kowloon are located outside the zone of visual influence of this project (except some insubstantial encroachments at the boundaries of the visual influence zone).

7.10.46 There would be changes in visual context in West Kowloon Area. While the existing areas of these concurrent projects are mostly construction sites or undeveloped areas, the construction works will contribute cumulative visual impact on the adjacent VSRs during construction, but the effect will be temporary and will be reduced by the mitigation measures implemented under the projects to an environmentally acceptable level. There will not be any insurmountable cumulative visual impact with the implementation of mitigation measures.

Table 7.11 Summary of Visual Impact Assessment for Scheme H, I and J

VSR	Visually Sensitive Receiver	VSR Type	Number of VSRs	Source of Impact	Minimum Viewing Distance	Magnitude of Change		Sensitivity	Impact Significance BEFORE Mitigation		Recommended Mitigation Measures	Impact Significance of Residual Impact AFTER Mitigation
						Construction	Operation		Construction	Operation		Construction	Operation (Day 1)	Operation (Year 10))
1	Island Harbourview	Residential	Many	Scheme H (Part A)	200m	Negligible	Negligible	High	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
2	Olympic Station	Travellers	Many	Scheme H (Part A)	50m	Negligible	Small	Low	Insubstantial	Slight Adverse	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
3	West Kowloon Highway	Travellers	Many	Scheme H (Part A)	N/A	Small	Intermediate	Low	Slight Adverse	Slight Adverse	CM1-4, OM1, OM3	Insubstantial	Insubstantial	Insubstantial
4	Olympic City Phase II	Outdoor leisure activity participant	Many	Scheme H (Part A)	100m	Negligible	Negligible	Medium	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
5	Hoi Fai Road	Travellers	Medium	Scheme H (Part A)	N/A	Small	Intermediate	Low	Slight Adverse	Slight Adverse	CM1-4, OM1, OM3	Insubstantial	Insubstantial	Insubstantial
6	HKMA David Li Kwok Po College	Community/ Government Institutional	Medium	Scheme J	200m	Negligible	Negligible	Low	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
7	PolyU Hong Kong Community College	Community/ Government Institutional	Medium	Scheme J	320m	Negligible	Negligible	Low	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
8	Civil and Service Headquarters	Workers	Medium	Scheme J	100m	Negligible	Negligible	Low	Insubstantial	Insubstantial	CM1-4, OM1, OM3	Insubstantial	Insubstantial	Insubstantial
9	Jordan Road	Travellers	Medium	Scheme H (Part B)	N/A	Negligible	Intermediate	Low	Insubstantial	Slight Adverse	CM1-4, OM1, OM3	Insubstantial	Insubstantial	Insubstantial
10	Sorrento	Residential	Many	Scheme H (Part B)	<50m	Small	Intermediate	High	Moderate Adverse	Moderate Adverse	CM1-4, OM1, OM3	Slight Adverse	Insubstantial	Insubstantial
11	International Commerce Centre	Workers	Medium	Scheme I	<50m	Small	Intermediate	Medium	Slight Adverse	Moderate Adverse	CM1-4, OM1, OM3	Insubstantial	Insubstantial	Insubstantial
12	The Cullinan	Residential	Many	Scheme H (Part B)	<50m	Small	Intermediate	High	Moderate Adverse	Moderate Adverse	CM1-4, OM1, OM3	Slight Adverse	Insubstantial	Insubstantial
13	CLP Power Centenary Substation at To Wah Road	Workers	Medium	Scheme H (Part B)	<50m	Small	Intermediate	Medium	Slight Adverse	Moderate Adverse	CM1-4, OM1, OM3	Insubstantial	Insubstantial	Insubstantial
14	Charming Garden	Residents	Many	Scheme H (Part A)	150m	Negligible	Negligible	High	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
15	Park Avenue/ Central Park	Residents	Many	Scheme H (Part A)	120m	Negligible	Negligible	High	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
16	HSBC Centre Tower	Workers	Medium	Scheme H (Part A)	200m	Negligible	Negligible	Medium	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial
17	The Coronation	Residents	Many	Scheme J	300m	Negligible	Negligible	Medium	Insubstantial	Insubstantial	CM1-4, OM3	Insubstantial	Insubstantial	Insubstantial

Table 7.12 Summary of Visual Impact Assessment for Interim Scheme Q and Road Junction Improvement Works

VSR	Visually Sensitive Receiver	VSR Type	Number of VSRs	Source of Impact	Minimum Viewing Distance	Magnitude of Change		Sensitivity to Change	Impact Significance BEFORE Mitigation		Recommended Mitigation Measures	Impact Significance AFTER Mitigation
						Construction	Operation		Construction	Operation		Construction	Operation (Day 1)	Operation (Year 10)
18	Jordan Road	Travellers	Many	Road Junction Improvement Works	N/A, very close	Small	Intermediate	Low	Slight Adverse	Slight Adverse	CM1-4, OM3	Slight Adverse	Slight Adverse	Insubstantial
19	Ferry Street	Travellers	Many	Road Junction Improvement Works	N/A, very close	Small	Intermediate	Low	Slight Adverse	Slight Adverse	CM1-4, OM3	Slight Adverse	Slight Adverse	Insubstantial
20	King George V Memorial Park	Outdoor leisure activity participants	Many	Road Junction Improvement Works	N/A, very close	Small	Intermediate	High	Moderate Adverse	Moderate Adverse	CM1-4, OM1, OM3	Slight Adverse	Slight Adverse	Insubstantial
21	Kwun Chung Municipal Services Building	Community	Medium	Interim Scheme Q	10m	Negligible	Small	Medium	Insubstantial	Slight Adverse	CM1	Insubstantial	Slight Adverse	Insubstantial
22	Wai On Building	Residents	Medium	Interim Scheme Q	N/A, very close	Small	Intermediate	High	Moderate Adverse	Moderate Adverse	CM1, OM-1	Slight Adverse	Slight Adverse	Insubstantial
23	Canton Road	Travellers	Many	Interim Scheme Q	N/A, very close	Small	Intermediate	Low	Slight Adverse	Slight Adverse	CM1	Slight Adverse	Slight Adverse	Insubstantial
24	The Victoria Towers	Residents	Many	Interim Scheme Q	N/A, very close	Small	Intermediate	High	Moderate Adverse	Moderate Adverse	CM1, OM-1	Slight Adverse	Slight Adverse	Insubstantial
25	Lai Chack Middle School and Canton Road Government Primary Schooll	Community	Medium	Interim Scheme Q	N/A, very close	Small	Intermediate	Medium	Moderate Adverse	Moderate Adverse	CM1, OM-1	Slight Adverse	Slight Adverse	Insubstantial
26	Canton Road Playground	Outdoor leisure activity participants	Few	Interim Scheme Q	N/A, very close	Small	Intermediate	Medium	Moderate Adverse	Moderate Adverse	CM1, OM-1	Slight Adverse	Slight Adverse	Insubstantial
27	Lifung Tower	Workers	Medium	Interim Scheme Q	N/A, very close	Small	Intermediate	Medium	Slight Adverse	Moderate Adverse	CM1	Slight Adverse	Slight Adverse	Insubstantial
28	Man Wah Building	Residents	Medium	Road Junction Improvement Works	N/A, very close	Small	Intermediate	High	Moderate Adverse	Moderate Adverse	CM1-4, OM1, OM3	Slight Adverse	Slight Adverse	Insubstantial
29	Yue Tak Building	Residents	Medium	Road Junction Improvement Works	N/A, very close	Small	Intermediate	High	Moderate Adverse	Moderate Adverse	CM1, OM-1	Slight Adverse	Slight Adverse	Insubstantial
30	Developments above Austin Station	Residents	Many	Interim Scheme Q	N/A, very close	Negligible	Negligible	High	Insubstantial	Insubstantial	CM1	Insubstantial	Insubstantial	Insubstantial
31	Tsim Sha Tsui Fire Station and Regional Office of Fire Service Department	Workers	Medium	Interim Scheme Q	N/A, very close	Small	Intermediate	Medium	Slight Adverse	Moderate Adverse	CM1	Slight Adverse	Slight Adverse	Insubstantial

7.11 Conclusion

7.11.1 As a whole, it is considered that residual landscape and visual impact are considered to be acceptable with mitigation measures. However, more attention could be paid on the effects of concurrent projects adjacent to the proposed work sites. Also, an alternative integrated works design that fulfils aesthetic and functional requirements could be considered so that mitigation measures that are more effective could take place. These issues would need to be investigated further at the detail design stage.

Mitigation measures recommended are summarized below:

· CM1 – Minimize works period.

· CM2 – Clearly defined works area

· CM3 – Protection of existing trees

· CM4 – Transplant trees as recommended in the tree assessment report and approval of Tree Removal Application

· OM1 – Compensatory planting is to be provided for felled trees with the ratio of at least 1:1 in terms of quality and quantity.

· OM2 – Vertical greening by planting climbers on piers of elevated roads and shrub planting on amenity planting strips to soften the hard landscape.

· OM3 - An aesthetically pleasing design that is compatible with the surrounding environment.

Summary of Landscape Assessment

7.11.2 Fifteen Landscape Resources (LRs) and 10 Landscape Character Areas (LCAs) are identified within the study area, 500m from the works area. According to the assessment, Roadside Amenity Planting Areas - West Kowloon Highway and Transportation Corridor – West Kowloon Highway and Canton Road (LR1.1 and LCA5.1 and 5.2) will experience slight adverse impact significance during the construction phase. Meanwhile, Roadside Amenity areas – Canton Road (LR1.3) will experience moderate adverse impact significance.

7.11.3 All other LRs and LCAs will experience an insubstantial impact.

7.11.4 During the operation phase (Day 1), all LRs and LCAs will experience an insubstantial impact except LR1.3. During the operation phase (Year 10), all LRs and LCAs will experience an insubstantial impact.

7.11.5 The proposed works is mainly located on West Kowloon Highway, parts of Hoi Fai Road (Scheme H, I and J), and parts of Canton Road (Interim Scheme Q and Road Junction Improvement Works). The quality of landscape resource and character areas is low within the works area. A total of 556 trees were identified in the tree survey within the works area (approximately 5400 trees are located within the study boundary). Out of the 556 trees within the works area, 310 trees are recommended for felling and 213 trees retained onsite. 33 trees are recommended for transplant. No important trees such as registered OVT or potential OVT were identified. Compensatory planting areas for compensatory trees are chosen near Scheme H and J. The number of compensatory trees is 410.

7.11.6 The landscape impact during the construction and operation phases after mitigation is considered acceptable.

Summary of Visual Assessment

Scheme H, I, and J

7.11.7 Seventeen visually sensitive receivers (VSR) are identified in the study area of these schemes. Due to the lack of space, some common visual mitigation measures, such as barriers, will not be erected to provide a temporary visual barrier to construction works. Fortunately, the duration of this Project is not long. There will only be slight adverse or insubstantial visual impact anticipated in the construction phase due to undesirable close-up views experienced by travellers or caused by other concurrent construction projects. For the identified VSRs, impact arisen from the project works is anticipated to be acceptable.

7.11.8 Overall, the residual impact stemming from this project is insubstantial. This is due to the fact that the proposed project is a road improvement works that falls within the planning guidelines and zoning. It would be compatible with the surrounding environment. During the operational phase, it is expected to have insubstantial impact significance caused by the proposed works. As there is a substantial distance from the concurrent construction project of Central Kowloon Route and the VSRs, the impact imposed by the project is minimal.

7.11.9 In summary, the visual impact for all VSRs are acceptable after mitigation.

Interim Scheme Q and Road Junction Improvement Works

7.11.10 Fourteen visually sensitive receivers (VSR) are identified in the study area of these schemes. Due to the close distances, the impact significance during the construction phase for most of the VSRs is slight adverse after mitigation. However, because of the short duration of the construction, the visual impact is considered acceptable.

7.11.11 During the operation phase, the main cause of negative visual impact is from the permanent loss of roadside amenity. However, the proposed project falls within the planning guidelines and zoning. Thus, it would be compatible with the surrounding environment. The residual impact is insubstantial. However, the impact significance during Operation (Year 10) will become insubstantial for all VSRs when the existing trees and other plants prosper after 10 years.

7.11.12 The proposed works have an acceptable impact in both construction and operation phases with mitigation measures for Interim Scheme Q and the Road Junction Improvement Works.

8. Summary of Environmental Outcomes

8.1 Introduction

8.1.1 The major sensitive areas within the study area include residential buildings and institutional uses. With the implementation of the proposed mitigation measures, no insurmountable adverse environmental impacts would be expected at the air, noise, waste and water quality sensitive receivers during both construction and operation phases. 

8.1.2 Benefits of Schemes H, I, J and Interim Q are stated above in Sections 2.1.2 to 2.1.5. In particular, the road improvement works along the Canton Road corridor will bring about the following benefits upon completion:

· Traffic flow capacity of Canton Road in both directions will be increased by about 20% for the signal junction of Canton Road / Austin Road / Austin Road West

· The overall traffic delay for signal junctions along the Canton Road corridor between Jordan Road and Austin Road will be reduced by about 15%

· Traffic queues will be able to disperse along Canton Road after each signal cycle instead of being queued up and blocking back traffic from upstream junctions.

The above traffic benefits will lead to environmental benefits. Improvement in traffic will lead to reduction in vehicular emission, which will contribute to a better air quality in the region. In addition, a smoother traffic flow will reduce the noise generated from the vehicles.

8.1.3 Without the Project, the existing traffic congestion problems in the area at the existing major road corridors including Jordan Road , Ferry Street, Canton Road , Lin Cheung Road, Wui Cheung Road and Austin Road cannot be relieved. In addition, the condition will be worsen with the additional traffic arising from developments in the WKRD. Severe traffic congestion will lead to adverse air quality impact as the vehicles are in idling condition in traffic congestion. The noise would also be increased.

8.1.4 The project will relieve the traffic congestion in the WKRD area by providing new traffic lanes linking the existing roads and improving the existing road junctions that have severe traffic congestion during peak hours at present. It will reduce traffic congestion and therefore reduce deterioration of air quality and noise environment in the vicinity. The project would bring improvements in air quality and noise environment from existing road networks and the overall quality of the ambient environment, especially for the residential premises within and in the vicinity of the WKRD area. In this regard, it is anticipated that the future air and noise environment will be improved in the presence of the project.

8.2 Approaches Adopted to Minimize Environmental Impact

8.2.1 Avoidance of environmental impact has been one of the key considerations throughout the entire project development and design in which various environmentally friendly options and design were considered and incorporated. Given the highly urbanized nature of the areas in the vicinity, there are a large number of residential premises distributed within the study area. In this case, we shall formulate our design with the aim to achieve the following:

· Optimize the foundation works and minimize the excavation to avoid the excessive production of excavated materials;

· Appropriate phasing of works to minimize the construction impact; and

· Maximize the reuse of material generated on site;

· Good site practice to minimize the waste production and water pollution due to the site surface run-off; and

· Provision of 410 compensatory trees to minimize the landscape and visual impact.

Schemes H and I will be constructed cast-in-situ, which is a more environmental friendly option than the pre-cast method in this Project. The cast-in-situ method will affect less traffic lanes during operation and will reduce the implementation programme from 3 years to 23 months (refer to Section 2.2.2(c) for the engineering reasons).

With less traffic lanes affected and shorter implementation programme, the environmental impacts on air, noise, water, waste, visual and landscape are all reduced.

8.2.2 The foundation types of all the viaducts will be pre-bored H-piles instead of large diameter bored piles. Less traffic lanes will need to be closed in temporary traffic arrangement due to the smaller piling machines. With reduced traffic impacts, there will be a reduction in air and noise impacts from vehicles in traffic jams.

8.2.3 In selecting temporary support structures for excavation, options with less waste impact such as pipe pile wall instead of diaphragm wall will be chosen, provided that such options are feasible and practicable.

8.2.4 The proposed works involve providing new traffic lanes to link up the existing roads and structures. Similar structural configurations and built-forms to the existing roads and structures will be adopted to blend in with the surroundings, so as to reduce the visual impacts. Landscape works will be proposed in planting areas and climbers will be proposed on concrete piers to reduce the landscape impacts.

8.3 Approaches Adopted to Mitigate Environmental Impacts

8.3.1 It can be seen that the road works has adopted the principle to avoid the environmental impacts. Where the impacts could not be avoided, efforts have been deployed to minimize the impacts as much as practicable. Notwithstanding this, the EIA has recommended a package of mitigation measures that would be required. The Environmental Mitigation Implementation Schedule as indicated in Appendix 8.1 has clearly stated the details of such mitigation measures, the timeframe and the implementation agents.

Some of the key mitigation measures are discussed below.

8.4 Air Quality Impact

8.4.1 During the construction phase, the extents of temporary works areas that may generate fugitive dust have been reduced to minimize the dust impact as much as practicable. However, given the relatively short separation with some of the receivers in the urban context, dust suppression measures such as frequent watering would be implemented to minimize the potential construction dust impact and comply with the regulatory requirements.

8.4.2 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 the construction dust impact. Some examples of these good site practices include:

· Any excavated 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 24hours of the excavation or unloading.

· Any dusty material remaining should be wetted with water and cleared from road surfaces.

· 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 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.

8.4.3 Sensitivity test indicated that the year 2016 was the worst-case assessment year within 15 years of the commencement of the Project. The potential impacts arising from the background pollutant levels within and adjacent to the Project site, together with vehicle emissions from open road networks, portal emissions from the WHC, and the proposed underpasses/landscape decks of Road Work at West Kowloon have been assessed. Based on the modeling results, the vehicular emission will not exceed the air quality objectives at ASRs for all modeled parameters in the operational phase. No mitigation measure is required

8.5 Noise Impact

8.5.1 For the construction phase, the predicted unmitigated construction noise levels at most of the NSRs are found exceeding the daytime noise criteria. The main source of the noise is expected to be the use of plant equipment. The following mitigation measures are considered to reduce the noise impact:

· Conduct regular maintenance of plant equipment and throttle down unused equipment

· Locate and direct mobile noisy equipment away from NSRs

· Apply silencer or muffler on plant equipment

· Make good use of appropriate structures for noise screening

· Use Quality Powered Mechanical Equipment (QPME) which produces lower noise level

· Erect noise barriers of 3m height to shed large plant equipment

· Carry out regular inspection to audit the implementation of mitigation measures

· Carry out noise quality monitoring throughout the construction period.

8.5.2 However, after the implementation of the mitigation measures, the cumulative construction noise level at NSR YCS and LCMS would still exceed the noise criteria during examination period. However, the impacts are temporary and reversible. It is also possible to schedule noisy works outside the examination period for education institutes. Construction noise monitoring will be carried out to assess noise impacts to these receivers, and telephone hotline will be provided to service complaint. Therefore the residual impact exceeding the construction noise criteria has been reduced to minimal.

8.5.3 For the operational phase, the traffic noise contributed from the proposed new roads is considered insignificant. No mitigation measure is required.

8.6 Water Quality Impact

8.6.1 Impact on water quality during the construction phase and operation phase are investigated and the respective mitigation measures are recommended. The key issue from the proposed works would be the potential release of sediment-laden water from surface works and open-cut excavation. To minimise the deterioration of 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.

8.6.2 Furthermore the following mitigation measures should be implemented as far as practicable:

Construction Phase

· Re-circulate wastewater used in ground boring and drilling for site investigation after sedimentation. Wastewater should be discharged into storm drains via silt removal facilities for final disposal.

· A wheel washing bay should be provided at every exit for all vehicles and plants to be cleaned. Water from the facilities should have sand and silt removed before discharged into storm drains. Roads between the facilities and public roads should be paved with backfall to avoid run-off entering public road drains.

· Surface run-off should be discharged into storm drains via adequately designed sand and silt removal facilities. Perimeter channels at site boundaries should be provided to intercept storm runoff running across the site.

· Maintain minimum distances of 100m between the discharge points of the site effluent and the existing seawater intakes. No effluent will be discharged into typhoon shelter.

· Good site practices for rubbish and litter removal should be adopted to prevent rubbish and litter from spreading out from the site area. The site should be clean on a regular basis.

· Proper handling of chemical waste, including the use of suitable containers, labelling and safe storage for chemical waste containers

· Sufficient number of chemical toilets should be provided for workforce

Operation Phase

· The road drainage should be directed through silt traps in the gully inlets to remove silt and grit before entering the public storm water drainage system.

· The silt traps should be regularly cleaned and maintained in good working condition.

8.7 Waste Management

8.7.1 The amount of C&D material that would need to be transported off-site has been minimised as far as practicable in the design. The opportunity for re-using the C&D material has been fully considered and implemented where practicable. Good site practices have been recommended for chemical waste, general refuse and C&D materials. Disposal of any type of waste will follow the relevant ordinances. Shall all the recommended good practices and relevant ordinances be strictly followed, no adverse environmental impact are expected in the construction phase.

8.7.2 As mentioned in Section 6.4.33, testing will be carried out to verify sediment quantity and quality. All issues on management of dredged sediments will be resolved and all relevant arrangements will be endorsed by the relevant authorities including MFC and EPD before the commencement of any dredging works. Exact location of marine disposal of the sediment will be assigned by MFC.

8.8 Landscape and Visual Impact

8.8.1 In this assessment, 15 Landscape Recourses (LR), 11 Landscape Character Areas (LCA), and 31 Visual Sensitive Receivers (VSR) are identified in the assessed area. The magnitude of change, the sensitivity of change, and the degree of impact of landscape and visual impact for the LRs, LCAs, and the VSRs are assessed. Mitigation measures for landscape and visual impact are also recommended.

Impact on Existing Open Space

8.8.2 Impact on existing open space along Canton Road is primarily due to the loss of amenity planting areas and the change of traffic conditions along the works area. All the affected open space is located along West Kowloon Highway and Canton Road.

8.8.3 In the total of 556 surveyed trees in the assessed area, 33 trees are recommended to be transplanted and 310 trees are recommended to be felled due the construction and improvement works of roads and elevated roads. 213 trees will be retained.

8.8.4 Due to height profile and short distance to the works area, almost all VSRs will see the works in close proximity. However as the construction period is not long, the impact to these VSRs is determined to be acceptable.

8.8.5 During the construction stage, the following landscape and visual mitigation measures are recommended:

· Minimise the construction period as far as possible

· The works limit should be clearly defined to avoid further impact on adjacent offsite landscapes. Screens or hoardings around the site limit should be in visually unobtrusive colours to screen the proposed works.

· Protection of preserved trees identified in the tree survey under this Project based on the recommendation of detailed tree assessment report and the approval of Tree Removal Application under ETWB TCW No.3/2006 – Tree Preservation.

· Unavoidable trees affected by the works and considered for transplant where feasible in accordance with ETWB TCW No. 3/2006 – Tree Preservation, should be maintained until the establishment period.

· An aesthetically pleasing, integrated design in terms of form, textures, finishes and colours of proposed development components and associated structures should be compatible with the existing surroundings and be guided by schematic theme paving of the future West Kowloon Reclamation Development and the Advisory Committee on the Appearance of Bridges and Associated Structures (ACABAS). The mitigation measures are to adopt similar built-forms, configurations and aesthetic appearance as the nearby structures for the newly proposed viaducts. The structural form, landscaping, and aesthetic appearance of the highway structures of Scheme H(A), Scheme H(B), Scheme I, & Scheme J was approved by the ACABAS during the 352^nd ACABAS meeting held on 21 May 2013.

8.8.6 During the operation stage, the following landscape and visual mitigation measure is recommended:

· Compensatory planting will be provided in accordance with ETWB TCW 3/2006 to minimise potential impact on the existing landscape resource of trees.

· Climbers for vertical greening will be provided at piers of elevated roads and shrub planting will be provided near amenity planting strips to soften the hard landscape.

· Adopt similar built-forms, configurations and aesthetic appearance as the nearby structures for the newly proposed viaducts so as to enhance compatibility with the existing surroundings.

Impact on Existing Trees

8.8.7 Based on the individual tree survey, there are 556 trees within the tree survey boundary. These trees are mainly located along roadsides. There are no rare species or endangered species found in the assessment area. The majority of the assessed trees have low to medium amenity value. It is anticipated that 310 would be felled and 33 would be transplanted due to the proposed works. 213 trees will be retained. To mitigate the impact of the removal of the trees, both on-site and off-site compensatory planting is proposed. The location of the planting area is indicated in Figure 7.6a to 7.6e. Approximately 410 heavy standard trees are proposed to be planted in the indicated areas. The number shall be subject to agreement with the Government during Tree Removal Application process under ETWB TCW No. 3/2006

8.8.8 With reference to ETWB TCW No. 29/2004, no registered Old and Valuable Tree was identified within the subject site boundary during the tree survey conducted in Aug 2012 and all surveyed trees are not considered as “potentially registered trees”.

9. environmental Monitoring and Audit Requirements

9.1 Introduction

9.1.1 This section summarizes the findings in the EIA and evaluates the need for environmental monitoring and audit (EM&A) in construction and operational phases. The aim of this EM&A is to continuously monitor the changes of environmental parameters and the effectiveness of mitigation. This helps early identification of unacceptable environmental deterioration and allows formulation of rectification work at an early stage.

9.1.2 Methodology and requirement of monitoring work are detailed in a standalone Environmental Monitoring and Audit Manual (EM&A Manual).

9.2 Air Quality

9.2.1 With implementation of dust suppression measures, no unacceptable construction air quality impact is anticipated. Regular air quality monitoring should be carried out at representative ASRs to ensure that relevant air quality standard can be met.

9.2.2 Weekly site audit should be carried out to check the implementation status of the recommended air quality impact mitigation measures throughout construction period.

9.2.3 Based on the modeling results, the vehicular emissions are unlikely to cause exceedance of the air quality objectives at ASRs for all modeled parameters in the operational phase. No monitoring or audit is proposed.

9.3 Noise

9.3.1 Based on the modeling results, construction noise exceedance at NSRs is anticipated even if mitigation measures are implemented properly. However, the adverse residual impact was reduced to be minimal and the impacts are temporary and reversible. Regular noise monitoring should be carried out at representative NSRs to ensure that relevant noise standard can be met.

9.3.2 Weekly site audit should be carried out to check the implementation status of the recommended noise impact mitigation measures throughout construction period.

9.3.3 In the operational phase, traffic noise generated in the newly constructed road is unlikely to contribute to significant impact at the NSR. No monitoring or audit is proposed.

9.4 Water Quality

9.4.1 Potential water quality impact may arise from accidental discharge of surface water, wastewater and chemical spillage into the storm drain. No adverse construction water quality impact is expected if the mitigation measures are implemented properly. No water quality monitoring is proposed.

9.4.2 Weekly site audit should be carried out to check the implementation status of the recommended water quality impact mitigation measures throughout construction period.

9.4.3 However, effluent testing should be carried out at intervals stipulated in the discharge license issued by the EPD to ensure compliance with the requirement.

9.4.4 In the operational phase, surface runoff will be collected and screened by road drainage system before entering the storm water drains. As insignificant water quality impact is anticipated, no monitoring or audit is proposed.

9.5 Waste Management

9.5.1 Waste includes Construction and Demolition (C&D) materials and marine sediment from excavation, site formation and demolition, chemicals from plant maintenance and general refuse. No adverse waste impact is expected if the mitigation measures are implemented properly. The contractor should formulate waste management measures on waste minimization, storage, handling and disposal in a Waste Management Plan as part of Environmental Management Plan in accordance with ETWB TCW No.19/2005.

9.5.2 Weekly site audit should be carried out to check the implementation status of the recommended waste management measures throughout construction period.

Waste is not a concern in the operational phase. No monitoring or audit is required.

9.6 Landscape and Visual

9.6.1 During the construction phase, construction activities, temporary storage of construction plant and materials, work area, traffic and road diversions and dust emission may lead to landscape and visual impacts. The residual impacts are considered acceptable after mitigation.

9.6.2 Site audit should be performed once every two weeks to check the implementation status of the recommended landscape and visual impact mitigation measures throughout construction period.

9.6.3 During the operational phase, the newly built roads will be a source of landscape and visual impact. The residual impacts are considered acceptable after mitigation. Monthly monitoring on tree establishment should be undertaken during the first operational year by HyD’s contractor.

10. conclusion

10.1 General

10.1.1 An EIA Report has been prepared for Proposed Road Improvement Works in West Kowloon Reclamation Development Phase I to satisfy the requirements given in the EIA Study Brief ESB-236/2011 and the Technical Memorandum on Environmental Impact Assessment Process. All the latest design information has been incorporated into the EIA process. Aspects that have been considered in this EIA Report include:

(a) Project description and construction methodology

(b) Air Quality Impact

(c) Noise Impact

(d) Water Quality Impact

(e) Waste Management

(f) Landscape and Visual Impact

(g) Environmental Monitoring and Audit

10.1.2 All the existing and planned environmental sensitive receivers in the vicinity of the alignment have been identified by conducting site surveys and reviewing relevant planning information. The receivers identified include residential blocks, educational institutions, clinics and place of worship etc. These receivers have all been considered in this EIA study.

10.2 Air Quality Impact

10.2.1 An air quality impact assessment has been conducted for both construction and operational phases of Proposed Road Improvement Works in West Kowloon Reclamation Development Phase I. The fugitive dust assessment for the construction has concluded that watering in all works area (hourly watering with density 0.13 L/m²) during working hours would be required to control the fugitive dust impact. Potential dust impact would be generated from the site clearance, ground excavation, construction of the associated facilities and transportation of soil during the construction phase.

10.2.2 After implementation of dust suppression measures, no unacceptable construction air quality impact is anticipated. Effective dust control can also be achieved by implementing the procedures and requirements given in the Air Pollution Control (Construction Dust) Regulation and in accordance with the EM&A programme during construction.

10.2.3 For the assessment of operational phase air quality, it is concluded that the predicted air quality impacts on all sensitive receivers would comply with Air Quality Objectives.

10.3 Noise Impact

10.3.1 Construction airborne noise assessment has been conducted. All noise sensitive receivers are identified. Some NSRs are predicted to be affected by the works and therefore mitigation measures are recommended. These mitigation measures include adopt good site practices, use of QPME, and erection of noise barriers around large plant equipment.

10.3.2 Cumulative construction noise assessment with mitigation measures has also been conducted. The cumulative construction noise level at some NSRs will exceed the noise criteria during the examination period. However, the impacts are temporary and reversible. With implementation of all mitigation measures, the residual impact exceeding the construction noise criteria has been reduced to minimal.

For the operational phase, the impact arisen by the proposed new roads is found insignificant and thus no mitigation measures are recommended.

10.4 Water Quality Impact

10.4.1 Potential water pollution sources have been identified as construction runoff and sewage from site workforce. Mitigation measures are recommended to mitigate any adverse water quality impacts.

10.4.2 The operational water quality impact for road run-off will have no adverse water quality impact with the incorporation of mitigation measures in the design.

10.5 Waste Management

10.5.1 The quantity and timing for the generation of waste during the construction phase have been estimated. Measures, including the opportunity for on-site sorting, reusing excavated fill materials etc., are devised in the construction methodology where practicable to minimise the surplus materials to be disposed. The annual disposal quantities for C&D materials and their disposal methods have also been assessed.

10.5.2 Quantities of excavated sediment that would be generated during the construction phase have also been estimated. As mentioned in Section 6.4.33, testing will be carried out to verify sediment quantity and quality. Measures for handling the sediment have been discussed. Recommendations have been made to ensure proper treatment and disposal of the sediment. No excavation of sediment is allowed to proceed until all issues on management of excavated sediments have been resolved and all relevant arrangements have been endorsed by the relevant authorities including MFC and EPD. Exact location of marine disposal of the sediment will be assigned by MFC. The total volume (in-situ) of disposal sediment is estimated as 1,000m³.

10.5.3 The types and quantities of waste that would be generated during the operational phase have been identified to be minimal and are expected to have insignificant impact.

10.6 Landscape and Visual Impact

10.6.1 The landscape and visual impact of the proposed works during the construction phase and the operation phase is evaluated. Mitigation measures are recommended to minimise the landscape and visual impact.

10.6.2 It is expected that 310 out of 556 trees would be felled due to the Project. 213 trees will be retained, and 410 trees will be provided as compensatory planting.

10.6.3 In general, the landscape and visual impact of the Project is maintained at an acceptable level.

10.7 Environmental Monitoring and Audit Requirements

10.7.1 It is recommended to implement an EM&A programme throughout the entire construction period to regularly monitor the environmental impacts on the neighbouring sensitive receivers. All the requirements (including dust, airborne noise, water quality, waste, land contamination, hazard, landscape & visual) in the EM&A Manual shall be complied with.

10.7.2 An Environmental Mitigation Implementation Schedule has also be included in the EM&A Manual to summarise all the measures, the implementation location, time frame, agency etc.

10.8 Overall

10.8.1 The EIA has been conducted based on the best and latest available information during the course of the EIA study. The findings of this EIA have provided information on the nature and extent of environmental impacts arising from construction and operation of the Project. The EIA has, where appropriate, identified mitigation measures to ensure compliance with environmental legislation and standards.

10.8.2 This EIA has demonstrated compliance with the environmental standards and legislation with the implementation of the proposed mitigation measures during the construction and operational phases. This EIA has also demonstrated that the environmental impacts are acceptable. Environmental monitoring and audit mechanisms have been recommended for the construction of the Project to verify the effectiveness of the recommended mitigation measures.