Report

1. Introduction

1.1 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 West Kowloon Reclamation Development (WKRD). Findings of the Traffic Study concluded that in design year 2031 the original road network in the WKRD would be inadequate to support the demand of the local traffic as well as through traffic heading for other surrounding areas such as West Kowloon Cultural District (WKCD) and Tsim Sha Tsui (TST).

1.2 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 Canton Road (CRD) / Ferry Street (FST) / Jordan Road (JRD).

1.3 Schemes and Junction Improvement Works:

(i) Scheme H - New road connection from Hoi Po Road to West Kowloon Highway (WKH) northbound plus widening of the elevated Nga Cheung Road (NCR). This scheme consists of Part (A) and Part (B). Part (A) comprises the construction of an approximate 6 m 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.

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

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

(iv) Scheme Q (permanent) - Provision of a local underpass along CRD at the junction of CRD/AUR;

(v) Scheme Q (interim) – Interim Road Improvement along Canton Road

(vi) Improvement Works at the Junction of CRD/FST/JRD

1.4 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.

1.5 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 that the proposed Works should be divided into two phases for implementation. Phase 1 would include Schemes H, I, J, Q (interim) and the Junction Improvement Works at CRD/FST/JRD. Scheme Q (permanent) would be implemented in Phase 2 if it is found technically feasible. Construction of Phase 1 is expected to start in February 2014 and finish in December 2015.

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.

1.6 This document is to summaries the findings of the EIA Study undertaken in accordance with the Environmental Impact Assessment Study Brief No. ESB236/2011. The summary is intended to provide an overall appreciation of the key issues associated with the proposed works. The environmental impacts of the proposed Works with respect to noise, air quality, water quality, waste management, landscape and visual, and corresponding mitigation measures are also summarized below.

2. GENERAL

2.1 Needs for the Project

The aim of the proposed road improvement works of this Project is to enhance the existing road network in West Kowloon Reclamation Development and to 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, West Kowloon Terminus (WKT) of Express Rail Link (XRL) and building developments above Austin Station and XRL.

2.2 Selection of Project Scheme

As determined in the early traffic study under Agreement TD54/2008, no alternative feasible alignment is available, due to various physical constraints. The proposed alignment is in fact severely constrained by the existing road alignments and existing layout of the road structures, as the proposed Works shall be connected to the existing roads and structures.

The viaducts for Schemes H(A), H(B) and I are all based on cast-in-situ construction method. Precast method is not cost-effective, as the extent of Works involved is not extensive (total length of all schemes being only approximately 1km). Besides, the geometry of the deck varies not only amongst different schemes, but also different sections of the same schemes. Cast-in-situ on falseworks is thus recommended for deck construction for all schemes. The cast-in-situ method will affect less traffic lanes and will reduce the implementation programme from 3 years to 23 months, and hence the environmental impacts on air, noise, water, waste, visual and landscape are all reduced.

Pre-bored H-piles are generally adopted as the foundation types of the viaducts. Pre-bored H-piles is preferred over bored pile as the site conditions are very congested for all the schemes. Temporary traffic impacts would thus be more significant should bored piles be adopted. As all the schemes are located on West Kowloon Highway (WKH) and in close vicinity to Western Harbour Crossing (WHC), 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.

2.3 Benefits

The Project serves to provide a more direct route for WHC/WKH-bound traffic from the residential/commercial developments east of the WHC toll-plaza approach, and to relieve traffic congestion at Junction Canton Road/Austin Road & Junction Canton Road/Jordan Road.

2.4 Potential Consequences without the Project

l Without the Project, traffic from the aforesaid developments will need to take a longer route to reach WHC/WKH, emitting more air pollutants.

l Also, with traffic congestion at the aforesaid road junctions, there would be consequential adverse air quality impacts to the nearby ASRs as the vehicles are in idling condition in traffic congestion.

2.5 Nature of Designated Project (DP) of Different Schemes

l Scheme H (Part A), Scheme H (Part B) and Scheme I constitute A.1 DP.

l Scheme J constitutes A.1 DP.

l Interim Scheme Q and Improvement Works at the Junction of CRD/FST/JRD are not considered a DP. Nonetheless, its assessment is included.

3. Air Quality ImPACT

The study area with total 31 nos. of air sensitive receiver (ASRs) are identified as indicated in Figure 3.2 and Figure 3.3 for the assessment.

3.1 Construction Phase

Site clearance, ground excavation, construction of associated facilities and transportation of soil would potentially be the main sources of air quality impact during the construction phase. With adequate dust suppression measures, no unacceptable construction air quality impact at nearby the ASRs is expected.

Mitigation measures such as watering of exposed areas are stipulated in the Air pollution Control (Construction Dust) regulation. They would be implemented as much as practicable to minimise the construction dust impact. An air quality monitoring programme will be implemented to check the effectiveness of the recommended mitigation measures and compliance with the Air Quality Objectives (AQOs) during the construction phase.

3.2 Operation Phase

The assessment indicates that no adverse air quality impact would be expected at the representative ASRs for both interim and long-term scenarios. No mitigation measure is required.

4. Noise ImPACT

Areas within 300m from the site boundaries are assessed. Total 19 nos. of noise sensitive receiver (NSRs) within the areas are identified as indicated in Figure 4.2 and Figure 4.3.

4.1 Construction Phase

Noise from the use of powered mechanical equipment (PME) during construction activities and the haulage of material may potentially cause exceedance of construction noise standard at nearby NSRs if the construction noise is not appropriately mitigated. Adequate mitigation measures are required for the works to meet the noise standard.

With the implementation of mitigation measures such as adoption of good site practice and use of quieter PMEs, establishment of service hotline and mobile noise barrier, construction noise impact at most of the representative noise sensitive receivers are predicted to comply with the daytime acceptable level. Residual construction noise impacts are predicted at some NSRs of educational use at Canton Road and Hoi Wang Road. However, the impacts are temporary and reversible. With all the proposed mitigation measures, the residual impact exceeding the construction noise criterion has been reduced to be minimal.

In addition, a noise monitoring programme is also proposed to ensure that the construction noise is within the noise criteria throughout the construction stage.

4.2 Operation Phase

In the operational phase, it is predicted that traffic noise exceedance will occur at the NSRs. Nevertheless, the increase in noise level due to this Project itself is insignificant; the noise contribution by the proposed new roads being less than 1.0 dB(A). It is therefore determined that no mitigation measure is required; EIAO Guidance Note No.12/2010 refers.

5. Water Quality ImPACT

Areas within 300m from the site boundaries are assessed. Total 12 nos. of water sensitive receiver (WSRs) within and nearby the areas are identified as indicated in Figure 5.1.

5.1 Construction Phase

General construction activities, construction site run-off, accidental spillage and sewage effluent from construction workforce, which come from land-based construction, are the main sources of water quality impact at nearby WSRs. The following mitigation measures are required to minimise the water quality impact during the construction phase.

l Recycling of water used for site investigation or rock/soil anchoring;

l Wheel washer to clean all vehicles leaving the construction site;

l All site run-off shall be discharged to storm drains via sand/silt removal facilities with proper maintenance;

l Minimize soil excavation works in rainy seasons;

l Well compaction of earthworks final surface;

l Backfilling the excavated trenches in the shortest time;

l Covering all stockpiles with tarpaulin during rainstorms;

l Adequate cover and temporarily seal of all manholes;

l Good site practices;

l Treat all runoff and wastewater from the works areas to satisfy all the standards in TM-DSS prior to discharge;

l Contractor must register as a chemical waste producer;

l Service shop and maintenance facility should be located in hard standing within a bounded area with sumps and oil interceptors;

l Strictly follow the requirement of Waste Disposal Ordinance in the disposal of chemical wastes;

l Provision of sufficient chemical toilets with regular cleaning by licensed waste collector; and

l Regular inspection is proposed to ensure the recommended mitigation measures are properly implemented.

l No dredging and operation of barging point will be anticipated during construction.

Provided that the mitigation measures are implemented, no adverse impact is expected at the nearby WSRs during construction.

5.2 Operation Phase

The only potential source of impact would be run-off from road surfaces. The following mitigation measures are recommended to minimise the impact.

l Road drainage should be directed to silt traps with sufficient capacity to remove silt and grit; and

l Provision of adequate cleaning to the silt traps to ensure proper functioning.

Provided that the mitigation measures are implemented, no adverse impact is expected at the nearby WSRs.

5.3 During construction and operation of the Project, change of hydrology, flow regime and ground water levels are not anticipated.

6. Waste Management

The waste generated from the Project is to be mainly from the construction phase. It can be classified into four (4) categories: construction and demolition (C&D) materials, chemical waste, general refuse, and marine sediment. The total quantities of them are estimated to be about 28,170 m³, 14.4 m³, 200 m³ and 1,000 m³respectively throughout the construction phase without mitigation.

Management of excavated marine sediment will be carried out in accordance with ETWB TC(W) No. 34/2002, which includes classification by chemical/biological testing and disposal to designated disposal sites allocated by the Marine Fill Committee (MFC) or EPD.

Adverse environmental impact could be minimised by implementing mitigation measures such as reuse and recycling of C&D waste and implementation of good site practice and proper waste management. It is anticipated that about 8,370m³ of soft inert C&D materials will be on-site reuse whilst the remaining waste will be disposed off-site. Provided that the recommendation mitigation measures are strictly enforced, no adverse environmental impact is expected.

7. Landscape and Visual ImPACT

Landscape Impact

Areas within 500m from the site boundaries are assessed. The assessment areas are categorized into 15 Landscape Recourses (LRs) and 11 Landscape Character Areas (LCAs). These LRs and LCAs are affected by the Project in various ways and degrees as indicated in Figures 7.2 and 7.3.

Remark: All impact significances refer to adverse impact significances.

7.1 Construction Phase

The Project would initially impose substantial impact to the Roadside Amenity Planting Areas –West Kowloon Highway (LR1.1) and moderate impact to the Roadside Amenity Planting Areas – Canton Road (LR1.3) and the Transportation Corridor – West Kowloon Highway and Canton Road (LCA5.1 and 5.2) without mitigation due to loss of significant number of existing trees. Mitigation measures are recommended to minimise the degree of the impact. After mitigation, the impact on LR1.3 and LCA5.2 is determined to be slight. However, the impact on LR1.1 and LCA5.1 remains unchanged, i.e. substantial and moderate respectively. The tree survey reveals that amongst the 556 surveyed trees, a total of 310 would be felled and 33 trees would be transplanted due to the works. The other 213 trees can be retained on site during and after the construction of the project.

7.2 Operation Phase

Due the permanent effect on a significant number of trees, there are slight impact from the Project on LR1.1 and LCA5.1. Compensatory planting is proposed in accordance with ETWB TCW 3/2006 to mitigate potential impact on existing landscape resource of trees. The ratio of the compensatory planting is no less than 1:1 in terms of quality and quantity. Thus, approximately around 410 heavy standard trees would be planted. The resulting impact to all other LRs and LCAs would be insubstantial.

Visual Impact

Total 31 nos. of visual sensitive receivers (VSRs) around the works areas are identified as indicated in Figure 7.4. The assessment is conducted in accordance to the natures, the distance, and the sensitivity to change of the VSRs. The assessment determines that they receive various degrees of visual impact caused by the Project in both the construction phase and the operation phase.

Remark: All impact significances refer to adverse impact significances.

7.3 Construction Phase

There would be moderate impact from Scheme H (Part B) and I on views of residents of high-rise developments such as Sorrento (VSR10) and the Cullinan (VSR12).

Due to the close distance to Scheme Q and Road junction Improvement works and the nature of visual sensitive receivers, half of the VSRs, including outdoor leisure activity participants from King George V Memorial Park (VSR20) and residents from Wai On Building (VSR22), would receive moderate impact from the works.

With the implementation of the recommended mitigation measures, impact on most VSRs, are determined to be slight to insubstantial. During construction, the project proponent (i.e. Major Works Project Management Office of Highways Department and his consultant) will be responsible for the management and maintenance of the proposed mitigation works in accordance with EM&A manual (to be implemented by the Highways Department’s contractor).

7.4 Operation Phase

As new elevated roads in Scheme H (Part B) and I will be constructed, VSRs of Sorrento (VSR10), International Commerce Centre (VSR11) the Cullinan (VSR12), and CLP Power Centenary Substation (VSR13), which overlook the entire structures due to height, are expected to receive moderate impact without mitigation.

Similar to the situation of the construction phase, half of the VSRs would receive moderate impact from the Scheme Q and Road Junction Improvement Works before mitigation.

Compensatory planting is recommended to mitigate the impact and the mitigated impact significance of the VSRs is determined to be slight. The impact would eventually become insubstantial after 10 years of operation.

During operation, project proponent (i.e. Highways Department) and various relevant Government departments will take the responsibility to manage and maintain the proposed mitigation works to be properly implemented.

Management and Maintenance of the EIA Proposed Mitigation Works

7.5 Construction Phase

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.

7.6 Operation Phase

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.

8. Environmental Monitoring and audit (EM&A) requirements

The EIA report has identified the likely environmental impact associated with the Project. It has demonstrated that the impact can be minimised to acceptable levels with the implementation of the recommended mitigation measures. An EM&A programme has been recommended to ensure compliance with relevant environmental standards, to check the effectiveness of the mitigation measures, and to identify any further need for additional mitigation measures or remedial actions. Details of the EM&A programme is provided in the stand alone EM&A Manual.

9. CONCLUSION

With the implementation of the Project, an improvement of the traffic condition (by reducing the traffic congestion) in the region is anticipated. This will in turn bring forth environmental benefits, as some of the traffic networks in the area will have their routes shortened, and as traffic emissions due to idling traffic in congestion are reduced.

The findings of the EIA Study have provided information on the nature and extent of environmental impact arising from the construction and the operation phases of the proposed new roads in the Study Area. Appropriate mitigation measures for the identified environmental impact have been recommended in accordance with the Technical Memorandum on the EIA Process. Key points include:-

l Air Quality Impact – The air quality at all the representative air sensitive receivers (ASRs) is in compliance with AQOs during construction and operation phase;

l Noise Impact – During construction, residual construction noise impacts are predicted at some NSRs of educational use at Canton Road and Hoi Wang Road. However, the impacts are temporary and reversible. With all the proposed mitigation measures, the adverse residual impact exceeding the construction noise criterion will be reduced to minimal. During operation, the contribution due to this Project is insignificant.

l Water Quality Impact – No adverse impact on the nearby WSRs is anticipated during construction and operation of the Project;

l Waste Management – No adverse impact is anticipated during construction and operation of the Project;

l Landscape and Visual Impact – For landscape impact, all LRs and LCAs will experience slight to insubstantial landscape impact during construction except some roadside amenity areas and transport corridor at West Kowloon Highway and Canton Road which are ranged from substantial to slight. In Day 1 operation, all LRs and LCAs except roadside amenity areas in Canton Road will experience an insubstantial impact. However, all the associated landscape impacts will become insubstantial after 10 years of operation except roadside amenity planting areas at West Kowloon Highway which experience slight impact from the Project. For the associated visual impact, all VSRs are acceptable after the implementation of mitigation measures.

In general, with the implementation of the recommended mitigation measures, impact for air quality, noise, water quality, waste management, and landscape and visual would be reduced to acceptable levels.