土木工程拓展署 Civil Engineering and Development ...

CEDD

Agreement No. CE 10/2014 (CE) Development of Anderson Road Quarry Site – Investigation, Design and Construction

Development of Anderson Road Quarry Site – Road Improvement Works Environmental Impact Assessment – Executive Summary January 2016 November 2015

土木工程拓展署

Civil Engineering and Development Department

New Territories East Development Office

Agreement No. CE10/2014 (CE) Development of Anderson Road Quarry Site - Investigation, Design and Construction Road Improvement Works - EIA Executive Summary (Ref.B13a)

January 2016

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TABLE OF CONTENTS

Page

1 INTRODUCTION ............................................................................................................ 1

1.1 Project Background ............................................................................................. 1 1.2 Purpose of this Executive Summary .................................................................... 1

2 PROJECT DESCRIPTION ............................................................................................. 3

2.1 Project Scope ...................................................................................................... 3 2.2 Need of the Project ............................................................................................. 4 2.3 Benefits of the Project ......................................................................................... 4 2.4 Project Programme ............................................................................................. 5 2.5 Concurrent Projects............................................................................................. 5

3 CONSIDERATION OF ALTERNATIVE OPTION ............................................................ 6

3.1 Consideration of Alternative Layout Options ........................................................ 6 3.2 Consideration of Alternative Construction Methods and Sequence of Works ...... 6 3.3 Selection of Preferred Option .............................................................................. 8

4 KEY FINDINGS OF THE ENVIRONMENTAL IMPACTS .............................................. 10

4.1 Introduction ....................................................................................................... 10 4.2 Air Quality Impact .............................................................................................. 10 4.3 Noise Impact ..................................................................................................... 10 4.4 Water Quality Impact ......................................................................................... 11 4.5 Waste Management Implication ........................................................................ 11 4.6 Land Contamination .......................................................................................... 12 4.7 Ecology Impact (Terrestrial) .............................................................................. 12 4.8 Landscape and Visual Impacts .......................................................................... 13 4.9 Landfill Gas Hazard ........................................................................................... 13 4.10 Summary ........................................................................................................... 14

5 ENVIRONMENTAL MONITORING AND AUDIT .......................................................... 15

6 CONCLUSION.............................................................................................................. 17

LIST OF TABLES

Table 5.1 Summary of EM&A Requirements .............................................................................. 15

LIST OF FIGURES

Figure 1.1 Project Location

Figure 1.2 Design Layout of J/O Sau Pau Ping Road and Lin Tak Road

Figure 1.3 Design Layout of J/O Clear Water Bay Road and On Sau Road and J/O Clear Water Bay Road and New Clear Water Bay Road

Figure 1.4 Design Layout of J/O New Clear Water Bay Road near Shun Lee Tsuen Road

Figure 3.1 Options of RIW at J/O Lin Tak Road and Sau Mau Ping Road Figure 3.2 Options of RIW at J/O Clear Water Bay Road and On Sau Road and J/O Clear Water

Bay Road and New Clear Water Bay Road Figure 3.3 Options of RIW at J/O New Clear Water Bay Road near Shun Lee Tsuen Road


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LIST OF APPENDIX

Appendix 4.1 Summary of Environmental Impacts


1 January 2016

1 INTRODUCTION

1.1 Project Background

1.1.1 The engineering feasibility study of the Anderson Road Quarry Development has been conducted under the Agreement No. CE18/2012 (CE) “Development of Anderson Road Quarry - Investigation” (the FS) to ascertain the feasibility of implementing the development proposal. The FS was classified as a designated project under the Schedule 3 of the Environmental Impact Assessment Ordinance (EIAO). Hence, as a part of the study, an environmental impact assessment (EIA) report titled "Development of Anderson Road Quarry" has been submitted and approved under the EIAO (Register: AEIAR-183/2014) on 28 July 2014. Road improvement schemes for existing roads outside the Anderson Road Quarry Development were proposed in the FS to improve the future traffic condition and to cater for the additional traffic demand at the ARQ Development. In this connection, there were three associated off-site road improvement works identified as the Schedule 2 designated projects under Item A.1 Part I of the Schedule 2 of the EIAO.

1.1.2 The approved Schedule 3 EIA Report of the FS had already reviewed the potential environmental impacts of the proposed three road improvement works and concluded that no insurmountable environmental impacts are expected from the road improvement works Nevertheless, detailed environmental implications of the proposed road improvement works will be further investigated in a separate EIA under the EIAO.

1.1.3 Subsequently, in accordance with the requirements of Section 5(1) of the EIAO, a project profile (No. PP-500/2014) for the “Development of Anderson Road Quarry Site – Road Improvement Works” (the Project) was submitted to the Director of Environmental Protection (the “DEP”) for application for an EIA Study Brief on 27 January 2014. Pursuant to Section 5(7)(a) of the EIAO, the DEP has issued a Study Brief (No.: ESB-268/2014) dated 10 March 2014 for the EIA study.

1.1.4 The purpose of the EIA study is to provide information on the nature and extent of environmental impacts arising from the construction and operation of the Project and associated works that will take place concurrently. This information will contribute to decisions by the Director on:

The overall acceptability of any adverse environmental consequences that are likely to arise as a result of the Project;

The conditions and requirements for the detailed design, construction and operation of the Project to mitigate against adverse environmental consequences wherever practicable; and

The acceptability of residual impacts after the proposed mitigation measures is implemented.

1.1.5 This Project comprises three road improvement works (RIW) as shown in Figure 1.1: (i) improvement of junction of Lin Tak Road / Sau Mau Ping Road (ii) widening and improvement of sections of Clear Water Bay Road and On Sau Road; and (iii) widening and improvement of sections of New Clear Water Bay Road and Shun Lee Tsuen Road. The general layout plans of the recommended schemes of the three road improvement works are shown in Figures 1.2, 1.3 and 1.4.

1.2 Purpose of this Executive Summary

1.2.1 The principal purpose of this EIA Executive Summary (ES) is to present the summary of the findings, conclusions and recommendations in the EIA report. This ES contains the following information:


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Section 2 presents purpose and nature of the Project;

Section 3 presents different considerations of alternative options for the layout and construction methods;

Section 4 presents the key findings of environmental impacts;

Section 5 describes environmental monitoring and audit for the Project; and

Section 6 gives the conclusions.


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2 PROJECT DESCRIPTION

2.1 Project Scope

2.1.1 This Project comprises three road improvement works: (i) improvement of junction of (J/O) Lin Tak Road/Sau Mau Ping Road (ii) widening and improvement of sections of Clear Water Bay Road and On Sau Road; and (iii) widening and improvement of sections of New Clear Water Bay Road and Shun Lee Tsuen Road. The key components are as follows:

Improvement of junction of Lin Tak Road / Sau Mau Ping Road (Figure 1.2)

i. Lengthening of existing lay-bys from 12m and 18m to 70m and addition of 2 new lay-bys of 26m long at Lin Tak Road;

ii. Realignment of Lin Tak Road towards south so as to allow space for the provision of lay-bys as mentioned above which is very close to the lot boundary of Hong Wah Court and Hing Tin Estate;

iii. Enlargement of existing roundabout at the junction of Lin Tak Road and Pik Wan Road to allow for smooth turning of long vehicle, but still maintaining the existing one entry lane and one circulating lane configuration;

iv. Cutting of slope works at the southern side of Lin Tak Road to allow space for the provision of lay-bys and road re-alignment;

v. Widening of small section of slip road towards Tseung Kwan O (TKO) Road eastbound with associated slope works for retaining walls.

vi. Construction of a new westbound flyover from Sau Mau Ping Road to Lin Tak Road leading to a free flow condition for turning movement from Sau Mau Ping Road eastbound and Lin Tak Road westbound to TKO Road slip road, as well as straight movement of Lin Tak Road eastbound and westbound; and

vii. TKO Road slip road to Sau Mau Ping Road will be shifted southwards with associated slope works and retaining walls to cater for the proposed flyover.

Widening and improvement of sections of Clear Water Bay Road and On Sau Road (Figure 1.3)

viii. Improvement works on Clear Water Bay Road and detouring right-turn movement from On Sau Road northbound onto Clear Water Bay Road eastbound by construction of a new U-turn facility with minimization of cutting of the existing trees on slopes.

Widening and improvement of sections of New Clear Water Bay Road and Shun Lee Tsuen Road (Figure 1.4)

ix. Widening a section of 130m long of the existing New Clear Water Bay Road westbound carriageway opposite to Shun Lee Estate from one lane to two lanes; and

x. Construction of a new Shun Lee Tsuen Road slip road (about 350m) and a merging lane (about 170m) extending from the existing Shun Lee Tsuen Road and merging to the westbound carriage way of the New Clear Water Bay Road and with associated slope works for retaining walls.

2.1.2 As revealed by the traffic review, the existing single 2 lanes road configuration of Lin Tak Road is capable of handling the prevailing as well as the future traffic flow upon completion of the Anderson Road Quarry Site Development. Therefore, it is considered unnecessary to widen Lin Tak Road and so the single 2 lanes road capacity of Lin Tak Road will remain unchanged. Instead, the works originally proposed for Lin Tak Road will be scaled down to the construction of 4 numbers of lay-bys and associated road re-alignment to allow for roadside loading and unloading activities. No additional traffic will be induced due to the change.


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2.2 Need of the Project

2.2.1 The ARQ site is planned to be developed for accommodating a population of about 25,000. This Project is proposed to improve the traffic conditions and to cater for the additional traffic demand arising from the future population of the ARQ site. The road improvement schemes of the Project will improve the following traffic problems:

The junction of Lin Tak Road / Sau Mau Ping Road is currently overloaded (Reserve Capacity < 0%). A long queue is observed at Sau Mau Ping Road southbound approach during AM peak hour, which is mainly due to the heavy traffic flows and the delay caused by the existing signalised junction. The situation would be worsened upon the intake of ARQ. To improve the situation, free flow movement would be allowed for Sau Mau Ping Road turning onto TKO Road after the road improvement works which would effectively alleviate the queuing issue.

Frequent on-street pick-up/drop-off activities are observed along the existing Lin Tak Road during the peak hour periods, the traffic at Lin Tak Road is blocked by the stopping vehicles for the pick-up/drop-off activities. To reduce the blockage, the lay-bys on both sides of the road would be lengthened to facilitate the vehicles for the pick-up/drop-off activities within the lay-bys and subsequently smooth the traffic flows at Lin Tak Road.

Upon the intake of ARQ population, the junction capacity at Clear Water Bay Road / On Sau Road would be insufficient (Reserve Capacity < 0%). In order to improve the junction performance (Reserve Capacity > 5%), the traffic movements and Method-of-Control (MOC) of the signalised junction should be modified.

Upon the intake of ARQ population, a section of New Clear Water Bay Road westbound joining the merging point of Shun Lee Tsuen Road would be overloaded (traffic volume / capacity ratio > 1.2). It is necessary to widen that section of New Clear Water Bay westbound from 1 lane to 2 lanes and construct a new Shun Lee Tsuen slip road and a new merging lane extending from the existing Shun Lee Tsuen Road for enhancement of the road capacity.

2.3 Benefits of the Project

2.3.1 After the construction of the road improvement works, the abovementioned junction capacity and road capacity would be improved as follows:

In general, the road improvement works enhance the junction capacity and road capacity and hence the queuing and idling time of vehicle engines would be reduced. This would reduce the air emissions from idling engines. With the implementation of the noise mitigation measures, the noise sensitive receivers in the vicinity would benefit from a less noisy environment.

The signalized junction of Lin Tak Road / Sau Mau Ping Road would be modified into a free-flow junction. This would significantly improve the queuing issue due to the delay of signalized junction. The lay-bys on both sides of Lin Tak Road would be lengthened for frequent pick-up/drop-off activities such that the blockage issue would be eliminated. In addition, the existing sensitive receivers (e.g. Po Tat Estate and Hong Wah Court) would benefit from a less noisy environment after the erection of noise barriers at Sau Mau Ping Road and the cantilever noise barrier on the newly constructed flyover.

The Method-of-Control (MOC) of the signalized junction at Clear Water Bay Road / On Sau Road would be modified to improve the junction performance. In addition, the existing sensitive receivers (e.g. Sienna Garden and Tai Pan Court) would benefit from a less noisy environment after the erection of noise enclosure at the junction of Clear Water Bay Road / On Sau Road. Furthermore, the proposed scheme with U-turn facility on the west side of On Sau Road would reduce woodland loss and require fewer trees to be felled.

The road capacity would be enhanced at the widened section of New Clear Water Bay Road westbound and the new merging lane of Shun Lee Tsuen Road. In addition, the


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existing sensitive receivers (e.g. Shun Lee Estate) would benefit from a less noisy environment after the erection of noise enclosure at New Clear Water Bay Road.

2.3.2 In conclusion, the implementation of the Project would not only cope with the additional traffic generated from the ARQ Development and but also improve the existing traffic condition. The residents could benefit from the Project by spending less time in congestion, exposing to fewer emissions from idling vehicles and enjoying a less noisy environment with the implementation of the proposed noise mitigation measures.

2.4 Project Programme

2.4.1 The Project construction works are anticipated to commence in end 2016 with completion of the Project by 2022.

2.5 Concurrent Projects

2.5.1 The concurrent projects with construction works in the vicinity are identified as follows:

Development at Anderson Road (DAR) – the major construction of DAR would be completed in 2016;

Site formation and infrastructure works within ARQ site and Pedestrian Connectivity Works including footbridges and lift towers will be constructed in the vicinity of Sau Mau Ping Road and Lin Tak Road – the construction will be started in 2016 and completed in 2021; and

Proposed Rock Cavern Development within ARQ – The construction for the Proposed Rock Cavern Development within ARQ will be started in 2018 and for completion in early 2020.


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3 CONSIDERATION OF ALTERNATIVE OPTIONS

3.1 Consideration of Alternative Layout Options

3.1.1 To assess the suitability of the alternative options, considerations were based on environmental impacts, engineering issues and disturbance to the community.

3.1.2 For each RIW, options of the alignment and structural configurations were developed and reviewed. The review has taken into account engineering feasibility, site constraints, construction programme and environmental considerations.

RIW at J/O Lin Tak Road and Sau Mau Ping Road

3.1.3 For this RIW, two options (Option A and B) of the alignment and structural configurations were developed and reviewed. Option B has been determined that less environmental impacts are anticipated (such as minimized excavation volume; less construction dust, less construction noise and less landscape impact) and it provides overall greater environmental benefits over Option A, and presents the optimum scheme from operational and environmental perspective. The layout options of this RIW are shown in Figure 3.1.

RIW at J/O Clear Water Bay Road and On Sau Road and J/O Clear Water Bay Road and New Clear Water Bay Road

3.1.4 For this RIW, four options (Option C, D, E and F) of the alignment and structural configurations were developed and reviewed. As Options E and F are technically not favorable, only Options C and D are evaluated in details. Option D has been determined less environmental impacts (such as minimized excavation volume; less construction dust and less landscape impact) are anticipated and it provides overall better environmental benefits over the Option C, and presents the optimum scheme from an operational and environmental perspective. The layout options of this RIW are shown in Figure 3.2.

RIW at J/O New Clear Water Bay Road near Shun Lee Tsuen Road

3.1.5 For this RIW, two options (Option G and H) of the alignment and structural configurations were developed and reviewed. Option G has been determined that less environmental impacts (such as less construction noise) are anticipated and it provides overall greater environmental benefits over Option H, and presents the optimum scheme from operational and environmental perspective. The layout options of this RIW are shown in Figure 3.3.

3.2 Consideration of Alternative Construction Methods and Sequence of Works

RIW at J/O Lin Tak Road and Sau Mau Ping Road (Option B)

3.2.1 The main construction activities at the J/O Lin Tak Road and Sau Mau Ping Road are summarized as below:

Retaining wall along TKO Road slip road to Sau Mau Ping Road;

A single flyover overpassing the junction of Sau Mau Ping Road, Lin Tak Road and TKO Road; and

Rock slope cutting at Lin Tak Road.

Retaining wall along Tseung Kwan O Road slip road to Sau Mau Ping Road

3.2.2 Two options i.e. L-shape retaining wall and piled retaining wall has been considered for the retaining wall along TKO slip road to Sau Mau Ping Road. Taking into account the volume of excavation, construction duration, construction noise, construction dust and construction


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traffic, piled retaining wall is selected as it is considered having less environmental impacts (such as less excavation volume and slope works) and it provides overall greater environmental benefits.

Flyover overpassing the J/O Sau Mau Ping Road, Lin Tak Road and Tseung Kwan O Road

3.2.3 The proposed flyover can be erected by precast and in-situ method. Having considered that the length of the proposed viaduct is only 200m and only one new viaduct is proposed, it is not an effective and environmental friendly approach to adopt precast construction method. The construction of the proposed flyover is by in-situ method.

Rock slopes cutting at Lin Tak Road

3.2.4 Cutting the existing rock slopes at Lin Tak Road can be carried out by blasting or drill-and-break methods. However, the rock slope at Lin Tak Road is very close to Hong Wah Court, Hing Tin Estate as well as Lam Tin High Level Water Service Reservoir and it is not desirable to use blasting method. Drill-and-break method is therefore proposed and less dust and noise emission would be anticipated.

Sequence of Works

3.2.5 It is envisaged that the rock excavation will be started from the northern end of Lin Tak Road toward the southern end. It would allow more flexibility for the contractor to schedule their works outside the examination period of the nearby school, St. Edward’s Catholic Primary School.

RIW at J/O Clear Water Bay Road and On Sau Road and J/O Clear Water Bay Road and New Clear Water Bay Road (Option D)

3.2.6 The main construction activities at the J/O Clear Water Bay Road and On Sau Road and J/O Clear Water Bay Road and New Clear Water Bay Road comprise:

The existing slopes between Clear Water Bay Road eastbound and Fei Ha Road will be cut to facilitate the proposed U-turn facility; and

Roadwork and associated works

Slope works between Clear Water Bay Road eastbound and Fei Ha Road

3.2.7 It is anticipated that the excavation works at slope between Clear Water Bay Road eastbound and Fei Ha Road will be carried out by backhoe, which is a conventional excavation method. The excavation works will be carried out at roadside area and the existing carriageway of Clear Water Bay Road, Fei Ha Road and Fei Ngo Shan Road can be maintained. The roadside excavation works will create space for the construction of the proposed U-turn facility. This is a simple and efficient construction sequence. Therefore, the construction method could minimize the construction and demolition materials (C&D materials).

Sequence of Works

3.2.8 It is anticipated to cut back the slope between Clear Water Bay Road and Fei Ha Road in early stage. The newly formed area for the U-turn facility can be used as temporary stockpile area for the excavated material so that the amount of disposal can be minimized.

RIW at J/O New Clear Water Bay Road near Shun Lee Tsuen Road (Option G)

3.2.9 The main construction activities at the J/O New Clear Water Bay Road near Shun Lee Tsuen Road include:

Cut back the slope toe at New Clear Water Bay Road westbound for widening and construction of a new Shun Lee Tsuen Road slip road; and


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Roadwork and associated works.

Slope works at Slope Toe at New Clear Water Bay Road

3.2.10 The slope excavation works can be carried out by backhoe, which is a conventional excavation method. The excavation works will be carried out in stages and the excavated materials will be reused as backfilling works as far as possible. The slope works will be carried out at roadside area and existing carriageway. The roadside excavation works will create space for the construction of the proposed slip road. This is a simple and efficient construction sequence. Therefore, the construction method could minimize the C&D materials.

Sequence of Works

3.2.11 The sequence of works can be divided into three works fronts such as: widening of New Clear Water Bay Road westbound, excavation of soil slope and excavation of soil nail slope. The early completion of the widening of New Clear Water Bay Road can be used as temporary stockpile area for the excavated material from the soil slope works front. The excavated material at the soil nail slope works front can be used as the backfilling materials for the proposed slope features at the soil slope works front. Ultimately, all the stockpiled excavated material can be reused as the backfilling to minimize the disposal of C&D materials.

3.3 Selection of Preferred Option

3.3.1 Various options and alternatives of the RIW design have been reviewed and considered in the course of design development and selection of the preferred option for the Project, taking into account engineering feasibility, site constraints, and environmental aspects. Other factors, including geographical and geological consideration, availability of land, transport and operational planning, constructability, and disruption to the community were also given due consideration in the selection process of alternative scheme for the Project.

3.3.2 The recommended preferred options of the road improvement works are regarded as the most appropriate and balanced scheme, which can minimize the potential environmental impacts associated with the Project and achieve the needs of the Project:

Improvement of junction of Lin Tak Road / Sau Mau Ping Road

3.3.3 The recommended option of this road improvement works comprises the followings:

A new flyover is proposed under this option overpassing the junction of Sau Mau Ping Road, Lin Tak Road and TKO Road and no modification works to the existing viaduct is required.

Sau Mau Ping Road eastbound is shifted southward to accommodate the western abutment of the proposed flyover at Sau Mau Ping Road and no land resumption is required.

TKO Road slip road to Sau Mau Ping Road should be realigned further southward.

The proposed 2 long lay-bys at each bound of Lin Tak Road are realigned following the alignment of the existing Lin Tak Road as far as possible. The extent of rock excavation on the existing slopes along Lin Tak Road is minimised.

As the upstream of Lin Tak Road southbound only has one traffic lane, the local widening of Lin Tak Road southbound opposite Hing Tin Estate is omitted, which could minimise the corresponding rock excavation at the existing slope.

Widening and improvement of sections of Clear Water Bay Road and On Sau Road



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U-turn facility is proposed, at approx. 150m from the western side of the junction of Clear Water Bay Road / On Sau Road, for the traffic from On Sau Road heading to Sai Kung travelling via Clear Water Bay Road westbound turning into Clear Way Bay Road eastbound. Traffic from Clear Water Bay Road eastbound can have a direct right turn to On Sau Road.

The existing slopes between Clear Water Bay Road eastbound and Fei Ha Road will be cut to facilitate the proposed U-turn facility.

Modify the signalisation of junctions of Clear Water Bay Road / On Sau Road and New Clear Water Bay Road / Clear Water Bay Road.

Widening and improvement of sections of New Clear Water Bay Road and Shun Lee Tsuen Road


Widening a section of 130m length of the existing New Clear Water Bay Road westbound carriageway opposite to Shun Lee Estate from one lane to two lanes.

Construct a new Shun Lee Tsuen Road slip road and a new merging lane extending from the existing Shun Lee Tsuen Road to increase the merging length and to improve the sight line for traffic from Shun Lee Tsuen Road.

Excavation works to the existing slope along the existing Shun Lee Tsuen Road slip road.


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4 KEY FINDINGS OF THE ENVIRONMENTAL IMPACTS

4.1 Introduction

4.1.1 The EIA Study has provided an assessment of the potential environmental impacts associated with the construction and operation of the Project, based on the engineering design information available at this stage:

4.1.2 The findings of this EIA study have determined the likely nature and extent of the following environmental impacts predicted to arise from the construction and operation of the Project:

Air Quality Impact;

Noise Impact;

Water Quality Impact;

Waste Management Implication;

Land Contamination;

Ecology Impact (Terrestrial);

Landscape and Visual Impacts; and

Landfill Gas Hazard.

4.2 Air Quality Impact

Construction Phase

4.2.1 Potential air quality impacts from the construction works would be mainly due to construction dust from excavation, materials handling and wind erosion. With the implementation of recommended dust suppression measures including watering once per hour on active construction works areas and mitigation measures specified in the Air Pollution Control (Construction Dust) Regulation and EM&A programme, the predicted dust impact on the air sensitive receivers would comply with the dust criteria as stipulated in EIAO-TM and AQO.

Operational Phase

4.2.2 Cumulative air quality impact arising from the vehicular emissions from the open roads, portal emission from TKO tunnel (Kowloon side) and chimney emissions within the assessment area has been assessed at the worst case years. The assessment results conclude that the predicted cumulative 1-hour average and annual average Nitrogen Dioxide, daily average and annual average Respirable Suspended Particulates / Fine Suspended Particulates concentrations at representative ASR would comply with the Air Quality Objectives.

4.3 Noise Impact

Construction Phase

4.3.1 Assessment of construction noise, including cumulative impact from the other concurrent projects, has been conducted. With the implementation of all the practicable mitigation measures including good site practice, use of site hoarding, use of movable noise barrier & enclosure, use of “quiet” plant and construction methods, the potential construction noise impacts to the nearby Noise Sensitive Receivers (NSRs) would be minimised.

4.3.2 However, due to the close proximity of some NSRs to the construction sites, residual construction noise impacts are anticipated at representative NSRs with the predicted mitigated noise levels ranged from 47 to 79 dB(A). To further reduce the noise impacts, it is


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recommended that the Contractor should closely liaise with the schools to avoid scheduling the noisy construction works during examination period.

4.3.3 With the implementation of all the practicable mitigation measures, the residual noise impacts have been minimised. Given the transient nature of the impact, the residual noise impacts are considered acceptable.

Operational Phase

4.3.4 The potential road traffic noise impacts have been assessed based on the worst-case traffic flows in 2030. Without any noise mitigation measures in place, the predicted noise levels at the NSRs would range from 49 to 82 dB(A). Practicable traffic noise mitigation measures were therefore formulated for the NSRs with predicted noise levels exceeding the EIAO-TM traffic noise criteria as a result of contribution from the Project roads.

4.3.5 With the implementation of the proposed noise mitigation measures, including noise barriers, semi-enclosures and full-enclosures, the predicted traffic noise levels due to the Project Roads would comply with the relevant noise criteria. Given that the noise environment is dominated by the traffic of the existing roads, exceedance of the relevant noise criteria was still predicted at some NSRs after mitigation. However, the noise contribution from the Project Roads to the overall traffic noise levels would be less than 1.0 dB(A). The residual traffic noise impact of the Project is considered acceptable.

4.4 Water Quality Impact

Construction Phase

4.4.1 Water Sensitive Receivers (WSRs) are identified for the water quality impact assessment. The key issue from the land-based road improvement works construction activities would be the potential for release of wastewater from surface works areas and open cut excavation. Minimization of water quality deterioration could be achieved through implementing adequate mitigation measures, such as control of site run-off of different general construction activities. 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.

Operational Phase

4.4.2 The only source of potential impact on water quality during the operational phase will be runoff from the road surfaces. It is anticipated that the water quality impact associated with the operational phase would be minimal and acceptable, provided that the recommended mitigation measures (such as design measures to be incorporated and devices/facilities to control pollution) and best management practices are properly implemented.

4.5 Waste Management Implication

Construction Phase

4.5.1 C&D materials will be generated from site clearance, demolition of existing roads, slope excavation works, construction of new roads, retaining walls and piling works. These C&D materials comprise both inert and non-inert components, such as vegetation, soil, artificial hard materials (i.e. Broken concrete, etc.), rocks, wood and metals. The volume of C&D materials is estimated to be approximately 168,700m

3 of inert materials (i.e. Public fill) and

approximately 2,600m3 of non-inert materials (i.e. C&D waste). There is no sediment present

requiring marine disposal.

4.5.2 The C&D materials will be sorted on-site. Owing to the limited site area and site constraints of the Project, the inert portion will not be stockpiled practically, and part of the inert portion


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would be transferred to the site formation and infrastructural works site (SF&I site) of the Development of Anderson Road Quarry Site that requires import fill materials, to minimize the net amount of C&D materials generated from this Project. Apart from the inert C&D materials transferred to the SF&I site, the remaining inert C&D materials are to be disposed to public filling area. The potential environmental impacts arising from the handling and disposal of the inert C&D materials, such as air and odour emissions, noise and potential hazard, would be negligible. Appropriate measures should be taken to minimize potential adverse impacts from dust during the transportation of C&D materials. Non-inert C&D materials generated would be reused and recycled as much as possible before disposing to landfills.

4.5.3 Other waste materials, including general refuse and chemical waste will also be generated throughout construction. Provided that these identified wastes will be handled, transported and disposed of using the recommended methods and that good site practices would be strictly followed, adverse environmental impacts are not expected.

Operational Phase

4.5.4 It is expected that no waste will be generated during the operational phase of the Project. As such it is considered that there should have no adverse environmental impacts.

4.6 Land Contamination

4.6.1 Based on the findings of site appraisal (i.e. desktop study and site inspection) within the site boundaries of the road improvement works, no potentially contaminating activities are identified. Therefore, adverse land contamination impact arising from the Project is not anticipated.

4.7 Ecology Impact (Terrestrial)

4.7.1 The ecological baseline was established based on literature review and a programme of ecological surveys covering both wet and dry seasons. Sites of conservation importance identified within the assessment area included Ma On Shan Country Park and a Conservation Area, located at 104 m north and 127 m south of the proposed RIW at J/O Clear Water Bay Road and On Sau Road, respectively, both of which would not impacted by the Project.

4.7.2 Eight habitat types were identified within the assessment area, namely woodland, plantation, grassland/ shrubland, natural watercourse, modified watercourse, marsh, agricultural land, and developed area. The majority of the Project sites comprises developed area and plantation habitats, while a small area (0.34 ha) of Project sites at J/O Clear Water Bay Road and On Sau Road comprises isolated and disturbed woodland habitat.

4.7.3 Six flora and thirteen fauna species of conservation importance were recorded from the assessment area during the surveys, while three flora species of conservation importance were recorded within the Project site boundary. However, only two flora species of conservation importance (Incense Tree and Luofushan Joint-fir) would be directly impacted by the works; both species of which are common in Hong Kong.

Construction Phase

4.7.4 Ecological impacts would include direct habitat loss of a small isolated woodland habitat (0.34 ha). Two flora species of conservation importance (Incense Tree and Luofushan Joint-fir) were recorded within the works footprint. Through implementation of mitigation measures (e.g. transplantation, post-transplantation monitoring, and implementation of hoarding / fencing) and the provision of compensatory tree planting recommended in the landscape and visual impact assessment, the residual impact is considered to be negligible-minor and acceptable.

4.7.5 Indirect and secondary impacts during the construction phase would be human disturbance, construction noise and vibration, construction dust, glare, construction site runoff and risk of


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collision of birds with noise barriers. With proper implementation of good site practices (e.g. measures to avoid and minimize the construction dust, night-time lighting control, avoid any pollution entering the watercourse nearby). No significant adverse ecological impact is anticipated.

Operational Phase

4.7.6 The installation of noise barriers along the roads may increase risk of collision of birds with noise barriers as birds are generally unable to recognize transparent or reflective features as a physical barrier. Through proper design of noise barriers (e.g. use of tinted materials and superimposing dark patterns or strips on the barriers), the impact is unlikely to be significant.

4.7.7 The level of disturbance during the operation phase would be comparable to the existing condition. No significant adverse impact is therefore expected. With the implementation of the recommended mitigation measures, no unacceptable residual indirect impact due to the construction and operation of the proposed Project would be expected. The implementation of mitigation measures would be subject to regular audit as part of the EM&A programme.

4.8 Landscape and Visual Impacts

4.8.1 Based on the broad-brush tree survey conducted, it is estimated that approximately 1,485 nos. of trees would need to be felled and 24 nos. of trees would need to be transplanted. Others would be retained on site. Compensatory proposal for different landscape resources would be applied to compensate for the loss of existing trees and vegetation. The overall residual impact on trees is considered acceptable with implementation of the recommended mitigation measures.

4.8.2 Semi-natural dense hillside woodland would be set back for widening the existing roads. The impacts on the affected areas are considered to be acceptable as the existing green backdrop of the surrounding area would not be severely damaged or changed over time. Appropriate mitigation measures are recommended to enhance the greening effects and facilitate regeneration of woodland in the future.

4.8.3 The slope at Lin Tak Road would be set back for the construction of the new flyover and road widening. Vegetation on the slope will be removed. Residents of lower floors of Hong Wah Court next to the junction of Sau Mau Ping Road / Lin Tak Road will suffer from large visual impact. To alleviate the impact from the hard structure, the noise barrier would adopt a pleasing design and planting will be applied to the edge of the flyover. Toe planters and berm planting have been proposed as landscape mitigation measures to further reduce the visual impact on the surrounding residential area. In summary, the residual visual impact to residents living in lower floors of Hong Wah Court would be minimised.

4.8.4 The work areas for the RIW are generally at ground level. The visual experience of the VSRs will not change much as alternative view is available and the change would be even less significant with the implementation of mitigation measures.

4.8.5 In summary, the landscape and visual impacts from the Project are considered to be generally acceptable with the implementation of appropriate mitigation measures.

4.9 Landfill Gas Hazard

4.9.1 There are three closed landfill sites in the vicinity of the Project sites including Ma Yau Tong West, Ma Yau Tong Central and Jordan Valley. The proposed works at J/O Lin Tak Road and Sau Mau Ping Road fall within the 250m Consultation Zones of both the Ma Yau Tong West and Ma Yau Tong Central Landfills, whilst the proposed works at J/O New Clear Water Bay Road near Shun Lee Tsuen Road falls within the 250m Consultation Zones of the Jordan Valley Landfill. Thus, a qualitative landfill gas hazard assessment is required to assess risk associated with potential landfill gas migration from the landfills to the Project.


14 January 2016

4.9.2 The landfill gas hazard assessment shows that the overall level of landfill gas risk posed by the Ma Yau Tong West, Ma Yau Tong Central and Jordan Valley Landfills onto the site boundaries of the road improvement works would be categorized as “Medium”.

Construction Phase

4.9.3 Appropriate precautionary measures in terms of safety procedures, sensible housekeeping practices and landfill gas monitoring have been proposed to minimize the landfill gas risk for the Project sites during the construction phase. Provided that all the recommended precautionary measures are implemented properly, the safety of all personnel and general public presence would be safeguarded and there would be no adverse impact anticipated on the Project.

Operational Phase

4.9.4 Appropriate precautionary measures in terms of safety procedures and landfill gas monitoring have been proposed to minimize the landfill gas risk for the Project sites during the operational phase. Provided that all the recommended precautionary measures are implemented properly, the safety of all personnel and general public presence would be safeguarded and there would be no adverse impact anticipated on the Project.

4.10 Summary

4.10.1 The EIA report has provided information on the nature and extent of environmental impacts arising from the construction and operation of the Project, and the nearby project operating concurrently. A summary of the information is provided in Appendix 4.1.


15 January 2016

5 ENVIRONMENTAL MONITORING AND AUDIT

5.1.1 An environmental monitoring and audit (EM&A) programme has been prepared for air quality, noise, water quality, waste management, ecology, landscape and visual and landfill gas hazard during construction phase. Site inspection/audit has also been recommended to check the implementation of the mitigation measures for air quality, noise, water quality, waste management, ecology, landscape and visual and landfill gas hazard during the construction and operational phases. A summary of the EM&A requirements by each of the environmental parameters is presented in Table 5.1 below.

Table 5.1 Summary of EM&A Requirements

Prior to Construction Construction Phase Operational Phase

Air Quality Impact

Noise Impact

Water Quality Impact

Waste Management Implication

Land Contamination

Ecology (Terrestrial) Impact

Landscape and Visual Impacts

Landfill Gas Hazard

Air Quality Impact

5.1.2 Environmental monitoring and audit for potential dust impacts would be conducted during the construction phase of the Project so as to check compliance with legislative requirements. Baseline and impact monitoring of 1-hour average Total Suspended Particulates at representative locations are recommended.

5.1.3 No adverse impact would be generated during the operational phase of this Project. Therefore, the environmental monitoring works related to air quality for the operational phase is considered not necessary.

Noise Impact

5.1.4 An EM&A programme has been proposed to be established according to the expected occurrence of noisy activities during construction phase. All the recommended mitigation measures for daytime normal working activities would be incorporated into the EM&A programme for implementation during construction.

5.1.5 Road traffic noise monitoring has been proposed to be carried out during the first year and after road opening at representative NSRs.


16 January 2016


5.1.6 Water quality monitoring is recommended for Ma Yau Tong Streams and the channelized nullahs at Clear Water Bay Road. Regular site inspections during the construction phase have been proposed to be undertaken to inspect the construction activities and works areas in order to ensure the recommended mitigation measures are properly implemented.


5.1.7 It will be the contractor’s responsibility to ensure that any wastes produced during the construction of the project are handled, stored and disposed of in accordance with good waste management practices and relevant regulations and other legislative requirements. Regular site inspections during the construction phase have been proposed to be undertaken to inspect the construction activities and works areas in order to ensure the recommended mitigation measures are properly implemented.

Land Contamination

5.1.8 As there will be no adverse land contamination impact arising from the road improvement works, environmental monitoring and audit for land contamination is considered not necessary.

Ecology Impact (Terrestrial)

5.1.9 Implementation of the recommended mitigation measures during construction phase would be regularly audited.

5.1.10 No significant adverse terrestrial ecological impact during operational phase is anticipated as the level of disturbance would be comparable to the existing condition. Environmental monitoring and audit during operational phase is considered not necessary.


5.1.11 Implementation of the recommended mitigation measures during construction phase and operational phase would be regularly audited.

5.1.12 No significant adverse impact during operational phase is anticipated after implementation of the mitigation measures.

Landfill Gas Hazard

5.1.13 There will be no adverse impact in view of landfill gas hazard anticipated on the Project during construction phase. However, mitigation measures in terms of general precautionary measures, safety procedures, sensible housekeeping practices and landfill gas monitoring are recommended to minimize the perceived risks to comply with the requirements of the EIAO-TM.

5.1.14 Similarly, there will be no adverse impact in view of landfill gas hazard anticipated on the Project during operational phase. Mitigation measures in terms of safety procedures and landfill gas monitoring are recommended to minimize the risk when carrying out inspection or maintenance of buried utilities / services during operational phase.

5.1.15 Implementation of the recommended precautionary and safety measures would be regularly audited during construction and operational phases.


17 January 2016

6 CONCLUSION

6.1.1 The findings of the EIA provided information on the nature and extent of the environmental impacts likely to arise from the construction and operation of the Project. The EIA has, where appropriate, identified mitigation measures to ensure compliance with environmental legislation and standards.

6.1.2 Overall, the EIA concluded that the Project would comply with the requirements of the EIAO and EIAO-TM with the implementation of the proposed mitigation measures during the construction and operational phases. The schedule of implementation of the proposed mitigation measures has been provided in the EIA report. An EM&A programme has also been recommended to check the effectiveness of the proposed mitigation measures.

6.1.3 The residents could benefit from the Project by saving the journey time from relief of traffic congestion, less emission from idling vehicles in traffic congestion, and the implementation of the noise mitigation measures would minimise the noise impact, hence, result in a less noisy environment.


January 2016

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APPENDIX 4.1

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Appendix 4.1 Summary of Environmental Impacts

Construction Phase Operational Phase

Air Quality Impact

Relevant Standardsand Criteria

500m from the boundary of the Project sites

Hong Kong Air Quality Objectives

Air Pollution Control (Construction Dust) Regulation

Air Pollution Control (Non-road Mobile Machinery) (Emission)Regulation

Annexes 4 and 12 of the EIAO-TM


Hong Kong Air Quality Objectives


Identification ofEnvironmentalImpacts

Emissions from construction activities

Industrial Emission

Portal Emission

Vehicular Emission from Open Road

Industrial Emission

Portal Emission

Vehicular Emission from Open Road

RepresentativeSensitive Receivers

J/O New Clear Water Bay Road / Shun Lee Tsuen Road RIW andJ/O Clear Water Bay Road / On Sau Road RIW Sites:

Choi Wan (I) & (II) Estates

Fei Ngo Shan Road No.1 & No.6

Flamingo Garden Phase I

Sienna Garden, Helena Heights

Good Hope School, CCC Kei Shun Special School, Kwan TongGovernment Secondary School

Leighton Pavilion

Lung Wo Tsuen

Shun Chi Court

St Joseph's Anglo Chinese School

Shun Lee Disciplined Services Quarters (Blocks 3 & 6)


Same as Construction Phase

J/O Sau Mau Ping Road/Lin Tak Road RIW Site:

Same as Construction Phase; and

Planned private housing developments at ARQ Site (R2-9 /R2-10)

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Shun Lee Shopping Centre (Phase 1)

Shun Lee Estate Park

Shun Lee Estate, Shun Lee Fire Station, Shun Lee TsuenPlayground

Clear Water Bay Road Sitting Out Area

Sing Yin Secondary School

Shun On Estate, Shun On Kindergarten

Tai Pan Court

Clear Water Bay Village House


Hin Ting Estate, Hong Wah Court, Lam Tin Estate, Po Tat Estate

St Edward's Catholic Primary School, Sau Mau Ping South EstatePlayground

Sau Mau Ping (South) Estate Sau Mei House

Hiu Kwong Street Sitting Out Area

Tsui Ping (South) Estate, Tak Tin Estate

Office

Lam Tin Park

S.K.H. Tak Tin Lee Shiu Keung Primary School

St. Paul's School (Lam Tin)

Planned developments (Site D & E and planned school) atAnderson Road

Results of ImpactPredictions

With the implementation of recommended dust suppressionmeasures including watering once per hour on active constructionworks areas and mitigation measures specified in the AirPollution Control (Construction Dust) Regulation, the predicteddust impact on the air sensitive receivers would comply with thedust criteria as stipulated in EIAO-TM and AQO.

The assessment results conclude that the predictedcumulative 1-hour average and annual average NitrogenDioxide, daily average and annual average RespirableSuspended Particulates / Fine Suspended Particulatesconcentrations at representative ASR would comply with theAQO.

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RecommendedMitigation Measures

Watering frequency is once per hour and the watering applicationintensity is estimated to be 0.0455 L/m2 (tentatively) so as toachieve a dust removal efficiency of 87.5%.

Dust suppression measures stipulated in Air Pollution Control(Construction Dust) Regulation.

Not applicable

Cumulative Impacts


No adverse cumulative impacts from construction activities of theProject itself and concurrent projects including ARQ developmentand Pedestrian Connectivity and ARQ Rock CavernDevelopment, vehicular emissions from open roads and chimneyemissions within the assessment area are anticipated.


No adverse cumulative impacts from construction activities of theProject itself and concurrent projects including ARQ developmentand Pedestrian Connectivity, vehicular emissions from openroads and portal emissions from TKO Tunnel (Kowloon side).

No adverse cumulative impacts from vehicular emissions fromopen roads, portal emissions from TKO Tunnel (Kowloonside) and chimney emissions within the assessment area areanticipated.

Residual Impact No residual impact is anticipated. No residual impact is anticipated.

Noise Impact


300m area from the boundary of the Project sites

Annex 5 and 13 of EIAO-TM

Leq(30min) 75dB(A) at the façade of all domestic premisesincluding temporary housing accommodation, hotels and hostel

Leq(30min) 70dB(A) at the façade of educational institutions(65dB(A) during examinations)

300m area from the boundary of the Project sites

Annex 5 and 13 of EIAO-TM

L10(1 hour) 70dB(A) at 1m from the façade of residentialdwellings, hotels, offices

L10(1 hour) 65dB(A) at 1m from the façade of schools

L10(1 hour) 55dB(A) at 1m from the façade of hospitals orclinics


Noise arises from construction activities for the 3 RIWs

As no construction activities related to the blasting, ground-bornenoise impact is not anticipated

Road Traffic Noise from the road network within the StudyArea

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J/O Clear Water Bay Road/On Sau Road RIW Site:

Fei Ngo Shan Road

Sienna Garden

Shun Chi Court

Tai Pan Court

9-11 Anderson Road

Kwun Tong Government Secondary School

Shun Lee Catholic Secondary School

J/O New Clear Water Bay Road/Shun Lee Tsuen Road RIW Site:

Planned School at Choi Hing Road

Choi Wan (I) & (II) Estate

Good Hope School

CCC Kei Shun Special School

St -Chinese School

Shun Lee Disciplined Services Quarters

Shun Lee Estate

ECF Saint Too Canaan College

Untied Christian College (Kowloon East)


Hing Tin Estate

Hong Wah Court

Lam Tin Estate

Po Tat Estate

Sau Mau Ping (South) Estate

Tak Tin Estate

J/O Clear Water Bay Road/On Sau Road RIW Site:



Same as Construction Phase; and



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With the recommended mitigation measures in place, predictedmitigated noise levels would range from 47 to 79 dB(A) at therepresentative NSRs. Excessive residual impacts were predictedat some NSRs, which exceed the noise criterion by 1 to 5 dB(A)in several months.

The potential road traffic noise impacts have been assessedbased on the worst-case traffic flows in 2030. Without anynoise mitigation measures in place, the predicted noise levelsat the NSRs would range from 49 to 82 dB(A). Practicabletraffic noise mitigation measures were therefore formulated forthe NSRs with predicted noise levels exceeding the EIAO-TMtraffic noise criteria as a result of contribution from the Projectroads.

With the implementation of the proposed noise mitigationmeasures, including noise barriers, semi-enclosures and full-enclosures, the predicted traffic noise levels due to the ProjectRoads would comply with the relevant noise criteria. Giventhat the noise environment is dominated by the traffic of theexisting roads, exceedance of the relevant noise criteria wasstill predicted at some NSRs after mitigation. However, thenoise contribution from the Project Roads to the overall trafficnoise levels would be less than 1.0 dB(A). The residual trafficnoise impact of the Project is considered acceptable.


Adopt quiet power mechanical equipment (PME) and constructionnoise barriers.

Install noise barrier, including full enclosure, semi-enclosure,cantilever noise barrier and vertical noise barrier, to mitigatethe noise level from Project Roads.

Cumulative Impacts

J/O Clear Water Bay Road/On Sau Road Site:

Within the 300m Study area, no cumulative impact fromconcurrent projects is anticipated.


Within the 300m Study area, no cumulative impact fromconcurrent projects is anticipated.


Within the 300m Study area, cumulative impacts frominfrastructure works of ARQ Site Development and PedestrianConnectivity are considered.

Road traffic noise arising from existing roads

Residual ImpactResidual impacts are found at the below Sensitive Receivers:

J/O Clear Water Bay Road/On Sau Road Site:

With the implementation of the proposed noise mitigationmeasures, including noise barriers, semi-enclosures and full-enclosures, the predicted traffic noise levels due to the Project

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Sienna Garden

Kwun Tong Government Secondary School

Shun Lee Catholic Secondary School


Shun Lee Estate

CCC Kei Shun Special School


Hong Wah Court

Hing Tin Estate

Mitigation Measures for the Residual Impact

Good site practices

Noisy construction activities should be scheduled to avoidexamination periods of the schools as far as practicable

With the implementation of all the practicable mitigationmeasures, the residual noise impacts have been minimized.Given the transient nature of the impact, the residual noiseimpacts are considered acceptable

Roads would comply with the relevant noise criteria. Giventhat the noise environment is dominated by the traffic of theexisting roads, exceedance of the relevant noise criteria wasstill predicted at some NSRs after mitigation. However, thenoise contribution from the Project Roads to the overall trafficnoise levels would be less than 1.0 dB(A). The residual trafficnoise impact of the Project is considered acceptable.





Water Quality Objectives for the Victoria Harbour Water ControlZone

Technical Memorandum on Effluent Discharge Standard

The Practice Note (PN) for Professional Persons on ConstructionSite Drainage (ProPECC PN 1/94)



Water Quality Objectives for the Victoria Harbour WaterControl Zone

Technical Memorandum on Effluent Discharge Standard

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General construction activities

Construction site run-off

Accidental spillage

Sewage effluent from construction workforce

Construction works in close proximity of inland water

Runoff from the road surfaces


Ma Yau Tong Streams

Channelized nullahs near Clear Water Bay Road

Ma Yau Tong Streams

Channelized nullahs near Clear Water Bay Road


Minimal impacts from wastewater generated and water pollutioncaused by land-based construction activities.

Unacceptable impacts are not expected from construction siterun-off and drainage.

Impacts could be mitigated for accidental spillage of engine oiland lubricants when in use and storage.

Significant impact is not expected for sewage effluent fromconstruction workforce with provision of proper interim sewagetreatment facilities, such as chemical toilets.

No adverse impact envisaged for potential contaminatedgroundwater as no groundwater contamination issue wasidentified in the land contamination assessment.

No adverse impact from road run-off is anticipated.


-off and thechance of erosion.

Waste Disposal (Chemical Waste) (General) Regulation tocomply with for controlling chemical wastes.

Interim treatment facilities, such as chemical toilets, should beproperly maintained to avoid adverse impact upon the nearbywater environment.

Natural Streams/Rivers from Adverse Impacts Arising fromCo .

Best Management Practices to reduce storm water and non-point source pollution.

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Cumulative Impacts No cumulative impact expected provided that all recommendedmitigation measures are implemented properly.

No adverse impact is anticipated.




Areas within the boundary of the Project sites


Waste Disposal Ordinance (Cap. 354)

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

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

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

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

Not anticipated.


Construction and demolition (C&D) materials

General refuses

Chemical wastes

RepresentativeSensitive Receivers Not applicable


The volume of C&D materials is estimated to be approximately129,800m3 of inert materials (i.e. public fill) and approximately15,300m3 of non-inert materials (i.e. C&D wastes). There is nosediment present requiring marine disposal.

Quantity of chemical wastes would be small and in the order of afew cubic metres over the construction period.

About 230 kg per day of general refuse would be generated bythe construction workers.


C&D materials would be sorted on-site and the inert portionwould be stored in different containers, skips or stockpiles to re-

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use. Surplus excavated material would therefore be exported off-site.

Part of the inert C&D materials would be transferred to the siteformation and infrastructural works site (SF&I site) of theDevelopment of Anderson Road Quarry Site that requires importfill materials to minimize the net amount of C&D materialsgenerated from this Project.

The amount of chemical wastes generated would be quantified inthe site waste management plan to be prepared by theContractor.

Cumulative Impacts No adverse impact is anticipated.

Residual Impact No residual impact is anticipated.

Land Contamination


Areas within the boundary of the project sites

Environmental Impact Assessment Ordinance (EIAO) (Cap. 499),Section 3 of Annex 19 of the EIAO-TM

Practice Guide for Investigation and Remediation ofContaminated Land

The Guidance Note for Contaminated Land Assessment andRemediation

The Guidance Manual for Use of Risk-Based Remediation Goalsfor Contaminated Land Management

Not anticipated.


No adverse impact is anticipated.

RepresentativeSensitive Receivers Onsite construction workers

Results of ImpactPredictions No adverse impact is anticipated.

RecommendedMitigation Measures Not applicable

Cumulative Impacts No adverse impact is anticipated.

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Residual Impact No residual impact is anticipated.

Ecological Impact (Terrestrial)


500 m from the boundary of the Project Sites

Annex 8 and 16 of the EIAO-TM

EIAO Guidance Note No. 3/2010, No. 6/2010, No. 7/2010 andNo. 10/2010

No significant adverse impact as the level of disturbancewould be comparable to the existing condition.


Direct Impacts

Direct impact on plant species of conservation importance

Habitat Loss;

Habitat Fragmentation; and

Harm / Mortality to Wildlife.

Indirect Impacts

Impact to Sites of Conservation Importance;

Impact to Habitats and Vegetation;

Impact to Fauna; and

Water Quality Impact.


Woodland habitat within the assessment area

Plantation habitat within the assessment area

Modified Watercourse within the proposed site of RIW at J/OClear Water Bay Road / On Sau Road

Flora species of conservation importance (Incense Tree andLuofushan Joint-fir) within the proposed site of RIW at J/O ClearWater Bay Road / On Sau Road


Approximately 0.34 ha of woodland would be lost permanently.The affected woodland is small in size, highly fragmented andsubject to high levels of disturbance. Flora and fauna speciesrecorded in this woodland were common species recorded in lowabundance. Thus, the impact of habitat loss is anticipated to be

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low.

Approximately 1.76 ha of plantation would be lost. Most of therecorded flora and fauna species were very common or commonin Hong Kong. No flora and fauna species of conservationimportance were recorded. This habitat is subject to frequenthuman disturbance from roads and residential areas. Thus, theimpact of habitat loss is anticipated to be low.

Approximately 0.06 km of modified watercourse would betemporarily lost during the construction phase. As only minorwork would be carried out at the western modified watercourse(i.e. construction of cover) and no flora and fauna species wererecorded within the affected area during the surveys, the impactof habitat loss is anticipated as negligible.

Two flora species of conservation importance would be directlyaffected by the works.

Indirect and secondary impacts would comprise humandisturbance, construction noise and vibration, construction dust,glare and construction site runoff.

The installation of noise barriers along the roads could result inbird strike / collision of birds with the barriers and may result inbird mortality.


Measures to Avoid / Minimize Impacts to Flora Species ofConservation Importance

Within the works footprint, two flora species of conservationimportance (Incense Tree and Luofushan Joint-fir) would besubject to direct impacts. Mitigation measures such astransplantation, post-transplantation monitoring, andimplementation of hoarding / fencing should be implemented

Measures to Avoid/ Minimize Habitat Loss to Woodland andPlantation

Retain existing vegetation wherever possible, particularly matureand semi-mature trees present within the works areas. Any treesretained should be adequately protected during constructionphase to promote their health and longevity. Areas which wouldbe temporarily affected by construction activities (i.e. slopeworks) should be reinstated after completing the constructionworks.

Hoarding or fencing should be erected around the works areas to

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restrict access to natural habitats adjacent to works areas by siteworkers.

Measures to Minimize Disturbance Impacts

Construction dust should be suppressed:

Regular spraying of haul roads

Proper storage of construction materials

Covering trucks or transporting wastes in enclosed containers

Noise impact should be avoided and minimized:

Shut down non-using machines

Orientate machines to direct noise away from the nearby habitats

Material stockpiles and other structures should be effectivelyutilized in screening noise from on-site construction activities

Using Quiet Mechanical Plant

Machines and plants should be covered by noise enclosure tofurther reduce noise impact.

Night-time lighting control to avoid glare disturbance to wildlife.

Measures to Minimize Water Quality Impacts

General refuse and construction wastes should be collected anddisposed of in a timely and appropriate manner.

Drainage arrangements should include sediment traps to collectand control construction run-off.

All works and storage area should be restricted to the siteboundary.

Regular check of the construction boundary to avoid unmitigatedimpacts imposed on nearby watercourse.

Measures to Minimize Impacts from Noise Barriers

During the operational phase, the road networks and associatednoise barriers may result in bird collision and mortality. Mitigation

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measures such as use of tinted materials and superimposingdark patterns or strips on the barrier, as per EPD / HighwaysDepartment requirements would be employed to minimiseincidents of mortality from collision.

Cumulative Impacts No cumulative impact was identified.

Residual Impact

The affected woodland habitat north of Clear Water Bay Road issmall in size, isolated, of low floral and faunal diversity and of lowecological value. Two flora species of conservation importancewere recorded within the works footprint. With theimplementation of mitigation measures (e.g. transplantation) andtree planting as part of the landscaping proposals, the residualimpact is considered to be negligible-minor and acceptable.

With proper implementation of mitigation measures suggested,potential indirect impact to the wildlife in the nearby habitats (i.e.disturbance impact and water quality impact) would be minimizedand the residual indirect impact is considered to be acceptable.



100m area from the boundary of the Project Sites

Visual envelope Same as Construction Phase


Loss of greenery, e.g semi-natural hillside woodland

Adverse visual impact Same as Construction Phase


Landscape Resources

Major Transport Route

Hillside Woodland

Semi-natural DenseHillside Vegetation

Urban DevelopmentArea

Shun Lee Tsuen SportsCentre and Park

Visual Sensitive Receivers

VSR from New Clear Water BayRoad

VSR from Shun Lee DisciplinedServices Quarters

VSR from Shun Ching Street

VSR from Shun On Estate

VSR from Sienna Garden

VSR from Lee Cheung House


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Quarry

Rural Development Area

Engineered Slope alongwith Semi-natural DenseHillside Vegetation

Watercourse

Landscape Characters

Peaks, Uplands andHillsides LCA

Urban LCA

Urban Parks LCA

Northeastern

VSR from On San Road North

VSR from Po Tai Estate South

VSR from Hing Tin Estate

VSR from Lin Tak Road

VSR from Choi Fai Estate


Approximately 1,485 trees are proposed to be felled and 24 treesare proposed to be transplanted.

Semi-natural dense hillside woodland would be set back forwidening the existing roads

The slope at Lin Tak Road would be set back for theconstruction of the new flyover and road widening. Vegetableon the slope will be removed.

Residents of lower floors of Hong Wah Court next to thejunction of Sau Mau Ping Road / Lin Tak Road will suffer largevisual impact.


All existing trees to be retained shall be carefully protected duringconstruction.

Tree Transplantation following the detailed transplantingproposals in accordance with ETWB TCW No. 29/2004 and

GLTMS of DEVB

Erection of decorative screen hoarding for reducing visualimpacts

Mitigation measure for Flora Species of Conservation Importance

Compensatory tree planting for loss of existing trees

Compensatory woodland planting

Compensatory shrub mix planting

Hydro-seeding planting with shrub seed mix

Tall buffer advance screen tree / shrub / climber planting

Planting of road verges, central divider and around structures

Reinstate modified watercourse

Provision of visually pleasing aesthetic treatment on noisebarriers ( with climbers provided if space available) andenclosures

Hard Landscape Treatment Carriageway, Structures and

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Roadside Furniture(for example, pleasing aesthetic finishingof retaining wall)

Planting of toe planters for slope enhancement

Planting of berm planters/ planting strips for slopeenhancement

Cumulative Impacts No adverse impact is anticipated. No adverse impact is anticipated.

Residual Impact

The landscape and visual impacts from the Project areaconsidered generally acceptable with the implementation ofappropriate mitigation measures.

The landscape and visual impacts from the Project areaconsidered generally acceptable with the implementation ofappropriate mitigation measures

Landfill Gas Hazard


Areas within the boundary of the Project Sites

Section 1.1(f) in Annex 7 of the EIAO-TM

Section 3.3 in Annex 19 of the EIAO-TM

Landfill Gas Hazard Assessment for Development Adjacent toLandfills (ProPECC PN 3/96) ; and

Landfill Gas Hazard Assessment Guidance Note (1997)(EPD/TR8/97, Guidance Note)



Landfill gas from Jordan Valley, Ma Yau Tong West and Ma YauTong Central Landfills


RepresentativeSensitive Receivers Onsite construction workers Maintenance workers for buried utilities / services


The overall hazard level for the proposed project associated withJordan Valley, Ma Yau Tong West and Ma Yau Tong CentralLandfills is Medium for each of the three areas.


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General precautionary measures in terms of safety proceduresand sensible housekeeping practices are recommended tominimize risk during construction stage.

Routine monitoring is recommended as a precautionary measure.

General precautionary measures in terms of safetyprocedures and landfill gas monitoring are recommended tominimize risk when undertaking inspection / maintenance ofburied utilities / services during operational stage.

Cumulative Impacts No adverse impact is anticipated. No adverse impact is anticipated.


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