Kwun Tong Line Extension Consultancy Agreement No. NEX/2207 Environmental Impact Assessment (EIA) Study for KTE Final EIA Report

2. ALTERNATIVE ALIGNMENT SCHEMES

2.1 Introduction

2.1.1.1 Several options and alternatives have been considered in the development, refinement and selection of the preferred scheme for the KTE to be taken forward for environmental assessment and detailed design. This section of the report provides the details of the project options considered and the constraints and considerations assessed in adopting the preferred scheme.

2.1.1.2 In addition, as part of this process, the various construction methodology options available have been reviewed in order to determine the most effective means of building the project. The review has taken into account engineering feasibility, site conditions, programme aspects and environmental considerations.

2.1.1.3 The Preliminary Design for the project has considered a number of options for the major elements of the rail extension, including rail alignment and stations, and the construction methods with a view to identifying the optimum arrangement. These considerations have been influenced by feedback from the Public Consultation programme, from Value Engineering studies and technical review and have led to the proposed project evolving into a preferred option / scheme. The alternatives and the factors considered are discussed below.

2.2 The Without Project Alternative

2.2.1 The ‘Do-nothing’ Option

2.2.1.1 A fundamental project alternative is the option not to implement the KTE project, which in environmental terms is often referred to as the ‘Do-nothing Option’. However, the extension of the existing MTR Corporation KTL from YMT Station to the major population and employment areas of Ho Man Tin and Whampoa is a long standing ambition for the many residents and workers in the area.

2.2.1.2 In the absence of the KTE project, the public including residents and workers in the Ho Man Tin and Whampoa areas would continue to depend upon road-based transport (buses, motorbikes, cars and taxis) to travel to and from central before connecting with the existing rail network. These would continue to contribute to the existing congestion, traffic noise and emission of fumes from the vehicle exhausts.

2.2.1.3 For the above reasons the Do-nothing Option is not preferred and is not considered to be an environmentally preferred solution to the existing transport issues, pollution and problems and is not further discussed in this report.

2.2.2 Potential Environmental Benefits of the Project

2.2.2.1 There are some key environmental benefits associated with the implementation of the KTE project. The KTE has been desired by the local residents and businesses for a long time to provide a railway service to the Ho Man Tin and Whampoa areas and to relieve road traffic congestion in the existing east-west corridors in Kowloon. The KTE is likely to encourage redevelopment in the older district of Hung Hom and serve the ongoing developments on Hung Hom Bay.

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2.2.2.2 The implementation of a mass transit system, in this case an underground extension to the existing railway system and its introduction into the two major population and employment areas of Ho Man Tin and Whampoa will offer a safe, reliable, faster and more convenient mode of transport than the existing road-based vehicular system.

2.2.2.3 It is considered that during the operation phase, as trains to be operated on the project will be electrically powered, there would be minimal dust emissions. Tunnel ventilation exhausts and emergency smoke extraction facilities would be carefully positioned to avoid adverse air quality impacts. Air quality impacts during the operational phase are, therefore, envisaged to be insignificant.

2.2.2.4 The electric-powered railway is environmentally preferred to the existing vehicular based system particularly in regard to long term air and noise pollution emissions and the energy efficiency associated with mass transit as a mode of transport.

2.2.2.5 In addition to environmental benefits, the installation of an underground transport system rather than a new surface-based transport system will avoid a number of environmental dis-benefits. These include avoiding the sterilisation of land corridors which are associated with new roads or railways constructed at grade or as elevated developments. Only a very small amount of land is occupied by the above ground structures for the proposed KTE (such as station entrances, ventilation buildings, air intakes etc) and the associated noise and landscape & visual impacts of the operational stage are significantly less.

2.3 Alignment Options and Selection Factors

2.3.1 Background

2.3.1.1 The proposed KTE alignment has a number of pre-determined items which cannot be changed and therefore determine the basic alignment. These include the starting point for the rail extension, which is required to connect with the KTL at the existing twin overrun / refuge siding tunnels to the south of YMT Station and this requirement fixes both the vertical and horizontal design at these locations. This, along with fundamental system and railway design criteria which have been adopted, such as minimum horizontal curves, design speed requirements (80kph has been adopted for the whole route) and vertical change limits, resulted in consideration of three main alignment options for which the required design speed can be achieved. These alignment options are:

• The Base Scheme: developed in the previous Feasibility Study1. This was the originally proposed KTE alignment as shown in the EIA Study Brief;

• Option A: the YMT Station to HOM Station to Wuhu Street with a WHA Station at Dyer Avenue option; and

• Option B: the YMT Station to HOM Station to Wuhu Street with a WHA Station at Tak On Street option.

1 This Base Scheme is actually slightly modified from the Base Scheme produced by the previous Feasibility Study. However these are only minor amendments to features, such as the horizontal curves, made to enable achievement of the required design speed.

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2.3.1.2 The three alignments are shown in Figure 2.1 and are described in the sections below.

2.3.1.3 No practicable alternative options of station entrance locations were available as these were broadly dictated by each station location and operational requirements. For example, given that the HOM Station is to be an interchange station with the SCL, the station location is effectively fixed to a point at or near to where the KTE and SCL rail lines cross. Other factors were then considered including predicted patronage levels, comments at the public consultation events and availability of suitable locations.

2.3.2 Base Scheme

2.3.2.1 The westerly section of the Base Scheme comprises the existing twin overrun tunnels beyond YMT Station which have been constructed to a point in plan almost coinciding with the street level portal of the World War II Air Raid Precaution Tunnel in . The new KTE twin tunnels then initially follow Gascoigne Road before curving off beneath the King’s Park playing fields area to cross beneath , East Rail and Oi Man Estate. At Oi Man Estate the alignment curves into the proposed HOM Station site located below a sloping site bounded by Fat Kwong Street, Yan Fung Street and Chung Hau Street.

2.3.2.2 For the Base Scheme, the HOM Station is located at the fill platform formed by backfilling of a natural valley and then occupied by the Housing Authority’s Valley Road Estate and is bounded by Fat Kwong Street, Chung Hau Street and Yan Fung Street, as shown in Figure 2.2.

2.3.2.3 This HOM Station comprised four entrances / exits strategically located at Chung Hau Street, Fat Kwong Street, Shun Yun Street and north of North to serve mainly the Oi Man Estate, Ho Man Tin Estate, Chung Hau Street, Fat Kwong Street, Shun Yun Street, north of Chatham Road North and Hung Hom North areas.

2.3.2.4 The easterly section of the Base Scheme to HOM Station comprises an alignment which passes under Chatham Road North, Fat Kwong Street Playground, passing beneath Kwun Yam Temple and Station Lane to commence a tunnel arrangement beneath Tak Man Street.

2.3.2.5 WHA Station is located under Tak On Street and Tak Man Street and is crossed by Hung Hom Road, Shung King Street and joined by Tak Ting Street and Tak Hong Street (see Figure 2.2). The corridor passes immediately adjacent to the stern of The Whampoa (ship) which is a symbol of identity for the area and its history. The corridor is orientated northwest to southeast with the intersecting streets at 90 degrees to the corridor, with the upper platform overrun terminating opposite Block 3 of the Oak Mansion development. There are four station entrances / exits from where passengers and other station pedestrians can enter or disperse to the various locations of the catchment.

2.3.2.6 This WHA Station comprised four entrances / exits strategically located at Hung Hom Road close to the junction with Man Tai Street and serving areas to the north

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of the station, at Hung Hom Road close to Whampoa Mansions and Juniper Mansions, in Tak On Street close to Tak Ting Street and the Whampoa Plaza and bus terminus and in Tak On Street close to the Whampoa commercial complex and serving areas to the south of the station.

2.3.2.7 The small modifications to the previous Base Scheme, such as modifications to horizontal curves have enabled the required design speed to be achieved for this option and existing headways of 128 seconds for peak periods to be achieved. A crossover some 200m east of HOM Station platform is intended.

2.3.3 Option A

2.3.3.1 Option A comprises an alignment from YMT Station to HOM Station to Wuhu Street with a WHA Station at Dyer Avenue. The westerly section of this option is similar to the Base Scheme but after leaving the YMT overrun tunnels interface it turns more sharply eastwards than the Base Scheme running slightly (up to a maximum of about 60m) further north between Gascoigne Road and the interface with the East Rail Line. It passes under the King’s Park playing fields and then crosses the East Rail Line at a point very close to the Base Scheme crossing point before turning more sharply to the south and entering a HOM Station moved to the south.

2.3.3.2 The HOM Station associated with Option A partially overlaps with the HOM Station for the Base Scheme option but is moved slightly southwards and extends further to the southwest, as shown in Figure 2.3. The proposed site is currently used as an open-air car, coach and lorry park on a short term tenancy. This HOM Station layout would comprise four entrances / exits which are strategically distributed as follows:

• Two entrances at Wuhu Street. The entrance is split, with one part in Lo Lung Hang Street, an existing pedestrian side street to the south of Wuhu Street and the other entrance is located south of Chatham Road North serving areas to the south east of the station;

• An entrance utilising a potential construction shaft near the junction of Yan Fung Street and Fat Kwong Street; and

• An entrance at Chung Hau Street.

2.3.3.3 The easterly section of this option runs south-eastwards from the HOM Station before turning eastwards with a WHA Station under Dyer Avenue between Hung Hom Estate and Tai Wan Road East and in the vicinity of Hung Hom Road and Hutchison Park. The higher ground levels in the area would result in a relatively deep station. Due to the narrow width of the road a stacked platform would be required and a full overrun tunnel is not possible.

2.3.3.4 This WHA Station comprised four entrances strategically located with two entrances at Dyer Avenue the first near Wan Hoi Street and serving areas to the south west of the station and the second near Tai Wan Road and serving areas to the south east of the station and with two entrances at Hung Hom Road the first close to Man Tai Street and the Whampoa Estate and the second close to Tak Hong Street.

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2.3.3.5 This location could potentially utilise Tai Wan Shan Park and Hutchison Park for works areas and would enable off-line concourse, entrances and tunnel ventilation facilities. However, it would lack connectivity with the main commercial heart of Whampoa Gardens.

2.3.4 Option B

2.3.4.1 The western section of this option is the same as for Option A, running initially south and then slightly north of the Base Scheme. It passes under the King’s Park playing fields and then crosses the East Rail Line at a point very close to the Base Scheme before turning more sharply to the south and entering a HOM Station moved to the south.

2.3.4.2 The HOM Station associated with Option B (is the same as for Option A) and partially overlaps with the HOM Station for the Base Scheme option but is moved slightly southwards and extends further to the southwest, as shown in Figure 2.4. The proposed site is currently used as an open-air car, coach and lorry park on a short term tenancy. This HOM Station layout would comprise entrances / exits (as per Option A) which were strategically distributed as follows:

• Two entrance at Wuhu Street. The entrance is split, with one part in Lo Lung Hang Street, an existing pedestrian side street to the south of Wuhu Street and the other entrance is located south of Chatham Road North serving areas to the south east of the station;

• An Entrance utilising a potential construction shaft near the junction of Yan Fung Street and Fat Kwong Street; and

• An Entrance at Chung Hau Street. 2.3.4.3 The easterly section from HOM Station passes down Wuhu Street and then is very similar to the Base Scheme alignment. This WHA Station would run under Tak On Street and comprised four entrances / exits strategically located at Hung Hom Road close to the junction with Man Tai Street and serving areas to the north of the station, at Hung Hom Road close to Whampoa Mansions and Juniper Mansions, in Tak On Street close to Tak Ting Street and the Whampoa Plaza and bus terminus and in Tak On Street close to the Whampoa commercial complex and serving areas to the south of the station.

2.3.4.4 The headways can be maintained and design speed achieved. A crossover can be achieved only 100m east of HOM Station. A full 110m overrun tunnel at WHA Station is possible.

2.3.4.5 A summary of the key alignment elements of the Base Scheme and the two alternative options is presented in Table 2.1 below.

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Table 2.1 : Summary of Alternative Scheme Elements Option Western Alignment Section Eastern Alignment Section HOM Station WHA Station (to HOM Station) (To WHA Station) Follows North of Under Fat Wuhu Wuhu Northern Southern Under Tak Under Dyer Gascoigne Gascoigne Road, Kwong Street Street – Tak Street – Extension Extension On Street Avenue Road, under under Kings Park Playground, On Street Dyer Option Option Oi Man Estate High Level meets Tak On Avenue Service Reservoir Street at Dock Playground Street Base √ √ √ √ Scheme Option A √ √ √ √ Option B √ √ √ √ (with extended overrun / refuge siding tunnel)

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2.3.5 Land Lots Affected

2.3.5.1 All three of the alignment options would affect both government and private owned land to some degree. The alignments between YMT Station overrun tunnels and HOM Station are relatively similar in terms of land lots affected, however the alignments from HOM Station to WHA Station (and its overrun tunnels) have significant differences, with the Base Scheme passing under many more private land lots than Options A or Option B. This is significant in that tunnelling under existing lots could affect or limit the future development potential of the lots / properties and significantly affect the owners / developers of the lots. It could also involve potential ground-borne noise impacts.

2.3.6 Alignment Lengths and Journey Times

2.3.6.1 The overall alignment lengths (averaged for the twin tubes) between the interface at the YMT overrun tunnels and the face of WHA Station are approximately 2.26km in length for the Base Scheme and approximately 2.10km in length for Options A and B in each direction. Therefore, the tunnel lengths for Options A and B are both a total of some 300m shorter than the Base Scheme tunnels.

2.3.6.2 The approximate journey times for the options are very similar, with the Base Scheme being only approximately 5 seconds longer (at 120 seconds) for the YMT Station to HOM Station section than the other options, which have the same (115 seconds) journey times. The approximate journey time for the HOM Station to WHA Station section is the same for all of the options at approximately 80 seconds, making a total journey time from YMT Station to WHA Station of 200 seconds for the Base Scheme and 195 seconds for both Options A and B.

2.3.6.3 The shorter tunnel lengths (of Options A and B) would have environmental benefits as follows:

• During the construction stage – less materials and resources usage including less construction activities, less excavated spoil removal and disposal, less use of construction chemicals, tunnel linings, less base plate and rails, and less E&M equipment, such as lights, ventilation ducting and electric cables etc.; and

• During the operation stage – less energy usage to power the trains and for the extra lighting and ventilation. 2.3.7 Construction Programme

2.3.7.1 The overall (tentative) programmes for the three options are the Base Scheme - 53 months, Option A - 53 months and Option B - 50 months.

2.3.7.2 Many of the construction requirements and durations for major construction elements of the project are the same for these options. However:

• For the Base Scheme a key element is that the construction of the more northerly HOM Station is longer than the southerly HOM Station featured in the other two options; and

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• For Option A the WHA Station at Dyer Avenue is projected to take longer than the WHA Station at Tak On Street featured in the other two options.

2.3.7.3 The longer construction duration of these major construction elements causes delays in the Base Scheme and in Option A. Therefore, as a consequence Option B is the optimum combination of major construction elements in terms of the construction programme.

2.3.7.4 The overall programme for the Option B alignment with the WHA Station located on Tak On Street is 50 months. Critical items are construction of HOM and WHA Stations which will take approximately 42 months. The overall programme includes allowance for testing and commissioning.

2.3.7.5 The shorter construction programme for Option B (3 months less) has associated environmental benefits such as reduced duration of disturbance to the nearby sensitive receivers and earlier removal of the associated work areas with identified air quality, noise and landscape and visual impacts. In addition the shorter construction period would enable earlier commencement of rail operations with the associated benefits of mass transit as identified in Section 2.2.

2.3.7.6 Proposed construction commencement and completion dates for major elements of the Project have been tentatively scheduled and are discussed in Section 3. A preliminary construction programme is presented in Appendix 3.1.

2.3.8 Public Consultation

2.3.8.1 When selecting the preferred option, major factors that were considered included not only the engineering factors and environmental factors, but also views from the public received during the public consultation exercise.

2.3.8.2 As one of the KTE Project Objective, an extensive series of meetings/consultations with public has been conducted during the preliminary design stage of the Project, with an objective to formulate a final scheme which meets the needs of the local community and is fully supported by the general public.

2.3.8.3 The Chief Executive in Council instructed the MTR Corporation to proceed with the further planning and preliminary design of the KTE on 11 Mar 2008. Following the announcement of this decision, the KTE scheme was introduced to the Subcommittee on Matters Relating to Railways of the Legislative Council in March 2008, as well as the Shatin, Wong Tai Sin, , Yau Tsim Mong, Central and Western and Wan Chan District Councils from March to May 2008.

2.3.8.4 The MTR Corporation commenced the preliminary planning and design study of KTE in June 2008. Since then, the Government and the MTR Corporation have conducted two rounds of extensive public consultation in collaboration with the Kowloon City District Council (KCDC) in 2008 and 2009 to seek public views on the Project. Details of the public consultation are given below.

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First Round Public Consultation

2.3.8.5 An initial proposal with two alignment options, with the WHA Station located at Dyer Avenue and Tak On Street respectively, was developed and presented during the 1st round public consultation to get public feedback during the period between April and August 2008. The following items had been undertaken:

• A presentation to KCDC in June 2008;

• Four roving exhibitions and three public forums were held in collaboration with the KCDC in a community centre, school and shopping mall to collect views and suggestions from the community; and

• A meeting with stakeholders was held to collect views and suggestions from the community.

Second Round Public Consultation

2.3.8.6 Having considered various criteria for the evaluation of alignment options during the preliminary design study, the MTR Corporation put forward the revised scheme of KTE, with the WHA Station located at Tak On Street, for the second round public consultation. This was conducted during the period from July to January 2010, with the following items being undertaken:

• Presentations to the Kowloon City, Yau Tsim Mong and Sai Kung District Councils;

• Presentation to the Subcommittee on Matters Relating to Railways of the Legislative Council;

• Three roving exhibitions and two public forums were held in collaboration with KCDC in a community centre and school to collect views and suggestions from the community; and

• Thirty-two meetings with various stakeholders including residents, schools, owners committee etc., were held to explain the scheme and collect views and suggestions from the community.

2.3.8.7 Please refer to Appendix 2.1 for the summary of the key public concerns on the Project. The feedback from the public consultation indicates that the public generally support the project and look forward to its implementation as early as possible.

2.3.8.8 In response to comments received, some modifications have been made on the design of the Project to address their concerns, as highlighted below:

Vent Shafts

2.3.8.9 During the public consultation exercise, the Project Proponent was requested to design and locate the vent shafts such that environmental impacts including fixed plant noise (fan noise), air quality and visual impacts associated with their operations could be minimised.

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2.3.8.10 In response to comments from the public, the vent shafts will be designed to present minimal environmental impacts as far as practicable, following assessment findings of this report, including:

• Quieter plant such as those which have been effectively silenced would be chosen where necessary;

• Noise levels specification would be included when ordering new ventilation equipment;

• Direct noise mitigation measures including silencers, acoustic louvers and acoustic enclosure would be installed where necessary;

• Louvers of vent shafts would be located away from sensitive receivers as far as practicable;

• Vent shafts would be appropriately designed to blend in to the existing urban context; and

• Planting would be encouraged to soften the visual impact of the vent shafts where possible.

2.3.8.11 Potential ventilation shaft noise impacts are assessed in Section 7 of this report. In accordance with the assessment results, the ventilation shafts would be designed to comply with the specified noise limits with no adverse impacts.

2.3.8.12 KTE is an electric railway, and so there would not be any emissions from fossil fuel generated within the rail system. The main source of carbon dioxide (CO2) would be from the breathing of the passengers and staff working in the station. The ventilation system is designed for an air exchange rate of 5 litre/person/second in accordance with MTRC Design Manual. As a result, all CO2 exhaled by passengers/staff would be sufficiently diluted by the fresh air intake before being discharged through the normal air exchange. Similar to other electrified rail projects with substantial sections underground (e.g. Kowloon Southern Link), air quality impact from the operations of vent shafts would not be considered a key environmental issue.

2.3.8.13 There are only a very few sources of dust inside the railway system. MTR Corporation has commissioned a monitoring programme on the dust level at a vent shaft in Central District and benchmarked the results with a nearby Environmental Protection Department continuous air quality monitoring station. The measurement results indicated that the dust level at the vent shaft area was no worse than any other spots in Central, where the air quality was found to be affected predominantly by road traffic emissions.

2.3.8.14 The vent shaft is also designed to be sited at more than 5m from any opening at the adjacent building, in accordance with the Fire Services Department’s requirement. At this distance, there should be no noticeable temperature effect as a result of emissions from vent shafts. The vent shafts would therefore not be expected to lead to adverse air quality impacts to the ASRs.

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2.4 Preferred Alignment Option

2.4.1 Selection Details

2.4.1.1 The construction method(s) proposed for all three possible alignments would be the same and therefore this did not affect the option selection. However, the preferred construction method for the tunnels, stations and other facilities are discussed in Section 2.5 below.

2.4.1.2 As discussed above, all of the alignment options have the same starting point at YMT Station (overrun tunnels) with fixed horizontal and vertical locations at this point. Consequently, the alignment options are broadly the same in their western sections down to HOM Station (with the exception of proximity to sensitive receivers near King’s Park and Oi Man Estate) and greater differences occur in the running tunnels as they extend eastwards from HOM Station and in the location of WHA Station.

2.4.1.3 The two Wuhu Street alignment options (Options A and B) were shown to have the following engineering and operational advantages over the Base Scheme:

• They pass under significantly less private lots from HOM Station eastwards than the Base Scheme. This is important as it would reduce any future loss of redevelopment potential of the affected building lots and would avoid potential ground-borne noise impacts;

• Tunnelling beneath Wuhu Street will provide construction contractors with greater flexibility to deal with ground improvement if soft ground is encountered, whereas the Base Scheme passes under buildings and will present greater construction risk to the project;

• The crossover can be located much closer to HOM Station than for the Base Scheme and is, hence, operationally superior; and

• They have shorter route lengths and will, therefore, use less energy (electricity), involve less materials usage and generate less excavation materials.

2.4.1.4 In terms of the stations, the HOM Station options consist of a northern option and southern option. The two options are quite similar and they partly overlap but the southern option extends further to the southwest and ensures that the KTE station box will be in rock. The Base Scheme features the northern station option. A wide range of factors were taken into account in the comparative assessment of the two options, including the site, topography, geology, alignments, passenger comfort and convenience, presence of other constraints (such as major utilities) and, also, the locations and practicality of supporting aspects and facilities, such as station entrances and ventilation shafts. As the station locations are quite close to each other many of these factors are effectively the same for each option.

2.4.1.5 For the alignment Options A and B the SCL and KTE lines cross to the south of the development rather than in the platform centre. An advantage of this is that they cross well under the assumed rock head level and would therefore be less likely to create any ground-borne noise impacts. Both lines would be housed in

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station boxes with the concourses at the same level thus providing a common concourse / transfer level.

2.4.1.6 For the WHA Station, the Dyer Avenue station associated with Option A has the disadvantage of having lack of connectivity with the main commercial heart of Whampoa Gardens and therefore would be expected to generate a lower patronage. Comparatively, the WHA station associated with the Base Scheme and Option B under Tak On Street had some notable engineering and station operation advantages as follows:

• It would generate more patronage;

• The station would be shallower (11m deep) and, therefore, would be more passenger friendly;

• The construction would be simpler;

• It would provide opportunities for integrated entrances linking the existing retail basement retail facilities;

• It is projected to be more accessible to more people due to its location and will be more convenient for passengers as it is directly below the main shopping street; and

• Less influence to the landlords above.

2.4.1.7 In addition, the options have been considered for a range of environmental issues to identify potential benefits and dis-benefits associated with each option and the Base Scheme has more potential impacts than either of the Wuhu Street options. The environmental considerations are summarized in Table 2.2.

2.4.1.8 The three alignment options could broadly be considered to occupy a similar land corridor and have much in common. This is not surprising given that they all start at the same location (YMT overrun tunnels) and are designed to serve the same population areas i.e. Ho Man Tin and Whampoa. Consequently they have similar potential impacts for several aspects.

2.4.1.9 From the comparative environmental assessment shown in Table 2.2 it can be seen that the Base Scheme has less of the identified environmental benefits for the selected criteria (with 4 ‘environmentally preferred’ symbols (√) and more of the environmental dis-benefits (with 10 of the ‘environmentally not preferred’ symbols (X) than Options A (with 7 (√) and 7 (X) and B (with 9 (√) and 5(X).

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Table 2.2: Potential Environmental Benefits/Dis-benefits of Alignment Options Criteria Alignment Option Base Scheme Option A Option B Air-borne Noise EAP is further away from NSRs at King’s EAP is closer to NSRs at King’s Park EAP is closer to NSRs at King’s Park Park (e.g. Queen Elisabeth Hospital and (e.g. Queen Elisabeth Hospital and Parc (e.g. Queen Elisabeth Hospital and Parc Parc Palais) (√) Palais) (X) Palais) (X) Much closer to NSRs at Ho Man Tin (e.g. Further away from NSRs at Ho Man Tin Further away from NSRs at Ho Man Tin Oi Man Estate, Marigold Mansions and (e.g. Oi Man Estate, Marigold Mansions (e.g. Oi Man Estate, Marigold Mansions Hung Hom Government Primary School) and Hung Hom Government Primary and Hung Hom Government Primary (X) School) (√) School) (√) More potential NSRs at Tak On Street (X) Less potential NSRs at Dyer Avenue (√) More potential NSRs at Tak On Street (X) Ground-borne Noise Runs directly beneath residential NSRs at Runs directly beneath residential NSRs at Runs under Wuhu Street (No NSR is junction of Station Lane and Ma Tau Wai junction of Station Lane and Ma Tau Wai located directly above the alignment) (√) Road (X) Road (X)

Air Quality Much closer to existing residential Further away from existing residential Further away from existing residential (Construction Dust) development at Yan Fung Street (X) development at Yan Fung Street (√) development at Yan Fung Street (√) Close to residential ASRs at Tak On Further away from residential ASRs at Close to residential ASRs at Tak On Street (X) Tak On Street and less potential ASRs at Street (X) Dyer Avenue (√) WHA Station would be shallower (11m WHA Station under Dyer Avenue would WHA Station would be shallower (11m deep) and require less excavation, be deeper and require more excavation, deep) and require less excavation, generating less dust (√) generating more dust (X) generating less dust (√) Waste Management Longer route length (approx. 2.76km) so Shorter route length (approx. 2.60km) so Shorter route length (approx. 2.60km) so more spoil generated (X) less spoil generated (√) less spoil generated (√)

WHA Station would be shallower (11m WHA Station under Dyer Avenue deeper WHA Station would be shallower (11m deep) and require less excavation, so more excavation and generating more deep) and require less excavation, generating less spoil (√) spoil (X) generating less spoil (√) Wastewater Longer route length (approx.2.76km) so Shorter route length (approx.2.60km) so Shorter route length (approx. 2.60km) so more tunnel wastewater generated (X) less tunnel wastewater generated (√) less tunnel wastewater generated (√)

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Criteria Alignment Option Base Scheme Option A Option B Land Contamination Potential interface with contaminated land Potential interface with contamination at Potential interface with contaminated land at old dockyards near to WHA Station (--) old oil depot near to WHA Station (--) at old dockyards near to WHA Station (--) Cultural Heritage There are no Declared Monuments within There are no Declared Monuments within There are no Declared Monuments within the Project Boundary the Project Boundary the Project Boundary

There are no designated archaeological There are no designated archaeological There are no designated archaeological sites within the project boundary sites within the project boundary sites within the project boundary Landscape and Visual Minimised landscape and visual impacts Landscape and Visual impacts at Landscape and Visual impacts at at Ho Man Tin (√) Chatham Road North are significant (X) Chatham Road North are significant (X)

Potential impacts to trees at Yan Fung Potential impacts at Yan Fung Street Rest Potential impacts at Yan Fung Street Rest Street Rest Garden (--) Garden (--) Garden (--)

Impacts to large trees at Hung Hom Road Potential impact to trees on Dyer Avenue Impacts to large trees at Hung Hom Road and Tak Man Street (X) (X) and Tak Man Street (X) Tunnel Length Greater tunnel length (2.76km) requires Shorter tunnel length (2.60km) requires Shorter tunnel length (2.60km) requires greater materials, resources and energy less materials, resources and energy usage less materials, resources and energy usage usage (X) (√) (√) Construction Duration Longer construction programme (53 Longer construction programme (53 Shorter construction programme (50 months) involves longer duration of months) involves longer duration of months) hence shorter duration of disturbance, longer presence of works disturbance, longer presence of works disturbance, shorter presence of works areas with associated air quality, noise areas with associated air quality, noise areas with associated environmental and landscape & visual impacts and later and landscape & visual impacts and later impacts and earlier commencement of commencement of operations (with the commencement of operations (with the operations (with the anticipated anticipated environmental benefits of the associated environmental benefits of the environmental benefits of the KTE KTE identified in Section 2.2) (X) KTE ) (X) identified in Section 2.2) (√) Note: (√) = Environmentally Preferred Option (X) = Environmentally Not Preferred Option (--) = No Environmental Preference

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2.4.1.10 It should be noted that many of the benefits / dis-benefits would be associated with the construction stage of the project and would therefore be of a temporary nature.

2.4.1.11 In terms of the tunnel alignment itself, the two Wuhu Street options have operational, engineering and environmental advantages over the Base Scheme as noted above.

2.4.1.12 In terms of the stations, the HOM Station options which extend further south (Options A and B) were required / operationally determined by the need to link with the preferred alignment (see above). This consideration overrode other factors. The WHA Station at Tak On Street for the Base Scheme and Option B, however, did have operational, engineering, programme and some environmental benefits over the Dyer Avenue WHA Station of Option A. Thus, Option B incorporates the preferred elements, i.e. the Tak On Street WHA Station and the shorter tunnel alignment as well as the operationally preferred crossover located closer to HOM Station.

2.4.2 Summary

2.4.2.1 The Base Scheme incorporates the preferred Tak On Street Alignment for WHA Station but also includes less favourable design elements, namely the longer tunnel alignment with a crossover further away from the HOM Station, the joint longest construction programme and affects the greatest number of private land lots.

2.4.2.2 Option A incorporates the shorter tunnel alignment and the closer crossover location (to HOM Station) but also incorporates the ‘not preferred’ Dyer Avenue Alignment for WHA Station and the joint longest construction programme. The Option A alignment was also considered slightly less favourable than Option B in terms of its effects on private land lots.

2.4.2.3 Option B has the following operational advantages / environmental benefits:

• Comprises the Wuhu Street - Tak On Street Alignment which features the preferred Tak On Street location for the WHA Station;

• Has the shorter tunnel alignment (than the Base Scheme);

• Has a closer crossover location (to HOM Station) than the Base Scheme;

• Has the shortest construction programme;

• Affects the least number of private land lots;

• Is further away than the Base Scheme from NSRs at HOM;

• Is further away from residential NSRs at Yan Fung Street;

• There are no ground-borne NSRs directly above the alignment;

• Its WHA Station is shallower than the Option A WHA Station with reduced excavation and potential dust impacts; and

• Would generate less wastewater than the other options.

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2.4.2.4 The comparison of benefits and dis-benefits is shown in Table 2.2 above and Option B has been determined to have minimised environmental effects and provides overall environmental benefits over the other two options and presents the optimum scheme from an operational and environmental perspective. As such, Option B was selected as the preferred alignment.

2.4.3 EAP / VB Location

2.4.3.1 The Fire Strategy Study for the KTE determined that an Emergency Access Point (EAP) will be required in the tunnels between YMT Station and HOM Station. A key reason for this is the distance between the two stations (1,750m between centrelines of YMT and HOM Stations) is greater than the normal urban line spacing of 1,000m. In addition the ventilation building needs to be able to accommodate future ventilation facilities to enable possible future reduction in KTL headways from the existing 128 seconds to 105 seconds. It is therefore intended to combine the EAP with a ventilation shaft and also utilise it for construction access purposes which would help to minimise the number of above ground structures required.

2.4.3.2 The possible locations for the EAP / VB are limited as it needs to be in close proximity to the horizontal alignment to minimise the distance involved for passenger evacuation and emergency services access in the event of an emergency and to minimise the ventilation shaft length to save materials usage and energy required to achieve the ventilation. The EAP / VB also needs to be close to the mid-point between YMT and HOM Stations to fulfil its purpose.

2.4.3.3 The above considerations combined with the built up nature of the area has limited the possible locations for the EAP / VB and a total of 3 locations were identified. These are shown on Figure 2.9 and are:

• Option 1 - The Club de Recreio tennis courts immediately south of the Queen Elizabeth Hospital boundary and adjacent to (other club facilities exist to the west and south of the identified site;

• Option 2 - The rugby practice pitch on the lower platform of King’s Park Sports Ground (to the east and south are the remaining rugby facilities managed by the Hong Kong Rugby Union, which consist of a club house, an all-weather artificial turf pitch, a natural turf pitch and a newly constructed training pitch); and

• Option 3 - The northern end of the international rugby pitch on the upper platform of King’s Park Sports Ground (the site is located at the northern end of the international rugby pitch and immediately south of the Parc Palais private residential development). 2.4.3.4 An option evaluation was undertaken for the 3 EAP / VB location options identifying the pros and cons as well as the environmental benefits and dis-benefits and this is summarised in Table 2.3 and discussed below.

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Table 2.3: EAP / VB Location Option Evaluation including Potential Environmental Benefits/Dis-benefits Alignment Option Option Pros / Benefits Cons / Dis-benefits Option 1 • Relatively shallow depth of facility • The land is privately owned and used as shaft (45m) compared with Options 2 club tennis courts and resumption would and 3, with shorter access time for be required. However, the lease for the emergency services / passenger site expires at end of 2011 evacuation, less use of resources, • Closer to the Queen Elizabeth Hospital materials usage and less excavated Facilities spoil removal and disposal • Visual impacts to surrounding VSRs • Direct EVA from Wylie Road

• No upgrading of existing access road required • Target future headway of 105 seconds can be achieved • The quantity of excavated spoil (3,740 m3) requiring disposal is less than the other two options • The separation distance from the nearest residential areas (Parc Palais) and the King’s Park sports grounds is greater Option 2 None • The required land intrudes into a proposed school site which is under development • Deeper depth of shaft (60m) increases time of emergency services access / passenger evacuation, greater use of resources, materials usage and quantity of excavated spoil removal and disposal • Long EVA via bends and gradients from Wylie Road • Upgrading of access road works required • Target future headway of 105 seconds cannot be achieved • The quantity of excavated spoil (5,950 m3) requiring disposal is greater than Option 1 • The separation distance to nearest residential area (Parc Palais) and the King’s Park sports grounds is less • Visual impacts to surrounding VSRs

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Alignment Option Option Pros / Benefits Cons / Dis-benefits Option 3 • The land is owned by the Government • The required land will impact on a and should be easier to procure clubhouse and an international sports pitch • Deepest depth of shaft (65m) increases time of emergency services access / passenger evacuation, greater use of resources, materials usage and quantity of excavated spoil removal and disposal • Longest EVA via bends and gradients from Wylie Road • Significant upgrading of access road and embankment works required • Target future headway of 105 seconds cannot be achieved • The quantity of excavated spoil (5,695 m3) requiring disposal is greater than Options 1 and 2 • The separation distance to nearest residential area (Parc Palais) and the King’s Park sports grounds is less • Visual impacts to surrounding VSRs

2.4.3.5 The Option 1 location involves a shorter shaft than Options 2 and 3 which had a number of environmental benefits including less materials and resource usage, less excavated spoil to dispose of and less energy use during construction. It is closer to the Queen Elizabeth Hospital facilities, but is further away from the Parc Palais residential areas and King’s Park sports ground. It also provided better existing Emergency Vehicular Access (EVA) and sufficient nearby emergency parking for fire engines without the need for access road improvement construction works and associated environmental impacts. The shorter shaft would also use less energy to achieve the ventilation requirements during operation. All 3 options would present some visual impacts although these could be mitigated by tree screening and greening of the building structure.

2.4.3.6 The Option 1 was determined to be preferred operationally and from a safety aspects viewpoint by providing quicker / shorter access for emergency services and passenger evacuation. An additional factor is that MTR Corporation wish to have the flexibility to reduce the KTL headway in the future and this cannot be provided by Options 2 or 3. This is explained below under the heading One-Train Rule below.

One-Train Rule

2.4.3.7 The purpose of the one-train rule is to limit or allow only 1 train to be present in any one ventilation zone to ensure effective and safe passenger evacuation when operating smoke extraction in the push-pull principle. A longer ventilation zone

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would mean a longer travelling time for a train to clear that particular tunnel section, which implies a longer headway level (a lower service level).

2.4.3.8 The 105 headway requirement for KTE would be required to be in line with the ultimate system headway of the existing KTL and should not introduce a new headway bottleneck in the new extension of KTL. The existing operational headway of KTL is 128 seconds.

2.4.3.9 The achievable operation headways of the 3 possible ventilation building locations are summarised in Table 2.4. It is necessary to locate a ventilation building in between the YMT Station and HOM Station tunnel section to ensure 2 ventilation zones are available in that tunnel section.

Table 2.4: Achievable Headways For Ventilation Building Location Options Location Option Ventilation Building Option 1 Option 2 Option 3 Locations Achieved Operational 104 sec 112 sec 119 sec Headway Satisfied 105 sec 9 8 8 headway

2.4.3.10 The Option 1 for the EAP / VB was therefore selected as the preferred operational and environmental option.

2.5 Design Evolution

2.5.1.1 Since the selection of the preferred alignment option (Option B - the Wuhu Street – Tak On Street Option), with the associated EAP/VB at Club de Recreio by the process described in this section, the alignment design has continued to be modified in order to avoid potential problems and to improve the alignment. This process of introducing modifications has been termed Design Evolution and has involved relatively small modifications to the alignment and the associated facilities. The modified alignment (termed the Revised Preferred Scheme) is given on Figure 2.5, the modifications are summarised in Appendix 2.2 and also shown on a larger scale on Figures 2.6 – 2.8. In addition the EAP / Ventilation Building is henceforth referred to as the Wylie Road Ancillary Building (WAB).

2.5.1.2 Details of the Revised Preferred Scheme incorporating the Design Evolution items are provided in Section 3 of this EIA Report.

2.5.1.3 It should also be noted that the Technical Circular (ETWB TCW No. 13/2003) guides the parallel actions on the Gazetting and EIA approval process for the project. In handling any EIA related inconsistencies that may arise due to the gazette documents amendments, MTRCL would follow the guidelines and requirements of Section 13 and Section 10 of the EIAO in the EIA processing. On the other hand, in the separate gazettal processing, MTRCL would follow the requirements as stipulated in Railways Ordinance Cap. 519 to manage any amendments to the gazetted scheme. In addition, if any amendment items which would have any potential environmental impacts, attention will be drawn to the concerned stakeholders through continuous communication with the District Council and local community. Some inconsistencies between the EIA Report

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and the gazette have occurred and these are listed, together with the implications for further environmental impacts, in Appendix 2.3.

2.6 Construction Methodology Alternatives

2.6.1 Tunnel Options

2.6.1.1 The whole of the KTE railway alignment is in tunnel and as such the method of forming the tunnel during the construction phase is a key factor for the EIA Study. Notwithstanding, the engineering feasibility of the various alternative options play a key factor in the selection of the preferred options. The main tunnelling methods considered for this project are:

• Drill-and-blast construction;

• Mechanised tunnel boring, in which the tunnel is bored using a tunnel boring machine (TBM);

• Cut-and-cover excavation technique; and

• Soft ground tunnelling methods.

Drill-and-Blast Construction

2.6.1.2 This is the conventional method of excavation for large face area hard rock tunnels in Hong Kong. It involves use of a rock drilling rig to drill holes into the rock face, placing of explosives into these holes and then detonation to break up a section of the rock. The broken rock and debris is then removed and the process repeated.

2.6.1.3 The use of explosive blasting for the bulk excavation of hard rock is well proven and tends to be the most efficient method available / used in Hong Kong. The careful control of the quantity of explosive used the associated vibration generated and experienced at the existing structures in the vicinity can be well controlled. The alternative use of mechanical or chemical breaking systems requires additional rock drilling which slows down the construction process, extends the construction period and increases the noise emissions / impacts.

2.6.1.4 For most tunneling projects in rock, the ground condition is somewhere between two extreme conditions of hard rock and soft ground. The tunnel face may have a certain self-supporting stability, however support measures are still necessary. For this project the drill and blast excavation method may be a cost effective solution.

2.6.1.5 Drill and blast techniques are considered to be feasible for most rock tunnel sections of this project and it is particularly suited to the variations in shape and geometry of the tunnels, station boxes and varied excavations required for the KTE project.

Mechanised Tunnel Boring using a TBM

2.6.1.6 A TBM is a large drill that excavates a circular tunnel without disturbing the ground surface other than at launching and retrieval shafts and therefore minimizes surface disruption. TBMs are custom designed for specific geological

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conditions (and to meet other project requirements). As the TBM moves forward creating the tunnel, the excavated rock and soil are conveyed backwards for disposal and segmental linings are placed to progressively form the tunnel. TBMs are electric powered and supplied from a temporary electricity sub-station located near the launching shaft.

2.6.1.7 A TBM is particularly suitable for soft and mixed ground tunnels. It can be utilized for short lengths of rock tunnel but tends to be less efficient or flexible for these sections as traditional methods, such as drill and blast.

2.6.1.8 After completion of the required tunnel a TBM is sometimes driven forward to a retrieval shaft where it is disassembled and removed, or possibly left in a resting location, then ‘stripped down’ to remove the useful parts of the machine and left in place.

Cut-and-Cover Construction

2.6.1.9 The cut-and-cover method of tunnelling / excavation involves excavating a trench, constructing a tunnel (or placing a preformed structure) within it and then covering the structure with soil. To reduce the duration of the disruption and to restore pedestrian and vehicular traffic as soon as possible the trench is often covered by a temporary decking arrangement following the excavation. It is proven and commonly used method of excavation and construction in Hong Kong, particularly for stations and buildings, such as ventilation buildings and shafts

2.6.1.10 Cut-and-cover construction accommodates variations in the width of the tunnel and also non-uniform shapes, which are required to build stations and portals. Diaphragm walls, which are often used to support the vertical sides of the excavation, may serve as temporary or permanent support for the excavation / tunnel.

Soft Ground Tunneling

2.6.1.11 Soft ground tunnelling is normally undertaken as excavation by longitudinal sections in stages. It is common practice with this method to strengthen and prepare the soil for tunneling, by ground modification. This can include various types of grouting (by injection of chemical or cementing agent into the soil), ground freezing and other similar treatments.

2.6.1.12 Excavation for the soft ground tunnels is envisaged to be by mechanical excavation method. Supporting structures are required for the excavation area to ensure soil stability and in order to avoid excessive ground movement.

2.6.1.13 For this project steel canopy tube umbrellas with grout curtains on the perimeter would be installed prior to tunnel excavation. Temporary lining in the form of steel ribs and fibre reinforced shotcrete would be fixed against the excavated soil or treated soil surface for stabilisation. Advance probing would be proceeded to investigate any possible zones of significant water inflow. Grouting would be carried out ahead of the excavation face to minimise overall inflow of ground water to facilitate the excavation work. This can be carried out from the ground surface prior to excavation or from the tunnel level. Additionally, advance drill holes can be adopted to release excessive pore water pressure in soil to avoid

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sudden collapse of the cut soil face during excavation although this is not preferred if excessive groundwater flows are experienced. A waterproofing membrane and permanent in-situ concrete lining would be constructed against the shotcrete surface with a smoothing concrete layer where required.

2.6.1.14 While this method is slow, it can be particularly effective in certain situations, such as around a subway or utility which cannot be relocated and where special care is required to protect the obstruction. The method allows a tunnel of any shape to be excavated and it is therefore applicable for areas, such as crossovers and bifurcation, in which the tunnel shape or size needs to vary.

2.6.1.15 As the name of the method indicates this method is only intended for soft ground areas and would not be applicable for much of the tunnel route. Soft ground is anticipated in several areas and a combined rough estimate of about 170m of tunnel is anticipated. Therefore the soft ground tunnelling would be undertaken in conjunction with other tunnel construction method(s).

Considerations for Selection of Preferred Tunnel Construction Method

2.6.1.16 The preferred construction method would be predominantly determined by engineering factors including safety, geological conditions, site conditions / constraints, accessibility, programme and cost effectiveness. Environmental considerations have also been taken into account to minimize the potential noise, air quality, water quality and cultural heritage impacts as well as waste management aspects.

Geography, Geology and Site Conditions

2.6.1.17 At the western end of the route, where the proposed alignment connects with the YMT Station overrun tunnels and runs parallel with the existing Gascoigne Road, the ground level is approximately +6mPD to +8mPD. As the alignment passes underneath various sports grounds and across Wylie Road the existing ground level varies from +15mPD to +35mPD. The alignment then continues under Princess Margaret Road, under East Rail to the new HOM Station and the ground level rises from +20mPD to +70mPD at the King’s Park High Level Service Reservoir. To the east of HOM Station the alignment passes under Chatham Road North where the existing ground level is approximately +9mPD and on into the Whampoa area where the ground is fairly flat at about +4mPD.

2.6.1.18 The proposed alignment lies almost entirely within the Kowloon Granite as shown in Figure 4.2. A mantle of decomposed granite overlies the bedrock to varying depths. The majority of the alignment is covered by a layer of fill that is thicker in the area of the ex-Valley Road Estate where in excess of 30m of fill is encountered. Much of the alignment will be constructed through hard rock.

2.6.1.19 The alignment will however encounter several potential faults and zones of soft ground. There are some areas of low rock cover, notably approaching WHA Station. The alignment comes close to the original shoreline at the eastern end, although no marine deposits have been noted near the proposed tunnels.

2.6.1.20 This has been taken into account in the selection of the proposed construction method for the different sections of the alignment.

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Environmental Considerations

2.6.1.21 Potential environmental issues associated with each of the tunnelling construction methods have been reviewed and a summary of their benefits and dis-benefits is presented in Table 2.5.

Table 2.5: Benefits and Dis-benefits of Tunnel Construction Methods Construction Benefits Dis-benefits Method Drill and blast All works underground so Higher vibration to adjacent minimizes the disturbance to land sensitive receivers, but could be and public activities at ground mitigated through blast design level throughout the construction and careful monitoring period

Duration of blasting would be Blasting would be required and short and infrequent would require provision of site explosives magazines for Less spoil to be disposed of, as storage of explosives compared with C&C method Transportation of explosives on Above ground works only public roads / marine waters required for portal construction

Noise impact could be minimized with the provision of temporary doors and barriers at the portals and shafts Bored All works underground so Preferable for 24hr operation to tunnelling minimizes the disturbance to land ensure stability of ground and public activities at ground level throughout the construction Requires additional land for the period handling of slurry that requires processing before disposal Less spoil to be disposed of compared with C&C method Potential adverse ground-borne noise impact when excavating Noise impact could be minimized in rock below existing buildings by provision of temporary decks over the portal

Above ground works only The required launching site area required for construction of would need to be of a launching and retrieval shafts and significant size to accommodate portals (if different locations) the excavation shaft, areas for materials delivery and storage, Comparatively lower vibration spoil/slurry removal operations. impact

Lesser impact on groundwater level with the installation of water tight concrete tunnel lining in pre-cast segments

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Construction Benefits Dis-benefits Method Cut-and-cover Accommodation of different More construction plant will be sizes of works areas involved such that this would generate relatively more noise and dust impacts

Sensitive receivers will often be affected over a longer construction period

Works all commence at surface so increased disturbance to land and public activities at ground level throughout the construction period

Requires recycling of bentonite for diaphragm wall construction

Larger amount of spoil required to be disposed of Soft ground Allows a tunnel of any shape to Is a slow excavation method tunnelling be excavated and is therefore and requires dry ground or at applicable for areas, such as least soil preparation techniques crossovers and bifurcates where such as dewatering, grouting / the tunnel size needs to vary. Is injection of chemicals or useful for situations such as cementing agents, ground excavating round a subway or freezing etc. utilities which cannot be moved Note: C&C = Cut and Cover

Preferred Tunnel Construction Methods

2.6.1.22 The anticipated geological conditions along the alignment are critical in the selection of the construction methods. The type of soil, rock and the presence of water have a fundamental impact on the selection.

2.6.1.23 For the long tunnels between YMT Station overrun tunnels and the approach to HOM Station excluding the station areas and short areas of soft ground the only two viable method options are TBM and drill and blast. The cut and cover method was discounted for these tunnels as this would cause severe disruption at the ground surface for the whole route alignment.

2.6.1.24 TBMs are commonly used for the excavation of long tunnels in soft and hard rock. The advantages of excavation by TBM in rock tunnelling are relatively high daily production rates as compared with drill and blast methods, a controlled excavation profile, and low vibration and noise generation. However, the TBM tunnelling would generally involve continuous operation, which often would be a main source of ground-borne construction noise impact. In addition, procurement of a TBM is expected to take about 18 months, due to limited number of suppliers, shortage of manufacturing capability and overall global demand within the buoyant tunnelling market. As such, the daily production rate of TBM will be

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relatively higher than that for blasting but the overall production rate will be lower for short tunnel sections.

2.6.1.25 Excavation by drill and blast method is not a continuous operation and in general has lower daily production rates than TBM tunnelling. Drill and blast operation will have less lead time required and there are programme advantages. Drill and blast tunnelling in rock is however better at managing ground risk issues but magazines and ventilation adits will be required for supporting the blasting.

2.6.1.26 It is considered that both the TBM and the drill and blast construction methods would minimise the disruption at ground level. Both would be supported by construction access shafts and mucking out points including slurry handling and disposal for the TBM. In addition the TBM would require a launch and potentially a retrieval site and these would be difficult to accommodate in the heavily built up project area. The TBM launching site would need to accommodate the excavation shaft area, areas for materials/equipment delivery and storage, spoil/slurry stockpiling and removal area etc. These would all cause air quality, noise, water quality and landscape and visual impacts and would add to the temporary traffic impacts and management issues. It is anticipated that after tunnel completion the TBM could be ‘stripped down’ and the major parts removed via the launching site leaving the shield skin in place in the tunnel and avoiding the need for a removal site.

2.6.1.27 Overall there would not be significant environmental differences between the TBM and the drill and blast methods.

2.6.1.28 With consideration of the abovementioned engineering constraints, environmental benefits and dis-benefits, and programme risks, drill and blast construction method is preferred for the long rock tunnels while soft ground tunnelling method will be adopted for mixed and soft ground tunnels. Drill and blast construction method will be adopted for the vent shafts/ EAP (although with some mechanical breaking / excavation.

2.6.1.29 The construction method for each tunnel section has therefore been selected, based on engineering and site issues / constraints. The proposed use of drill and blast tunnelling has been maximised to reduce impacts which would otherwise arise for above ground works. The majority of soft ground and mixed ground tunnel sections will be constructed by soft ground tunnelling method.

2.6.1.30 The stations will be constructed by cut and cover method. The preferred construction methods for the different tunnel sections are summarised in Table 2.6 and presented in Figures 3.8 and 3.9.

Table 2.6: Preferred Construction Methods Construction Tunnel Sections Selection Reasons Method Mechanical Interface connection tunnels Geological and engineering excavation with YMT overrun tunnels constraints

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Kwun Tong Line Extension Consultancy Agreement No. NEX/2207 Environmental Impact Assessment (EIA) Study for KTE Final EIA Report

Construction Tunnel Sections Selection Reasons Method Cut-and-cover HOM and WHA Stations and Engineering constraints construction the WHA Station overrun method /refuge siding tunnel Drill and blast Interface connection with the Geological and engineering construction mechanical excavation at constraints method YMT overrun tunnels to HOM Station northern approach Minimisation of ground level disruption and potential HOM Station southern disturbance to the public approach to WHA Station northern approach (Excluding small areas of soft ground) Total tunnel length is 1,930m (i.e. 2,100m -170m for soft ground tunneling)

EAP / ventilation shafts (with some mechanical excavation tunneling) Soft ground Small areas of soft ground in Geological and engineering tunnelling tunnels and shafts (The total constraints construction combined length of soft method ground tunneling is approximately 170m)

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Kwun Tong Line Extension Consultancy Agreement No. NEX/2207 Environmental Impact Assessment (EIA) Study for KTE Final EIA Report

2. ALTERNATIVE ALIGNMENT SCHEMES ...... 2-1 2.1 Introduction...... 2-1 2.2 The Without Project Alternative...... 2-1 2.3 Alignment Options and Selection Factors ...... 2-2 2.4 Preferred Alignment Option ...... 2-11 2.5 Design Evolution...... 2-19 2.6 Construction Methodology Alternatives...... 2-20

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