LCQ5:Views on Ma On Shan Rail

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Following is a question by the Hon Lau Kong-wah and a reply by the Secretary for Transport, Mr Nicholas Ng, in the Legislative Council today (Wednesday):

Question : Regarding the Ma On Shan to Tai Wai rail extension project for the East Rail, will the Government inform this Council :

(a) of the total number of written submissions that it has received which objected to the relevant scheme or any part of it relating to the project, broken down by the types of views expressed; whether it has analysed such views; if so, the results of the analysis; and

(b) of the measures that it will adopt to ensure that the residents along the alignment of the rail extension, which is designed to be a viaduct alignment, will not be affected by noise after the completion of the project?

Reply :

Madam President,

(A) Objections to the Railway Scheme

The Ma On Shan to Tai Wai Rail Link (MOS Rail) is one of the priority railway projects recommended in the 1994 Railway Development Strategy. Its alignment falls mainly within the railway reserve in Sha Tin and Ma On Shan to provide a convenient mode of mass transport mainly for those living in the eastern side of Shing Mun River. Most of the stations are hence within walking distance from the residential developments nearby.

The proposed scheme for the MOS Rail was gazetted under the Railways Ordinance on March 26, 1999. Sixty-seven objections to the scheme were received during the 60-day statutory objection period, of which eight are group objection cases involving 1 035 pre-printed letters of the same content. The objections can be broadly grouped into the following areas:

(a) arrangements for interchanging onto the East Rail at Tai Wai station;

(b) construction of another rail link from Ma On Shan to urban Kowloon; and

We have also received 47 letters from shop owners and residents in Ma On Shan, requesting early implementation of the MOS Rail.

Under the Railways Ordinance, the railway scheme and the unwithdrawn objections should be submitted to the Chief Executive-in-Council for consideration within nine months after the expiry of the 60-day objection period. Relevant government departments and the Kowloon-Canton Railway Corporation (KCRC) are now liaising with the individuals and groups who have lodged objections to the railway scheme to get a better understanding of their views. Interviews and site inspections will be arranged, if necessary, to explain to them the design, construction and operation of the railway. These procedures and arrangements are similar to those for the West Rail and the MTR Tseung Kwan O Extension.

(B) Viaduct Design and Environmental Impact

In the Government's feasibility study on the section of MOS Rail along Sai Sha Road different options have been examined, including viaduct, at-grade and underground. Having examined the traffic impact, the scale of land resumption required, the construction impact and the railway operational requirements, the viaduct design is considered to be the most appropriate. KCRC's proposal has selected the viaduct design on similar grounds.

The MOS Rail is a designated project under the Environmental Impact Assessment (EIA) Ordinance, irrespective of which design option is adopted. The KCRC is therefore required to carry out a detailed EIA study according to the statutory procedures and requirements. The EIA study, which has commenced since February 1999, should cover the noise and other environmental impacts of the railway construction and operation on the surrounding areas.

Under the viaduct design and operation arrangement, a number of noise abatement measures will be adopted to minimise the noise and other impacts of trains movements -

(a) to use noise-absorbing linings and special vehicle skirts to reduce the noise from train movements;

(b) to use tracks supported by rubber pads to reduce noise and vibration from train movements;

(d) to install 1.2 metres high noise barriers along the viaduct.

The KCRC will also consider taking a series of measures to minimise the visual impact of the viaduct on the surrounding areas. These include landscaping along the rail alignment, minimising the scale of noise barriers in terms of height and scope, and adopting superb designs for all ground-level structures, including their configuration, colour and finishing in order to blend harmoniously with the surrounding area.

End/Wednesday, June 23, 1999

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