2.1.1
The site is located in the
eastern side of
2.1.2 The existing YTB is characterised by two distinct areas – land area of YTB marine lots and seabed of the bay. The land area, which is generally level ground and is developed for industrial uses at present. The seabed of the bay is at about -2mPD at the eastern end of YTB and drops to a maximum of -11.39mPD at the mouth of YTB. The seabed level was interpolated from the result of preliminary site investigation.
2.1.3 The main source of information on the history of the site is from the aerial photographs.
2.1.4
The majority of the existing
land areas of the site have been operated as shipyards, timber yards or
sawmills since the late 1950s. The
aerial photograph for 1963 shows the site was completely undeveloped. In 1964, the present coastline was formed as
reflected from Hong Kong Geological Survey (
2.1.5 The high-rise developments to the east and south of the site were constructed in the late 1960s to mid 1970s. After that, there was no major change to the site. Currently, most of the Yau Tong marine lots (YTML) are operated as shipyard, timber yard, sawmill, material storage, concrete batching plant and industrial building.
2.1.6
The proposed reclamation site
is majority zoned as Comprehensive Development Area (CDA) on the current Cha
Kwo Ling, Yau Tong, Lei Yue Mun Outline Zoning Plan No. S/K/15/13. At present, the current CDA zone at
2.2 Proposed Development Options
2.2.1 In Package 1 EIA Report – Yau Tong Bay Reclamation, it has already mentioned that due to different options (Tunnel Option and Coastal Option) for the alignment of the Western Coast Road (WCR) proposed by Territory Development Department, the extent of Yau Tong Bay Reclamation will be varied. As a result, there are two different options for the reclamation, which are Minimised Reclamation Option and Full Reclamation Option. Different development layouts for the Yau Tong Bay CDA are developed in accordance with these two reclamation options.
2.2.2
In addition, as mentioned in Section
1, a group of owners holding significant interests in Yau Tong Bay have
joined together to form a joint venture in order to redevelop the Site. Out of total 42
2.2.3 To mitigate the problem of I/R interface, the development layout of the Yau Tong Bay CDA will be modified. Different development layouts are then generated for the scenarios with or without the problem of I/R interface.
2.3 Development Options due to Different Alignment Options of WCR
2.3.1 As advised by Territory Development Department (TDD), the project proponent of Western Coast Road (WCR), there are two options proposed for the alignment of WCR, namely, coastal alignment and tunnel alignment, and there is still no final decision on which alignment to be adopted for WCR.
2.3.2
The coastal alignment of WCR
runs from Tseung Kwan O to South East Kowloon along the existing
coastline. At Yau Tong section, the
viaducts of WCR will be built in the waterfront of
2.3.3 The development options of Yau Tong Bay CDA based on WCR coastal alignment are named as Development Option 2 – Full Reclamation.
2.3.4
Subsequently, TDD conducted another study named
“Preliminary Feasibility Study on Tunnel Alignment Option of Tseung Kwan O
Western Coast Road”. The Final Report of
this study was issued in December 2000.
The consultant of TDD recommended an alternative alignment for the WCR,
which is named as WCR - Tunnel Option. The
occurrence of this option was due to the strong objection from the public on
the coastal alignment of WCR. As the
tunnel alignment of WCR runs from Tseung Kwan O to South East Kowloon via an
inland tunnel instead of running along coastline, the additional reclamation at
the mouth of
2.3.5 The development options of Yau Tong Bay CDA based on WCR tunnel alignment are named as Development Option 1 – Minimised Reclamation.
2.4 Development Options due to I/R Interface Problem
2.4.1 As mentioned in the above sections, there are several non-consenting lots, which are currently operated as goods storage warehouse, sawmills and industrial building. To alleviate the environmental impacts generated from the industrial uses at these lots to the nearby residents, special arrangement of building layout for the CDA is one of mitigation measures for I/R interface problem. The development options of Yau Tong Bay CDA due to I/R interface are named as Development Option B – With I/R Interface.
2.4.2
There is a possibility that all
the dissenting owners can either reach an agreement with the Joint Venture or
proceed with individual compatible development in order to redevelop the
existing
2.5 Development Options adopted in the EIA Study
2.5.1 With the consideration of different options for WCR alignment and I/R interface, four different development options are generated and assessed in the EIA Study:
·
WCR Tunnel Options:
Development Option 1A – Minimised Reclamation without I/R Interface (Figure 2.2a)
Development Option 1B – Minimised Reclamation with I/R Interface Stage A (Figure 2.2b)
·
WCR Coastal Options:
Development Option 2A – Full Reclamation without I/R Interface (Figure 2.2c)
Development Option 2B – Full Reclamation with I/R Interface Stage A
(Figure 2.2d)
2.5.2
As the current problem of I/R
interface within the proposed Yau Tong CDA may be resolved during construction
stage or in the operation stage, the Dissenting Lots could be developed
individually or together with the Joint Venture. The “Development Options B – with I/R
Interface” for both Minimised Reclamation and Full Reclamation could be
developed further into another stage called “Stage B”. To cater for this possible scenario,
environmental impacts generated from these two additional development options
will be assessed in the following sections of the EIA report.
The two additional development options are:
· Development Option 1B – Minimised Reclamation with I/R Interface Stage B (Fig 3.2)
· Development Option 2B – Full Reclamation with I/R Interface Stage B (Fig 3.3)
Refined Scheme
2.5.3
Development of the master layout plan is a
continuous process from planning stage until the actual implementation. The layout plan will be modified and refined
from time to time to alleviate the impact to the environment, to suit the site
constraints and to fulfil the requirements or criteria of other relevant
parties.
2.5.4
The layout plans of the above
development options adopted in this EIA study are modified from the approved
Master Layout Plan
(MLP) in the Request for the Rezoning of Yau Tong Bay
CDA. They are only
indicative plan developed at the stage for the purpose of demonstrating that
the proposed development options are environmentally feasible
and acceptable under the requirements of the EIAO.
It is well understood that more elaborations will be input during the
design development and the subsequent statutory submission. During the process of discussion with various
government departments, alternative design will be developed,
which can enhance the MLP without diminishing the environmental quality of the
development as well as the other adjoining the development.
2.5.5 Two development options called “Refined Scheme for Minimised Reclamation” and “Refined Scheme for Full Reclamation” are produced from the on-going process of design refinement in the EIA study. The objective of this exercise of proposing these two Refined Schemes are used to demonstrate that the development options contained in this EIA report can be further refined and improved such that they are still environmentally acceptable. The schools adjacent to the viaduct of the WCR – Coastal Option proposed in the Full Reclamation Schemes can be relocated from their originally proposed locations to the centre of the proposed development. Although the environmental impacts on the proposed schools can be mitigated to an acceptable level, they can be further reduced with the recommended relocation. This action proves the intended objective can be met with some modifications to the proposed layout. The environmental impact assessment conducted for these two Refined Schemes shall be treated as supplementary information to the EIA study only. Details of the Refined Schemes are shown in Appendix 2B.
2.6
Benefits of the
2.6.1
The development at
· Improvement to the environment of Yau Tong area:
i.
Rectification of the
incompatible uses of Yau Tong Bay Marine Lots.
The existing features of
ii.
iii.
The existing
iv. Urban renewal to stimulate further renewal in the degraded parts of the District.
· Enhancement to open space provision:
i. The Central and East Kowloon Development Statement (CEKDS) study revealed a finding that there is a general shortage of open space in the Kwun Tong area. According to the public consultation on “Planning Study on the Harbour and Its Waterfront Areas”, public benefits/access shall be emphasized for all development facing the harbour whereby the use of waterfront promenade and recreational / tourism facilities shall be encouraged as part of the redevelopment along waterfront to provide public open space for access and enjoyment of the public. The proposed development on the reclamation provides a natural sightline of the waterfront and will provide an ideal space for passive and even active recreation uses.
· Additional land resource to GIC facilities
i. Another shortcoming within the Kwun Tong area is the inadequate provision of school facilities. Due to insufficient land allocation of educational purpose in Kwun Tong, the proposed development will be able to provide land resources for school provision, on top of the school facilities already provided within the gazetted CDA (total 8 schools) to support the population growth in Yau Tong and the surrounding areas.
ii. Provision of community facilities including a community centre, an integrated team and a social centre for the elderly to serve the residents and to help satisfying the shortfall in the District.
· Provision of residential and commercial land use
i. The provision of a modern district commercial centre and office space to satisfy the shopping needs of the local residents and reduce trips to the Metropolitan Centre. The reduced trip rate implies the reduction in car emission and thus a reduction in the pollution.
ii. Provision of a major residential development with 13,900 flats within the heart of the urban area, to help satisfying the acute territorial demand for housing.
iii. In order to encourage the use of environmentally-friendly rail based public transportation, population should be concentrated in the vicinity of railway station. As the proposed YTB development is located within walking distance to the future MTRC Yau Tong Station, it is believed that railway will be the main transportation to be used by future residents of the proposed development. This implies that the current number of trips of other transportation modes, such as public bus services would be reduced. The expected reduction in other transportation modes would improve the air quality and reduce the noise impact.
2.7 Description of Scenarios with or without the Project
2.7.1
The
2.7.2
The significant increase in the population due to the development of
2.7.3
The Site is proposed to accommodate about 39,000 with the population
in-take year beginning at year 2008 in phases up to year 2016. The Kwun Tong Preliminary Treatment Works
(KTPTW) will have sufficient capacity to handle the additional flow from the
development until 2011. As the need and implementation
of the upgrading works of the KTPTW, which will be based upon further
investigations as recommended by the International Review Panel (IRP), are
uncertain, a mitigation/contingency measure in the form of an on-site retention
tank is proposed to attenuate the additional sewage flow generated from the
subsequent phases of the development after 2011 in the event that there is no
spare capacity at KTPTW. The retention tank will ensure
that the peak flow to the KTPTW is not increased, by holding the sewage
generated by the subsequent phases of development in YTBD after 2011 during the
peak hours and discharging it to the KTPTW during the off peak hours of the
day. The
assessment on the adequacy of the existing sewer has shown that the existing
public sewer downstream from the proposed development’s sewerage discharge
point would be able to accommodate the additional sewage generated by YTBD and
no upgrading works will therefore be required.
Details of
the sewage and sewerage treatment implications assessment will be addressed in Section
8.
2.7.4
The Yau Tong Bay Development project, if not developed, would be the
loss of everyone who living or studying at Yau Tong and deprives of the right
of the public to enjoy a better environment.
The existing
2.7.5
Housing Department has already commenced a lot of large-scale housing
projects in the vicinity of the Site.
Although there is no solid environmental impact assessment result
available, it can be imagined that the stagnant water in the bay, together with
the current industrial operations may have the possibility to cause nuisance to
the residents of the housing estates when completed. The harmful pollutants generated by the
highly contaminated industry, for example, VOC generated from shipyards, may
have some influence to the existing and
2.7.1
It is foreseeable that complaints from future nearby residents against
the nuisance will pose a problem and pressure for the government.
2.8.1
The construction works of Yau Tong Bay
Development project will be carried out on the reclaimed land and the land
formed by the demolition of existing building structures. The construction activities for reclamation
are described in the Package 1 EIA report for Yau Tong Bay
Reclamation.
2.8.2 The development will involve mainly the construction of infrastructures. It consists of the construction of residential towers, commercial towers, shopping arcade and eight numbers of primary and secondary schools. Foundation of building towers will be constructed once the reclaimed land is formed and settled to the required level.
2.8.3 As reflected from the results of water quality impact assessment of both Package 1 and 2 EIA Studies, the water quality at the location of existing WSD Cha Kwo Ling Saltwater Pumping Station (CKLSPS), with the implementation of recommended mitigation measures, is found to be satisfied with WSD water quality standard either during construction or operation phases. Therefore, it is recommended to retain the existing CKLSPS at its original location. However, if it is the intention of WSD to relocate their CKLSPS for whatever reason, the area of the northwest corner of the seafront area (formed by reclamation) in the Full Reclamation Option will be a feasible location for reprovisioning of the CKLSPS. The water quality at the recommended location will meet the WSD standards. Detailed assessment results are shown in Section 4.
2.8.4 The temporary sewage retention tank will be built during the first phase of development, which is anticipated to be within 2008 to 2009. The tank is an underground reinforced concrete structure. The estimated storage volume of the tank is about 2,712m3.
2.8.5
Laying of underground services
and utilities, for instance, drainage and sewerage system, water supply
pipeworks, communication and electric cables will be continued after the
removal of surcharge for reclamation. Noise
barrier within the development area will be erected along
2.9.1 The anticipated the commencement date of the construction works for the development of all options is in October 2005. The overall construction period of the whole development will be approximately 10 years and the anticipated completion date would be in early 2016. A tentative construction programme is shown in Figure 2.3 and the development phasing layout plan for Development Options 1 and 2 are shown in Figure 2.4a and Figure 2.4b respectively. The programme and phasing layout will be reviewed in the detailed design stage.
2.10.1
The Engineering Feasibility
Study for the Comprehensive Development at
2.11 Scope and Overall Approach to the EIA Study
2.11.1 The scope of work for the EIA Study is detailed in the Study Brief No. ESB-0028/1999 attached in Appendix 2A. In accordance with the Study Brief, environmental issues related to the following aspects are to be addressed:
· noise impact;
· air quality impact;
· water quality impact;
· waste management implications;
· visual and landscape impacts;
· sewage and sewerage treatment implications.
2.11.2 The scope also includes recommendation of mitigation measures, identification of residual impacts and proposing environmental monitoring and auditing (EM&A) requirements for the project. The assessment methodology adopted in the EIA Study is in accordance with the TM on EIA Process. Where quantitative predictions have been provided, the modeling methodology, input parameters and method of calculation have been discussed, reviewed and agreed with the relevant Government Departments. It should be noted that worst-case scenarios or conservative assumptions have been considered where appropriate.
Environmental Impact Assessment Study Brief No. ESB-0028/1999
Appendix 2B
Refined
Schemes for
Basic Refinement
In the Refined Scheme for both Full Reclamation and Minimised Reclamation, the proposed schools along the waterfront promenade in the Development Options 1A, 1B, 2A and 2B are relocated to the central part of the development on podium level creating a buffer zone between the residential blocks. This action will allocate more open space along the waterfront for the residential blocks for the associated passive or active recreational facilities. Lower blocks will be placed along the waterfront and height will step up towards the hillside. By rearranging the blocks slightly, the spatial relationship within the development site could be improved and the following advantages could be achieved. The “Refined Scheme for Minimised Reclamation” and “Refined Scheme for Full Reclamation” are shown in Figure 2.5a and 2.5b respectively.
Advantages of Refined Scheme
Improved environment for schools
If the coastal
option of
Better use of waterfront
By removing the
schools from the waterfront, the developer should be able to create a unique
design concept and theme for the entire promenade rather than those
conventional fence walls design used by the school. The better promenade design synchronizes with
the government’s aim to promote the waterfront development and features.
Better viewing corridors
By removing the
schools from waterfront, residential block can be placed nearer to the
shoreline and most blocks would have an obstructed view towards the
harbour. With the blocks re-arranged,
visual corridors could be created within the development to maximize the visual
quality of the residential units.
More breezeway
The visual corridor also serves as breezeway along the north-east to south-west direction. With such arrangement, air circulation and micro-climate condition could be enhanced.
Better view from Yau Tong Estate
The disposition
of the blocks in the scheme also provides a view corridor for the Yau Tong
Estate development.
Environmental Impact Assessment of
Refined Scheme
Noise Impact
With the implementation of Refined Scheme for Full Reclamation, the immediate benefit obtained is the reduction of traffic noise impact caused by the Western Coast Road (WCR) to the schools of the development. Results of noise assessment indicate that the relocated schools will be subject to insignificant traffic noise levels of not greater than 60dB(A) and that the residential towers will not be adversely affected due to the adequate setback from the WCR. The intended objection of proposing the Refined Scheme is to demonstrate that the environmental quality of the schools originally proposed at the seafront adjacent to the viaduct of WCR (Costal Option) as shown in the other development schemes can be further improved by relocating them to the center of the development, although the environmental impacts on these schools at their original locations are within the acceptable level. This target of this exercise has been proved to be met. For the scenarios of Refined Scheme with I/R interfacing problem, same mitigation measures as recommended for other development schemes to mitigate the environmental impacts can be applied for the Refined Scheme. Detailed assessment of noise impact for Refined Schemes are presented in Section 5.
Air Quality
The critical sources of air quality impact are located along the perimeter of the proposed Yau Tong Bay CDA. The results of air quality impact assessment presented in Section 4 reveal that air quality at the sensitive receivers along the development perimeter is within the relevant AQOs requirements. By moving the schools into the central part of the development, the air quality of the relocated schools as well as the residential towers will not be adversely affected. Similar assessment results as other development options are expected for Refined Schemes. Furthermore, the I/R interface impact remains as acceptable.
Water Quality Assessment and Waste
Management Implications
As the arrangement of building layout would have minimal or even negligible impact to water quality and waste management of the development, it is expected that same assessment result as other development options will be obtained for Refined Schemes.
Sewerage and Sewage Treatment Implications
The development phasing plan and programme for the Refined Scheme is basically the same as the other development options. As the number of population and operation date for each development phase remain unchanged, no additional adverse impact is envisaged if the Refined Scheme is adopted. Only the internal sewerage layout for Yau Tong Bay Development may need to be revised at the detailed design stage to suit the layout of the ‘Refined Scheme’.
Visual and Landscape Impact
Apart from the advantages mentioned above, the visual and landscape impact assessments of the two Refined Schemes are described in Section 9.
