14.               Hazard to life

Introduction

Background

14.1            This section of the EIA presents a summary of the analysis and findings of the Hazard to Life Assessment (also referred as Quantitative Risk Assessment (QRA)) undertaken for the proposed Cross Harbour Section of the Shatin to Central Link (SCL) project to form the north-south rail corridor (HUH-ADM).

14.2            The Project, SCL (HUH-ADM), consists of the construction of an underground railway extension from HUH station to ADM station, involving nearly 6 km to be constructed in tunnels. The route will encounter a variety of ground conditions, urban environment, and a number of specific constraints in some localised areas. The majority of the tunnelling will be by mechanical methods but there will be blasting required in certain sections.

14.3            The selection of construction methods has been optimised to minimise, as far as possible, the use of explosives depending on the type of material to be excavated. Only two sections of the construction will require the use of explosives. These are:

·          ADM Overrun Tunnel to the south of the new Admiralty Station: The approximately 900 m long section of tunnels would be excavated within granites and fractured tuffs using drill and blast method; Mines Division will deliver explosives directly to this works area; and

·          Cross Harbour Immersed Tube Tunnel (IMT): The majority of the trench excavation for the IMT is anticipated to be formed in soft ground. However, underwater blasting works may be required when bedrock or large boulders are encountered.

14.4            As shown above, a substantial length of the tunnels and adits will be excavated in rock. A significant amount of explosives will be required for the construction of tunnels and adits, and for the removal of bedrock and boulders if encountered.

14.5            Mines Division will be responsible for delivering explosives directly to works areas for the rock excavation of the ADM Overrun Tunnel. The transportation of explosives by Mines Division directly to sites is under Mines Division’s responsibility and falls outside the scope of this Environmental Impact Assessment (EIA).

14.6            The construction of the IMT may require some blasting works, and for this, explosives will be delivered from the TKO Area 137 Pier by Contractors delivery vessel to the works pontoon in Victoria Harbour. Overnight storage of explosives will not be required.

Legislation requirement and evaluation criteria

14.7            The key legislation and guidelines that are considered relevant to the development of the proposed SCL (HUH-ADM) project are as follows:

·          Dangerous Goods Ordinance, Chapter 295;

·          Environmental Impact Assessment Ordinance (EIAO), Chapter 499; and

·          The EIA Study Brief (ESB-193/2008), Section 3.2 and Section 3.4.9.

14.8            Under Section 5(7) of the Environmental Impact Assessment (EIA) Ordinance (Cap. 499) (EIAO), the Director of Environmental Protection (Director) from the Environmental Protection Department (EPD) has issued a Study Brief No. ESB-193/2008 for this project (EIA Study Brief). Section 3.4.9 of the EIA Study Brief specifies that a Hazard to Life Assessment should be conducted for the Project. The relevant EIA Study Brief requirements for this study are quoted in Table 14.1.

Table 14.1       EIA Study Brief – Hazard to Life Requirements

3.4.9

Hazard to Life

3.4.9.1

 

If the Project will involve use of explosives, the Applicant shall describe the statutory/licensing requirements with respect to explosives under the Dangerous Goods Ordinance (Cap. 295). The Applicant shall also document any guidelines and/or advice obtained from relevant departments/ authorities on the proposed transport and storage of explosives for the blasting activities.

3.4.9.2

 

If the proposed use of explosives for rock blasting is required and the location of overnight storage of explosives is in close vicinity to populated areas and/or Potentially Hazardous Installation site, the Applicant shall carry out hazard assessment as follows:

(i) Identify hazardous scenarios associated with the storage and transport of explosives and then determine a set of relevant scenarios to be included in a Quantitative Risk Assessment (QRA);

(ii) Execute a QRA of the set of hazardous scenarios determined in (i), expressing population risks in both individual and societal terms;

(iii) Compare individual and societal risks with the criteria for evaluating hazard to life stipulated in Annex 4 of the TM; and

(iv) Identify and assess practicable and cost-effective risk mitigation measures. (e.g. selection of the shortest practicable road transport routes to and from the magazine).

3.4.9.3

There is a pair of submarine town gas pipelines between Hung Hom and Kellett Island across the Victoria Harbour close to the proposed Project railway alignment. It is noted that the fuel gas safety matters are controlled under the Gas Safety Ordinance (Cap. 51). Making reference to the Gas Safety Ordinance, the Code of Practice on Avoiding Danger From Gas Pipes (which can be downloaded from the www.emsd.gov.hk) issued by the Electrical and Mechanical Services Department and/or other relevant guidelines, the Applicant shall:

(a) contact the Hong Kong and China Gas Company Limited (HKCG) to obtain the setting out information of the submarine pipelines and consult/liaise with the HKCG on the proposed construction method of the Project in the vicinity of onshore/offshore town gas pipelines and associated town gas installations with respect to gas safety, gas supply inventory and gas security; and

(b) describe measures identified to avoid and minimize the hazard to life issue in relation to fuel gas safety.

 

14.9            In view of the fact that there is no overnight storage of explosives as part of the Project, consistent with the conditions stipulated in Section 3.4.9.2 a Quantitative Risk Assessment (QRA) of the storage and transport of explosives is not required. This section of the EIA addresses the remaining EIA Study Brief requirements, namely Section 3.4.9.1 with regard to the statutory/licensing requirements with respect to explosives under the Dangerous Goods Ordinance (Cap. 295), and any guidelines and/or advice obtained from relevant departments/ authorities. This section also addresses Section 3.4.9.3 hazard to life issues with regard to the submarine gas pipelines between Hung Hom and Kellet Island across the Victoria Harbour.

14.10        With reference to the EIA Study Brief, no work areas will be located in the consultation zone of any Potentially Hazardous Installation (PHI). It is noted that the LPG filing station near Marsh Road, which is not identified as PHI in Hong Kong, locates close to the alignment. There will be no blasting activities in the vicinity and tunnelling by TBM will be carried out. Contractor will follow the relevant EMSD's Code of Practice on Avoiding Danger From Gas Pipes to ensure that minimum set back distance is maintained.

Facility Details

Project Overview

14.11        The Project comprises the following key elements:

·          Interfaces with existing stations such as Hung Hom Station and Admiralty Station;

·          Interfaces with other railway extensions such as South Island Line East (SIL(E)) at Admiralty Station (part of SIL(E) project);

·          New station at Exhibition;

·          Railway alignment sections including:

-          Hung Hom Landfall: The section of the tunnel will extend from the southern side of the North Flood Gate Building (NFGB) to the interface with the IMT located approximately 50 m south of the Hung Hom Bypass. It is proposed that the approximately 130 m long tunnel will be constructed using cut and cover method.;

-          Cross Harbour Tunnel: Approximately 1.3 km cross harbour tunnel between Causeway Bay Typhoon Shelter (CBTS) and the Hung Hom Landfall will be constructed by the Immersed Tube Tunnel (IMT) method. The majority of the trench excavation for the IMT is anticipated to be formed in soft ground. However, underwater blasting works may be required when bedrock or large boulders are encountered;

-          South Ventilation Shafts, Plant Rooms and Emergency Access (SOV) and adjacent tunnel: The SOV will be a permanent structure for the proposed tunnel. It is envisaged that rockhead will be encountered at SOV, mechanical breaking would be adopted for rock excavation. The connecting tunnel from SOV running across the CBTS to an interface point with the IMT is proposed to be constructed using cut and cover method;

-          EXH-SOV Tunnel: The tunnels run along the northern shoreline of Hong Kong Island, which will be constructed by Tunnel Boring Machine (TBM);

-          Exhibition station: The station will become an interchange station with the future North Island Line. Cut and Cover excavation will be used;

-          ADM-EXH Tunnel: The tunnels in this section will be constructed using TBM method;

-          Admiralty Station: The station would be extended and become an integrated station for the existing Tsuen Wan Line, Island Line and the proposed South Island Line (East) and Shatin to Central Link. The design of the Admiralty Station and construction of SCL enabling works inside Admiralty Station will be conducted by the SIL(E) project;

-          ADM Overrun Tunnel: This section of running tunnels is proposed to be constructed to the south of the new ADM station. The approximately 900m long section of tunnels would be excavated within granites and fractured tuffs using drill and blast method. There will also be certain sections where mechanical excavation instead of blasting will be used due to vibration restrictions (sensitive receivers);

-          Construction works include ancillary shafts and structures e.g. Convention Avenue Launch Shaft.

14.12        The proposed Project alignment and work areas are shown in Figure 14.1.

14.13        Two categories of explosives will be used for the construction by Drill and Blast (D&B) methods and for underwater blasting works where bedrock or large boulders are encountered. These are:

·          Initiating explosives: cartridged emulsion explosives, detonating cord (D&B only) and detonators; and

·          Blasting explosives: bulk emulsion explosives manufactured at the blast site (D&B only) or, in close proximity to sensitive receivers (i.e. with MIC less than 2 kg), cartridged emulsion explosives.

14.14        Cartridged emulsion, detonating cord and detonators will be delivered by Mines Division. These explosives are classified as an explosive Class 1.1D under United Nation (UN) Classification (ref.3) and as a Category 1 (Explosive and blasting agents) Dangerous Goods under the Hong Kong Dangerous Goods Ordinance.

14.15        Detonators will also be used to initiate the blast at the working face. As used in this project, they are classified as Class 1.4B or 1.4S explosives under the UN classification system and Category 1 (Explosives and Blasting Agents) under the Hong Kong Dangerous Goods Ordinance. Detonators approved for use in Hong Kong are of the Non-Electric Type, i.e. initiated by shock tube.

14.16        Bulk emulsion precursor will be transported to the blast sites by the appointed third party supplier. It is classified as an oxidising agent Class 5.1 under the UN Classification system and as Category 7, i.e. strong supporter of combustion under the Hong Kong Dangerous Goods Ordinance. Prior to sensitizing, it is not considered as an explosive, and hence outside the scope of this Environmental Impact Assessment (EIA).

14.17        Explosives classified as Class 1.1 are defined as substances and articles which have a mass explosion hazard while Class 1.4 explosives present no significant hazard outside the packaging. To comply with the classification, it is required to ensure that the explosive is safe to transport, to pass a series of classification tests in accordance with the UN Test Manual, 5th Revised Edition (ref.4). Due to different properties of explosives, a compatibility class is also assigned, as applicable to this Project. Type “B” is defined as “An article containing a primary explosive substance and not containing two or more protective features” and type “S” is defined as “The substance or article so packed or designed that any hazardous effects arising from accidental functioning are limited to the extent that they do not significantly hinder or prohibit fire fighting or other emergency response efforts in the immediate vicinity of the package”.

Statutory/ Licensing Requirements

14.18        The statutory / licensing requirements with respect to the explosives (Cat. 1 Dangerous Goods) or the oxidizing substances (Cat. 7 Dangerous Goods) used to prepare explosives at the construction work area as well as relevant government departments/ authorities’ advice and practice for the blasting activities are summarized below.

Category 1 Explosives and Blasting Agents

·          Responsible authority:  The Commissioner of Mines

·          Applicable regulations/ guidance notes:

-          Supply of detonators and cartridged emulsion explosives (under the Dangerous Goods (General) Regulations Cap. 295B);

-          Approved explosives for blasting in Hong Kong (under the Dangerous Goods (General) Regulations Cap. 295B);

-          Blast design (under the Dangerous Goods (General) Regulations Cap. 295B);

-          Blast loading and execution (under the Dangerous Goods (General) Regulations Cap. 295B);

-          Explosives produced at site (under Regulation 31A of the Dangerous Goods (General) Regulations Cap. 295B); and

Controlling Dangerous Goods in Hong Kong Waters

·          Responsible authority: Dangerous Goods Unit (DGU), Marine Department

·          Applicable regulations/ guidance notes:

-          Regulating the movement of dangerous goods in Hong Kong waters and carrying out inspections (in accordance with the Merchant Shipping (Safety) (Dangerous Goods and Marine Pollutants) Regulation, Cap. 413H; and the International Maritime Dangerous Goods (IMDG) Code);

-          Explosives load per vessel (in accordance with Carriage of Explosives Substances, Class 1) which should follow the general requirements for Ocean-going Vessels (OGV) and River-trade Vessels (RTV) carrying dangerous goods in Hong Kong waters:, including:

o        Furnish the Director of Marine with the Dangerous Goods Manifest;

o        Dangerous goods shall be labelled, placarded, marked, packaged and documented in accordance with the provisions of the IMDG Code;

o        Stowage and segregation of dangerous goods shall comply with the provisions of the IMDG Code and the Document of Compliance for carrying dangerous goods on the vessel; and

o        Comply with the local regulations.

-          Class 1: Explosives:

o        Division 1.1: substances and articles which have a mass explosion hazard

o        Division 1.2: substances and articles which have a projection hazard but not a mass explosion hazard

o        Division 1.3: substances and articles which have a fire hazard and either a minor blast hazard or a minor projection hazard or both, but not a mass explosion hazard

o        Division 1.4: substances and articles which present no significant hazard

o        Division 1.5: very insensitive substances which have a mass explosion hazard

o        Division 1.6: extremely insensitive articles which do not have a mass explosion hazard

-          Anyone who wants to import explosives into Hong Kong has to obtain clearance from the Mines Division, Geotechnical Engineering Office, Civil Engineering and Development Department, before arranging for the importation of explosives;

-          Except with the permission of the Director of Marine, the vessels should remain and handle explosives in the Western Dangerous Goods Anchorage (WDGA), or in the designated anchorage if the vessels’ length or draught exceeds the limitation of WDGA; and

-          The maximum Net Explosives Quantity (NEQ) of Class 1 dangerous goods (DG) allowed onboard a vessel at any time within the waters of Hong Kong should not exceed 50,000 kg, i.e. 50 tonnes.

·          Local Vessels General Requirements for Carrying Dangerous Goods:

-          Any local vessel used for carrying dangerous goods shall possess a Declaration of Fitness (DoF) for the carriage of such dangerous goods.

-          Any local vessel used for carrying any dangerous goods shall carry at least a person who has completed a recognized training course when dangerous goods containers are being loaded, unloaded or handled.

-          A Removal Permit is required for the carriage of Dangerous Goods of Class 1, Explosives. For other dangerous goods, a carriage permit is required.  The validity of the Removal Permit is for a day (restricted from 07:00 hours to 19:00 hours)

·          Application for Removal of Explosives:

-          In order to transport explosives in Hong Kong waters a person has to follow this application procedure, for which the following guidelines apply:

o        Person intends to carry Class 1 Dangerous Goods (DG) (Explosives) for use/storage in Hong Kong has to obtain the prior approval from the Commissioner of Mines, Civil Engineering and Development Department, in accordance with the Dangerous Goods Ordinance.

o        Person intends to carry Class 1 DG by a local vessel in Hong Kong waters, shall apply for a Removal Permit in accordance with the Dangerous Goods (General) Regulations.

o        The maximum Net Explosives Quantity (NEQ) of Class 1 DG allowed onboard a vessel at any time within the waters of Hong Kong should not exceed 50,000 kg, i.e. 50 tonnes.

o        Removal Permit is valid for one day only (restricted from 07:00 to 19:00 hours).

-          When applying for a Removal Permit, the applicant shall provide full details required in the Application Form as set out below:

o        Vessel’s Name and Operating Licence Number

o        Date

o        Container Number (if available)

o        Cargo Description (e.g. Proper Shipping Name, IMDG Class and UN Number)

o        Place of Loading (specified the location)

o        Place of Discharging (specified the location)

o        Destination (final place of DG to be discharged)

-          The completed application form should be accompanied (in addition to the fee) by the following:

o        a copy of a valid “Declaration of Fitness”;

o        a copy of a valid “Operating Licence”;

o        a copy of a valid “Certificate of Training for Basic Handling of Dangerous Goods (Local Vessels)”;

·          In addition to the above conditions, the Merchant Shipping (Safety) (Dangerous Goods and Marine Pollutants) Regulation, Cap. 413H, includes certain requirements on the stowing of explosives on-board such that:

-          explosives are stowed in a compartment in which any electrical apparatus and cables are so designed and used as to minimize the risk of fire or explosion;

-          detonators are effectively segregated from all other explosives;

-          the stowage and segregation of explosives are in accordance with the IMDG Code; and

-          where such explosives are required to be stowed in a magazine, such magazine is kept securely closed while the ship is at sea.

·          Explosive delivery vessel design features and safety requirements under Code Of Practice - Safety Standards for Classes I, II and III Vessels (ref 5),

-          Class II vessels to be used, consideration should be given in particular to Chapter X: Special Requirements For Vessels Carrying Dangerous Goods, which describes the requirements in regard to hull construction, windlass and signals.

·          Navigators should fully comply with all international and local regulations, in particular, the International Regulations for Preventing Collisions at Sea, 1972; and navigate and operate the vessels with a good seamanship manner at all times.

Category 7 Strong Supporters of Combustion

·          Responsible authority:  Fire Services Department

·          Applicable regulations:

-          Storage of oxidizing agents (under Dangerous Goods (General) Regulations Cap. 295B)

14.19        This Project will use cartridged emulsion explosives as initiating explosives. For blasting explosives, bulk emulsion will be used; however, cartridged emulsion explosives may be used as blasting explosives in close proximity to sensitive receivers. Cartridged emulsion will also be used for the underwater blasting.

 

Impact of construction activities on Towngas submarine pipelines

14.20        A pair of submarine pipelines (Towngas) are situated between Hung Hom and Kellett Island across the Victoria Harbour. The SCL EIA study brief (No. ESB-193/2008) requires a consultation with HKCG to review the proposed construction method with respect to gas safety, gas supply inventory and gas security, and to describe measures identified to avoid and minimize the hazard to life issue in relation to fuel gas safety.

14.21        Fuel gas safety matters are controlled under the Gas Safety Ordinance (Cap. 51). The “Code of Practice (COP) on Avoiding Danger From Gas Pipes” requires safety measurements to be taken to avoid any potential damage to the gas pipelines for works involving the “use of explosives” within 60 m of the gas pipelines.

14.22        Following a consultation with Hong Kong and China Gas Company Limited (HKCG) the layout of the submarine pipelines was confirmed, and the “General Requirements and Safety Precautions for Construction Work adjacent to Submarine Gas Pipelines” was reviewed. The aforementioned document includes requirements such as a “no-dredging and no-anchoring zone” 100 metres wide centred at the gas mains and certain activities requiring prior consultation with HKCG before commencing. 

14.23        Figure 14.2 shows the alignment of the gas pipelines relative to the proposed SCL (HUH-ADM) alignment. The separation distance between the railway alignment and the Towngas pipelines at the nearest point is estimated to be about 260 m. This is significantly greater than the 60 m distance as required by the COP on the “use of explosives” and the 50 m distance as required by the “no-dredging and no-anchoring zone”.

14.24        The ground vibration peak particle velocity (PPV) generated by the underwater blasting at 260 m is about 8 mm/s (for the maximum chargeweight of 25 kg), which is far below the allowable peak particle velocity of 25 mm/s capable of causing pipeline damage.

 

 


Figure 14.1       Proposed Alignment and Work Areas

 


Figure 14.2       Alignment of Submarine Gas Pipelines


Measures Identified To Avoid And Minimize The Hazard To Life Issue In Relation To Fuel Gas Safety

14.25        The SCL section crossing Victoria Harbour is proposed to be constructed by Immersed Tube Tunnel (IMT) between the Causeway Bay Typhoon Shelter (CBTS) and the Hung Hom Landfall. The majority of the trench excavation for the IMT is anticipated to be formed in soft ground. Large boulders or unexpected local high rockhead may be encountered along some of the immersed tube trough excavations based on the latest design alignment. Although the gas pipelines are 260 m away from the underwater blasting zones at the closest point, a number of protective measures are included within the blast design (SCL Cross Harbour Section BAR (Rev B)) that address the hazard to life issue in relation to fuel gas safety:

·       The IMT alignment has been optimised as far as possible to avoid the need for rock excavation. A preliminary geological survey indicates 2 zones where blasting may be necessary;

·       The water layer on top of the blast area would serve a purpose as a flyrock protective measure to contain any rock fragments or debris generated from blasting;

·       The charging time by the diver shotfirer would be undertaken when the required tidal range has been reached;

·       Charge shall be taped on semi cut pipe within the rock in order that there will be no blast directly into the water. The shock wave pressures will be reduced as much as possible;

·       The installation of an air-bubble curtain created by production of bubbles from a perforated compressed air hose placed on the seabed in the vicinity of the blasting area;

·       In terms of the construction sequence, sediment dredging (within the planned IMT works area) should be conducted prior to underwater blasting. Entrainment of suspended solids can then be minimized during the underwater blasting; 

·       If only oversized boulders, but not bedrock are encountered, the powder factor and drill depth shall be reduced as the purpose of the blasting is only to split the oversized boulders to a smaller muckable size. The shorter drilling depth reduces the necessary explosives quantity per hole and impact to the surrounding environment or vibration sensitive receivers is significantly milder; and

·       Trial blasts should be implemented to ensure that a safe blasting operation has been carried out and the ground vibrations at sensitive receivers are within allowable limits.

14.26        Safety measures have been proposed in Section 14.25 to avoid and minimize the hazard to life issue in relation to fuel gas safety for works associated with SCL (HUH-ADM).

Conclusions

14.27        The statutory/licensing requirements with respect to explosives under the Dangerous Goods Ordinance (Cap. 295), as described in Section 3.4.9.1 of the EIA Study Brief, have been described in this report, and any guidelines and/or advice obtained from relevant departments/ authorities have been documented.

14.28        In view of the fact that there is no overnight storage of explosives as part of the Project, consistent with the conditions stipulated in Section 3.4.9.2 of the EIA Study Brief, a QRA of the storage and transport of explosives is not required.

14.29        Following a consultation with HKCG and a review of the relevant Ordinance, Code of Practice and other HKCG requirements, as necessitated in Section 3.4.9.3 of the EIA Study Brief, a number of protective measures have been described to avoid and minimize the hazard to life issue in relation to fuel gas safety during the construction. Some additional general recommendations have been made to minimise the risks further and in accordance with best practices.

 

 

Recommendations

14.30        A number of recommendations are provided below based on advice and guidance obtained from relevant departments/ authorities and in line with best practices on the proposed marine transport of explosives.

General Recommendations

14.31        Blasting activities should be supervised and audited by competent site staff to ensure strict compliance with the blasting permit conditions. The following general recommendation should also be considered:

·         The security plan should address different alert security level to reduce opportunity for arson / deliberate initiation of explosives. The corresponding security procedure should be implemented with respect to prevailing security alert status announced by the Government.

·         Adverse weather working guideline should be developed to clearly define procedure for marine transport of explosives during thunderstorm, bad visibility (fog) etc.

·         In case a blast cannot proceed after the Contractor’s explosives delivery vessel has already accepted delivery at the TKO Area 137 Pier, contingency plans should be developed subject to prior discussions with both Marine Department and Mines Division.

Marine Transport of Explosives

General Recommendations:

14.32        The following measures should be considered for safe marine transport of explosives:

·         Detonator compartment shall be isolated from the rest of the explosives.

·         Location for stopping and unloading from vessel to be provided beside the work pontoon free from obstacles, hot work, etc. during time of unloading.

·         Develop procedure to ensure that berthing space at the pontoon is available for the explosives vessel. Confirmation of berthing space should be communicated to vessel captain before delivery. If berthing space at the pontoon cannot be secure, delivery should not commence.

·         During preparation of the explosives at the works pontoon, hot work or other activities should not be permitted in the vicinity of the explosives offloading or preparation activities.

·         Ensure lining is provided within the hold on the vessel and in good condition before transportation.

·         Ensure that packaging of detonators remains intact until handed over at blasting site.

·         Emergency plan to include prevention of fire spreading and reducing likelihood of prolonged fire leading to explosion.

·         Use only experienced captains with good safety record.

·         Ensure that cartridged emulsion packages are damage free before every trip.

·         During preparation of the explosives at the works pontoon, special precautions may need to be taken around the pontoon area as the marine traffic is only halted/evacuated once all the blastholes have been charged and the blast is ready to be fired.

Contractors Licensed Vessel Recommended Safety Requirements:

·       Contractor vessel safety equipment etc. to be as per Mines Division vessel;

·       Vessels shall be brand new, dedicated explosives transport vessels and should be maintained in good operating condition;

·       Daily checks on vessel integrity;

·       Regular monthly vessel inspections;

·       Vessel log book in which monthly inspections and maintenance requirements are recorded; and

·       Mobile telephone and radio equipped;

·       Vessels shall posses a Declaration of Fitness (Dof) Certificate.

 

 

Recommended Requirements for the Captain of the Explosives Vessel:

14.33        The Captain shall:

·         comply with the licensing requirements of the Marine Department;

·         pass a medical check and is assessed as fit to drive explosives vessels;

·         not be dependent on banned substances;

14.34        Some of the following requirements may also apply to the vessel crew.

The Captain is required to attend relevant training courses recognized by the Commissioner of Mines. The training courses should include the following major subjects, but not limited to:

·         the laws and Regulations relating to the transport of explosives;

·         security and safe handling during the transport of explosives;

·         has attended training courses provided by the explosives manufacturer or distributor, covering the following:

-          explosives identification;

-          explosion hazards; and

-          explosives sensitivity.

·         the dangers which could be caused by the types of explosives;

·         the packaging, labeling and characteristics of the types of explosives;

·         the use of fire extinguishers and fire fighting procedures; and

·         emergency response procedures in case of accidents.

The captain should additionally be responsible for the following:

·         The Captain shall have a full set of Material Safety Data Sheets ( MSDS ) for each individual explosive aboard the vehicle for the particular journey;

·         The MSDS and Removal Permit ( where applicable ) shall be produced to any officer of the Mines Division of CEDD upon request;

·         A card detailing emergency procedures shall be kept on board and displayed in a prominent place;

·         Before leaving the Pier the Captain together with and/or assisted by the shotfirer shall check the following:

-          Packaging integrity and labeling;

-          Check that the types and quantities of explosives loaded onto the vessel are as stipulated in the Removal Permit(s);

-          Check that the explosive load does not exceed the quantities stated in the removal permit;

-          Check the condition and integrity of the cargo compartment or box;

-          Check that detonators are not loaded in the explosives cargo compartment and vice versa;

-          Check that the cargo is secured and cannot be damaged during the delivery;

-          Ensure that the appropriate signals are displayed before leaving the pier;

-          Be competent to operate all equipment onboard the vessel including fire extinguishers and the vessel emergency cut-off switches;

-          Prohibit smoking when the vessel is loaded with explosives;

-          When explosives are loaded, ensure the vessel is not left unattended;

-          Be conversant with emergency response procedures.

Specific Recommended Requirements for the Explosives Vessel Crew:

·         When the vessel is loaded with explosives, it shall be attended by the Captain and at least one (1) other person (next in rank below the Captain) authorized by the Marine Department. The crew shall:

-          Be the assistant to the Captain in normal working conditions and in case of any emergency;

-          Be conversant with the emergency response procedures;

-          Be competent to use the fire extinguishers and the vessel emergency cut-off switches.

·         One of the crew should be equipped with mobile phone and the relevant MSDS and emergency response plan.

 

Type of Explosives & their Disposal

14.35        For explosive selection, the following should be considered

·         Cartridged Emulsions with perchlorate formulation should be avoided;

·         Cartridged Emulsions with high water content should be preferred.

14.36        If disposal is required for small quantities, disposal should be made in a controlled and safe manner by a Registered Shotfirer.

14.37        Contingencies should be developed for disposal of large quantities of explosives subject to prior discussions with Mines Division and Marine Department.

Submarine Towngas Pipelines

General Recommendations

14.38        In addition to the previously mentioned measures concerning blast design, Section 14.25, the gas pipelines themselves have a concrete coating and are buried 2-3 metres below the seabed (providing some protection from flyrock etc.). In case of gas leak, the concerned pipeline can be isolated from the gas supply network. An emergency response plan should be developed for such potential incident and in agreement with HKCG.

14.39        Subsequent to the consultation with HKCG and according to their requirements for works within the vicinity of submarine gas pipelines the following safety measures are recommended:

·       There should be a procedure to ensure that the crew do not drop the anchor within the no-anchoring zone accidentally;

·       HKCG should be notified about the blasting schedule in written format within a reasonable period of time prior to blasting in order to ensure the gas safety during the construction period. Also, agreed emergency response plan with HKCG should be established.

·       HKCG should be consulted, and method statement to be forwarded to HKCG for comment, prior to the commencement of site works (one week in advance); and

·       HKCG should be informed immediately of any suspected damage, by way of their emergency control centre, telephone: 28806999, which is manned 24 hours.

References

1.       MTR, Consultancy Agreement No. NEX/2202, SCL Cross Harbour Section Preliminary Design Draft Final Report, Oct 2009 (MTR 1)

2.       ACDS, Risk from Handling Explosives in Ports, HSC Advisory Committee on Dangerous Substances, HMSO, UK, 1995 (ACDS, 1995)

3.       United Nations, Recommendations on the Transport of Dangerous Goods – Model Regulations, 16th Revised Edition, 2009 (TDG-Model Regulation, 2009)

4.       United Nations, Recommendations on the Transport of Dangerous Goods – Manual of Tests and Criteria, 5th Revised Edition, 2009 (TDG-Test Manual, 2009)

5.       Code of Practice - Safety Standards for Classes I, II and III Vessels,  Marine Department of HK, http://www.mardep.gov.hk/en/pub_services/ocean/pdf/lvs_cop123.pdf

6.       Gas Safety Ordinance, 1997. An Ordinance to control, in the interests of safety, the importation, manufacture, storage, transport, supply and use of gas, and to provide for matters incidental thereto or connected therewith.

7.       Code of Practice on Avoiding Danger from Gas Pipes, Gas Production and Supply, The Gas Authority, 1997.

8.       General Requirements and Safety Precautions for Construction Work adjacent to Submarine Gas Pipelines, Hong Kong China and Gas.