| 12.
The Chairman asked and SPE/AA affirmed that
the findings of the Hazard Assessment Study Update (the Study
Update) concluded that the risk related to the use of the
Ma Wan Channel for transportation of aviation fuel in ocean
going tankers, which was assessed to be unacceptable in 1993,
could now be reduced to "As Low As Reasonably Practicable".
The main reason leading to this was the introduction of the
vessel traffic control measures by the Marine Department at
the Ma Wan Channel. The AA's findings had also been reviewed
by the Government which confirmed that there were unlikely
to be additional insurmountable problems in allowing large
aviation fuel vessels to pass through Ma Wan Channel. In particular,
DEP advised in an answer to the Chairman that the results
of the Study Update had been accepted by EPD. In view of the
radical change of circumstances, the Chairman asked
that a copy of such study/advice be made available to Members.
13. A Member
declared that he had an interest in the discussion item as
one of his group companies had submitted a proposal to the
AA and the Government regarding aviation fuel supply. Considering
that a site farther away from Hong Kong would create less
environmental problems to the territory, that Member
asked if locations outside Hong Kong waters had been explored.
In response, GM/AA said that as far as AA was aware,
the Government would like to exhaust all possible locations
within Hong Kong waters first before considering options outside
the Hong Kong boundary. Therefore the AA was now actively
examining the three feasible options as presented to the Council.
14. A Member
requested that the EIA report to be submitted to Council should
include figures of the Study Update. In response to that Member's
question on whether the number of vessel accidents in the
Ma Wan Channel had dropped, SPE/AA said that the vessel
traffic control measures were implemented in 1995. According
to his understanding, there had not been any accidents since
then, and subject to the view of Marine Department, it appeared
that the vessel traffic control measures were working very
effectively.
15. A Member
was concerned about the safety of people living in and students
going to schools in the vicinity of the PAFRF because there
was a residential district adjacent to Tuen Mun Area 38 and
a planned school area near Sham Shui Kok. SPE/AA advised
that the nearest residents to Tuen Mun Area 38 were in fact
several kilometers away from the proposed site. SPE/AA
also said that there were precedents in locating fuel farms
in the vicinity of populated areas e.g. the 170,000 m3 aviation
fuel tank farm at the was surrounded by various facilities
with the Cathay Pacific City being less than 1 km away. SPE/AA
assured that Member that the actual risk in risk hazard terms
would be within the acceptable range.
16. A Member
queried if it would be necessary to build fuel tanks on the
PAFRF since there were already sufficient tanks at the Airport.
Manager/AA explained that at present, the fuel was
transported from Singapore to Tsing Yi first and then taken
by barges to East Sha Chau whereas in future the fuel would
be transported from Singapore to the PAFRF direct. More tanks
would be needed then. That Member pointed out that
the tanks at Tsing Yi would be left idle and he cautioned
that that might affect the fuel price level. The Chairman
commented that this was unlikely because aviation fuel only
constituted a small proportion of the total fuel used in Hong
Kong.
17. In reply to
that Member's further enquiry, SPE/AA said that the
jetty of the PAFRF would be about twice as big as that of
East Sha Chau.
18. In response
to a Member's questions, SPE/AA said that the growth
in marine traffic in Ma Wan Channel had been taken into account
during the risk assessment and confirmed that the Tang Lung
Chau Dangerous Goods Anchorage was not included in the risk
assessment as it could not accommodate large ocean going vessels
used for transporting aviation fuel. In response to that Member's
question on whether there were any options that could avoid
using the Ma Wan Channel, SPE/AA said that the region
south of Lantau had been looked at in the search of possible
locations for PAFRF but none had been found environmentally
and commercially acceptable for installing fuel storage facilities
and pipelines for pumping fuel to the Airport.
19. A Member
asked whether strategic road links like the North Lantau Expressway
and the Railway Link would be taken into account in the detailed
EIA study. SPE/AA said that all facilities within the
radius of the PAFRF would be evaluated and checked in the
EIA process.
20. The Chairman
asked and AD(TS)/PlanD replied that the Government
would not be able to decide in the next two years whether
Tuen Mun West, which was earmarked for port development, could
be released for the construction of PAFRF.
21. In response
to a Member's enquiry, the Chairman clarified that
the Council would advise the Government on the best option
for PAFRF from the environmental point of view but the Government
and the Executive Council would have to take into account
other factors such as economic and social considerations,
before making a final decision.
22. In response
to a Member's enquiry, SPE/AA said that the pipelines
would be 500mm in diameter and would be buried at 3m below
the seabed and covered with materials for protection from
dragging anchors. The design of the pipelines might be subject
to finalisation depending on the findings of the EIA study.
23. The Chairman
speculated that in future there would be a vehicle tunnel
linking Tuen Mun and the Airport, and asked if AA had considered
its possible impact on their proposal. SPE/AA said
that AA would take any future developments into account during
the EIA process and that techniques were available, such as
directional drilling, by which such developments could be
minimised, if necessary.
24. A Member suggested
the AA consider giving permanent funding to support the operation
of the East Sha Chau Marine Park. Manager/AA said that
AA had an agreement with the Government that the former would
pay for the operation cost of East Sha Chau Marine Park until
PAFRF was in place. AD(Conservation)/AFCD supplemented
that AFCD would seek additional funding if necessary to meet
the operational cost of the Marine Park. Another Member
was of the opinion that AA should share the cost because the
environment at East Sha Chau could not be restored even after
PAFRF was built. CD/AA advised that AA would take note
of this request.
25. The Chairman
thanked the presentation team for updating the Council and
would wish to be kept posted of major developments in the
future. The Chairman also indicated that based on the
above discussion, ACE had no objection to AA continuing further
exploration of these three site options.
Agenda Item
4 : Measures to Address Traffic Noise Impact of Existing Roads
(ACE Paper 39/2000)
26. The Chairman
welcomed the presentation team from EFB, Highways Department,
Transport Department and EPD to the meeting. PAS(C)/EFB
briefed Members on the measures to address traffic noise impact
of existing roads.
27. The Chairman
was glad that new measures would be taken to tackle chronic
noise problems and was interested to know how the Government
would prioritize the implementation programme. In reply, PAS(C)/EFB
said that the Administration's initial thinking was to implement
the measures by phases in the order of the noise exposure
levels and the number of people affected.
28. A Member
welcomed the new measures but said that there was still room
for improvement. He pointed out that some countries imposed
noise limit control during daytime and at night whereas Hong
Kong only had restrictions in the daytime. Furthermore, the
current method on measuring noise exceedances did not take
into account duration of the noise impact. He also noticed
that according to the Technical Memorandum(TM) of EIA Process,
there was no requirement for a project proponent to implement
any mitigation measures for a new road if the predicted noise
level increase was less than 1dB(A). He was concerned that
if the existing noise level had already reached the noise
limit of 70dB(A) and more new roads were to be constructed,
the cumulative noise impact would be huge if no action would
be taken. As regards the low noise surfacing material used
on resurfaced roads, that Member asked whether the
3dB(A) noise reduction capability of the material would be
gradually lost over time. As people were more sensitive to
road noise during nighttime, that Member encouraged
the use of traffic management control to tackle the problem
at source.
29. In response
to that Member's comments, AD(EA&N)/EPD said that EPD
shared his concern about cumulative noise impact from roads.
He said that the CTS-3 strategic environmental assessment,
on which the ACE was consulted in 1999, had presented the
cumulative noise impact on a territorial basis. On cumulative
noise impacts, he clarified that a project proponent was required
to assess the cumulative impact when constructing a new road,
and to provide indirect technical remedies (if direct measures
were inadequate) to affected premises when (i) the predicted
overall noise level was higher than the noise limit; (ii)
the predicted overall noise level was 1dB(A) above the prevailing
traffic noise level; and(iii) the contribution to the increase
in the predicted overall noise level from the new road was
more than 1dB(A). On that Member's comment on traffic management
control at night, AD(EA&N)/EPD said that at present
there were several non-engineering schemes focusing on reducing
noise generated by heavy-duty vehicles during nighttime. So
far the schemes were considered satisfactory and effective.
PAS(C)/EFB supplemented that when applying traffic
management control, care must be taken to maintain a smooth
traffic flow and most importantly, to avoid shifting the traffic
noise problem from one road to another. Successful implementation
of traffic control measures also depended on the support of
the community and the transport trade. Referring to that Member's
enquiry on the lifespan of the low noise surfacing material,
PAS(C)/EFB said that the effectiveness of the material
would decline over the normal lifespan of two to three years.
The Administration would continue to look for more durable
materials.
30. The Chairman
observed that apart from noise generated by heavy traffic,
the gear-break squeak generated by vehicles like public light
buses also caused noise nuisance. A Member commented
that there was no point in spending millions of dollars on
noise barriers if people's driving habits remained unchanged.
In reply, PAS(C)/EFB said that the Administration would
continue to promote eco-driving among the transport trade
including good driving habits which could avoid unnecessary
engine noise. Another Member suggested putting in place
a control mechanism for bad driving habits similar to that
of the smoky vehicles penalty scheme. PAS(C)/EFB said
that under existing law, it was illegal to modify vehicles
to generate greater noise or to overload vehicles, however
there was no provision for penalizing drivers with bad driving
habits. DEP said that there was no magic solution for
noise problems in Hong Kong because there were too many people
living too close to roads.
31. A Member
said that noise barriers at source were more effective in
reducing noise. They were also shorter in height when compared
to barriers surrounding the affected premises. In that context,
it was difficult to understand why the Highways Department
(HyD) had been rejecting the developers' proposals for new
developments to provide noise barriers at source. DD/HyD
responded that HyD normally allowed construction of barriers
at source subject to space being available and appropriate
conditions imposed by the Government. In most cases the proposals
were rejected because there was not enough space for erecting
barriers on existing roads.
32. A Member
urged the Administration to learn from overseas and use better
quality and pleasant looking noise barriers such as those
adopted in North America and Australia.
33. A Member
supported the new measures and urged the Administration to
plan carefully for future developments with an aim to minimize
the need for road construction as far as possible.
34. In reply to
a Member, AD(EA&N)/EPD said that EPD had had a preliminary
discussion with HyD and as to the detailed design studies
would investigate, among other things, the feasibility of
including some solar panels on noise barriers. That Member
said that the Energy Office in Electrical and Mechanical Services
Department could provide such information.
35. Noting that
at least four out of the 29 road retrofitting programmes were
in Tseung Kwan O, a Member asked whether that was due
to poor planning and what precautions could be taken to prevent
it from happening again. In reply, AD(EA&N)/EPD said
that the planning of Tseung Kwan O new town started in the
1980s when relevant standards were more lenient. Another reason
was that the number of heavy-duty vehicles increased rapidly
through the years in that area. In response to the Chairman's
enquiry, AD(EA&N)/EPD assured Members that much higher
standards had been adopted for the planning of Tung Chung
new town.
36. A Member
said that though tram was considered an environmentally friendly
transport, the noise it generated was comparable to other
vehicles. PAS(C)/EFB replied that he would convey that
Member's comment to TD for consideration.
37. The Chairman
thanked the presentation team and the Administration for its
efforts to address noise impacts of existing roads. He hoped
that more could be done in that area in the future.
Agenda Item
5 : Western District Development Strategy (WDDS)
(ACE Paper 40/2000)
38. The Chairman
welcomed DPO(HK)/PlanD and the presentation team to
the meeting. DPO(HK)/PlanD briefed Members on the WDDS with
the help of a power-point presentation.
39. The Chairman
asked whether it would be safe for hydrofoils and speedboats
traveling to Macau to continue to use the Channel after reclamation.
He also asked why the MTR alignment should take a big loop
from Kennedy Town to Belcher's Area instead of going straight
through. DPO(HK)/PlanD clarified that at present large
vessels and speed vessels would travel through the north of
Tsing Chau or the west of Green Island (Western Channel) only.
Hence, navigational safety in Sulphur Channel would not be
a problem.
40. As regards
the MTR alignment, DPO(HK)/PlanD explained that the
loop was so designed to minimize disruption to the residents
in Shek Tong Tsui and Belcher's Area and to provide the necessary
geometrical angle to make way for an overrun tunnel and stabling
area at the Kennedy Town Station.
41. A Member
felt that the proposed MTR Stations were too distant from
the center of the population and asked why they could not
be located closer for the convenience of the passengers. He
considered that the Administration should make efforts to
avoid the construction of Route 7 and Route 10 if railway
was regarded as a preferred transportation backbone for Hong
Kong. He was concerned that road traffic between western and
central districts of the Hong Kong Island would add to the
already heavy traffic and would adversely affect air quality
in the region. Another Member supported that Member's
views and said that it would not only be environmentally undesirable,
but also economically undesirable to reclaim land for Route
7 and Route 10 if genuine need for the two routes had not
been established.
42. In response
to that Member's first query, SE(TS)2/HyD said that
the locations of the MTR alignment and stations were determined
after taking into account land resumption cost, construction
cost, engineering feasibility, and operational need. With
regard to those two Members's views about Route 7 and Route
10, DPO(HK)/PlanD said that the proposed WDDS was an
integrated plan for the district having regard to comments
made by the public and interested parties. He further explained
that the location of the Belcher's Garden MTR Station was
chosen underneath Pokfulam Road so as to serve the residents
in southern district as well. The Kennedy Town MTR Station
would make use of the ex-abattoir site which might become
an interchange with the proposed Outer Western Rail Corridor
linking Hong Kong Island and north Lantau. On the issue of
developing rail link to south Hong Kong Island, DPO(HK)/PlanD
said that preliminary views of the Government's Railway Development
Office was that a mass transit type system to the Southern
District would not be viable due to the relatively small and
scattered population in the area. The Southern District would
need to be supported by other transport systems. Finally,
he said that Route 7 was not expected to take up a large reclamation
area.
43. The Chairman
felt that without understanding the rationale behind the planning
for the WDDS, it would be difficult for Members to offer substantive
advice. He suggested that PlanD provide more details about
WDDS, in particular the reasons for providing the various
features. A Member supported the Chairman's suggestion
and said that information such as the timeframe for the proposed
road link and rail link to Lantau, the air quality impact
of the new roads (Route 7 and Route 10) in that area, and
increase in traffic load to the central part of Hong Kong
Island should be presented together with the Strategy.
44. DPO(HK)/PlanD
emphasised that the WDDS was a conceptual plan at an early
planning stage and would be modified after reviewing comments
received during the consultation exercise. He trusted Members
would appreciate that it would be impractical to undergo expensive
detailed consultancy study for the plan before a more definitive
plan had been drawn up. According to TD, Route 10, the Outer
Western Corridor and the rail link to Lantau would not be
required until 2016. Though without a committed timeframe
for the routes, it would be appropriate to include them in
this conceptual plan so as to indicate the land use impact
of such a reserve.
45. In response
to a Member's enquiry, DPO(HK)/PlanD said that 80%
of the estimated population in the WDDS fell within the 400m
radius service boundary of the proposed MTR Stations.
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