TABLE OF CONTENTS
Sign Page
1 Introduction.. 1
1.1
Project Background. 1
1.2
EIA Study Brief 1
1.3
Designated Projects under EIAO.. 1
1.4
Environmental Impact Assessment Study. 2
1.5
Purpose of this Executive Summary. 2
2 Project
Description.. 3
2.1
Purpose and Scope of the Project 3
2.2
Need and Benefits of the Project 4
2.3
Environmental Benefits of the Project 4
2.4
Scenarios “With” and “Without” the Project 5
2.5
Consideration of Different Development Options. 6
2.6
Construction Methods and Sequence of Works. 9
2.7
Construction Programme. 10
2.8
Operational Activities. 11
2.9
Key Public Concerns. 11
3 Key
Findings of the Environmental Impact Assessment.. 13
3.1
Air Quality Impact 13
3.2
Noise Impact 13
3.3
Water Quality Impact 14
3.4
Waste Management Implications. 15
3.5
Marine Ecological Impact 16
3.6
Fisheries Impact 17
3.7
Landscape and Visual Impact 18
3.8
Cultural Heritage Impact 18
4 ENVIRONMENTAL
MONITORING AND AUDIT.. 20
5 Conclusion..
21
List of tables
Table 2.1 Summary of Key
Components of Construction Works. 9
Table 2.2 Summary of Key
Construction Works for the Project 10
Table 2.3 Summary of Key Public
Concerns and Follow-up Actions. 11
LIST OF FIGURES
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Figure 1.1
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Key Changes in Project Scope from
the EIA Study Brief and Project Profile
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|
Figure 2.1
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Project Boundary and Layout Plan
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LIST OF
appendiCES
1
Introduction
1.1
Project
Background
1.1.1
The Government of the Hong Kong Special Administrative
Region (the Government) is taking forward the Invigorating Island South (IIS)
initiative announced in the 2020 Policy Address to develop the Southern
District into a place full of vibrancy, vigour, and velocity for people to
work, live, explore new ideas and have fun. One of the key projects under
the IIS initiative is to explore the feasibility of expanding the Aberdeen
Typhoon Shelter (ATS) and enhancing the vessel berthing area.
1.1.2
In the 2021 Policy Address, the Government announced
to commence an investigation and design study for the
expansion of the ATS to create additional vessel berthing
area. To this end, the Civil Engineering and Development Department (CEDD)
engaged AECOM as the Consultant in April 2022 to undertake the Assignment
"CE 80/2021 – Expansion of Aberdeen Typhoon Shelter – Investigation,
Design and Construction" (hereinafter referred to as “the Project”). The
Project aims to address the strong regional demand for sheltered vessel space
in Hong Kong Island South. Beyond providing essential berthing, the
expansion of the ATS also aims to foster tourism, leisure, and recreation
opportunities in the Southern District and explore the possibilities for future
marina development.
1.2
EIA
Study Brief
1.2.1
A Project Profile (No. PP-648/2022) was submitted to the
Environmental Protection Department (EPD) on 11 August 2022 for application for
an Environmental Impact Assessment (EIA) Study Brief under section 5(1)(a) of
the Environmental Impact Assessment Ordinance (EIAO). The EIA Study Brief
(No. ESB-357/2022) for the Project was issued on 19 September 2022 under the
EIAO.
1.2.2
Following
the issuance of the EIA Study Brief, there have been changes in the scope of
the Project as outlined in the Project Profile and the EIA Study Brief. These changes are shown in Figure 1.1. In accordance with
Section 6.2 of the EIA Study Brief, confirmation was sought from the Director
of Environmental Protection (DEP) regarding these changes. The DEP
confirmed that the proposed changes to the Project did not fundamentally alter
the key scope of the EIA Study Brief and thus, a fresh EIA study brief is not
required. Detailed descriptions of the Project are discussed in Section 2.
1.3
Designated
Projects under EIAO
1.3.1
The Project comprises the Designated Project (DP)
items under Part I, Schedule 2 of the EIAO:
·
Item C.1 - Reclamation
works (including associated dredging works) more than 5 hectares (ha) in
size.
·
Item C.2(1)(a) -
Reclamation works (including associated dredging works) that are of more than 1
ha in size, and a boundary of which is less than 500 metre (m) from the nearest
boundary of an existing or planned specified area (coastal protection area) that
is wholly or partly situated on or over any foreshore and sea-bed.
·
Item C.2(1)(b) -
Reclamation works (including associated dredging works) that are of more than 1
ha in size, and a boundary of which is less than 200 m from the nearest
boundary of an existing or planned specified area (coastal protection area)
that is not wholly or partly situated on or over any foreshore and sea-bed;
·
Item C.3(a) -
Reclamation works resulting in more than 5% decrease in cross sectional area
calculated on the basis of 0.0 mPD in a sea channel;
·
Item C.4 - A breakwater
more than 1 km in length or a breakwater extending into a tidal flushing
channel by more than 30% of channel width;
·
Item C.5 - A typhoon
shelter designed to provide moorings for more than 30 vessels;
·
Item C.12 (1)(b) - A dredging
operation that is less than 500 m from the nearest boundary of an existing or
planned specified area (coastal protection area) that is wholly or partly
situated on or over any foreshore and sea-bed; and
·
Item C.12 (1)(c) - A
dredging operation that is less than 200 m from the nearest boundary of an
existing specified area (coastal protection area) that is not wholly or partly
situated on or over any foreshore and sea-bed.
1.4
Environmental Impact Assessment Study
1.4.1
The EIA was conducted for the Project in accordance
with the requirements of the EIA Study Brief (No. ESB-357/2022) and the Technical
Memorandum on Environmental Impact Assessment Process (EIAO-TM). The
purpose of the EIA Study is to provide information on the nature and extent of
environmental impacts arising from the construction and operation of the
Project. The information obtained in the EIA Study will contribute to
decisions by DEP on:
(i)
the overall
acceptability of any adverse environmental consequences that are likely to
arise as a result of the Project and associated works;
(ii)
the conditions and
requirements for the detailed design, construction and operation of the Project
to mitigate against adverse environmental consequences wherever practicable;
and
(iii)
the acceptability of
residual impacts after the proposed mitigation measures are implemented.
1.5
Purpose of this Executive Summary
1.5.1
This Executive Summary (ES) summarises the findings,
recommendations and conclusions of the EIA Study for the Project.
2
Project Description
2.1
Purpose
and Scope of the Project
2.1.1
The 2024 Policy Address announced the initiative to promote
yacht tourism by inviting the private sector to explore the construction and
operation of marinas in the expansion area of ATS among others. The purpose of
the Project is to address the strong regional demand for sheltered space in
Hong Kong Island South, particularly for pleasure vessels, and support tourism,
leisure and recreation development in the Southern District. Specifically, the planned additional sheltered space under
the Project is essential to accommodate the anticipated demand from pleasure
vessels in Hong Kong by 2030. The Project is a construction and
operation project.
2.1.2
The
Project site is located at Aberdeen Channel and sandwiched by Ap Lei Pai and Ap
Lei Chau in the west and Tai Shue Wan in the east. The Project includes
expansion of ATS from its southern part to provide extra sheltered space of
about 24 ha (including passageways) for local vessels, as indicated on the
Project boundary and layout plan in Figure 2.1. The
Project boundary encompasses about 46 ha, including all the scope of the
Project with the associated works area and the expansion area of ATS.
2.1.3
The detailed design of the proposed breakwaters, wave
wall in the form of floating breakwater, land access, modifications of the
existing breakwaters, and other design elements are subject to further
refinements during the design and construction stage. The major works items for
the Project includes the following:
(i) Proposed
eastern breakwater, approximately 340 m in length, pointing to southwest with about
50 m tip bending southward, with open space and proposed marine access in form
of public landing facilities (i.e. landing steps / ramp) and associated seabed
stabilisation works;
(ii) Proposed western
breakwater, approximately 300 m in length, pointing to northeast with about 85
m tip bending northward, with landing facilities for maintenance purpose and
associated seabed stabilisation works;
(iii) Proposed land access,
approximately 240 m in length, connecting the proposed eastern breakwater to
Tai Shue Wan waterfront along the rocky shoreline within the Project boundary;
(iv) Proposed wave wall in the
form of floating breakwater of about 110 m in length in the sea area within the
ATS expansion area at a location approximately 70 m eastward of the tombolo
between Yuk Kwai Shan and Ap Lei Pai;
(v) Modification of
the crest of existing eastern breakwater to form a new open space with pedestrian access to Shum Wan Road; and
(vi) Modification of the existing
western breakwater, which includes shortening of the breakwater by
approximately 70 m with a view to straightening the navigation channel.
2.2
Need and Benefits of the Project
2.2.1
The 2024 Policy Address announced the initiative to
promote yacht tourism by inviting the private sector to explore the
construction and operation of marinas in the expansion area of ATS among the
three locations. According to MD,
the demand for sheltered space for pleasure vessels is projected to increase
from 240.3 ha in 2021 to 311.1 ha in 2035. The matching of demand and supply of
sheltered space for pleasure vessels indicates that there will be a shortfall
of sheltered space for pleasure vessels in the territory up to 2035.
2.2.2
Pleasure cruising is gaining popularity in Hong Kong,
with Hong Kong Island South emerging as one of the favoured yachting and
boating destination for pleasure vessels. The major sources of sheltered space
in the Southern District are the Aberdeen South Typhoon Shelter and Aberdeen
West Typhoon Shelter (collectively referred to as “ATS”), along with three
sheltered anchorages (viz. Middle Island, St. Stephen’s Bay and Tai Tam
Harbour).
2.2.3
The proposed addition of 24 ha of sheltered space in
the Project is anticipated to significantly ease the pressure on the limited
berthing capacity in the Southern District. This expansion will allow for the
accommodation of more vessels and enhance marine access to Tai Shue Wan for
visitors. Furthermore, when integrated with local attractions, the Project has
the potential to generate substantial economic benefits, driving increased
economic activity and boosting tourism revenue.
2.3
Environmental Benefits of the Project
2.3.1
Provision of Eco-shoreline
2.3.1.1
The design for the
Project will thoughtfully incorporate eco-shoreline features, including
eco-tiles, tidal pools and seabird perch, of spanning about 570 m along the
proposed breakwaters, land access and its associated vessel impact protection
system (VIPS). These elements aim to enhance biodiversity, improve ecological
performance, and strengthen coastal protection, ensuring that the development
aligns with principles of environmental sustainability and educational
enrichment.
2.3.1.2
The subtidal portion of
the proposed and modified breakwaters will create approximately 4.55 ha of
artificial hard substrates, which could facilitate the colonisation of corals
and other epibenthos. Additionally, the construction of the proposed land
access connecting to the proposed eastern breakwater will create approximately
0.2 ha of artificial subtidal hard bottom habitat. Approximately
1,380 m of artificial intertidal habitat will be created through the
construction of the proposed breakwaters as well as the proposed land access
connecting to the proposed eastern breakwater.
2.3.2
Preservation and Promotion of Sea Caves at Coastal
Protection Area
2.3.2.1
There are sea caves
along the Coastal Protection Area (CPA) at Tai Shue Wan and Ap Lei Pai, which
serve as geological archives that provide valuable insights into coastal
erosion and weathering processes. Thus, the alignment of the proposed land
access has been designed to follow the rocky shoreline outside the CPA,
allowing visitors to appreciate the area’s natural geological features.
Currently, access to these sea caves is limited to marine transportation or
kayaking, which restricts public accessibility. The Project will provide
convenient access to the sea caves via the proposed land access, enabling the
public to enjoy a closer view of the natural landscape and geological features
such as sea caves for both leisure and educational purposes.
2.3.3
Beneficial Use of Unwanted Materials Generated By
Other Projects
2.3.3.1
The construction and
demolition (C&D) materials generated from the Project, including those
arising from the demolition of part of the existing breakwaters, will be reused
on-site whenever feasible. These materials will primarily serve as rock fill for
the proposed structures, such as the foundation for the VIPS and landfall of
proposed breakwaters. Moreover, substantial infill material is still needed for
the breakwaters. To address this need, C&D materials generated by other
local projects and accumulated in CEDD’s Public Fill Reception Facilities would
also be used for the Project as infill materials. This approach will not only
facilitate the beneficial use of a significant quantity of unwanted materials
but also minimise the dependence of importing raw material.
2.4
Scenarios “With” and “Without” the Project
Scenario
with the Project
2.4.1
Hong Kong Island South, being a popular boating region
for pleasure vessels, will face increasing demand from pleasure vessels for
sheltered space due to the surge in their territorial demand. The Project will
provide additional 24 ha of sheltered space, in meeting the strong demand in
the region particularly for pleasure vessels.
2.4.2
The Project will promote marine tourism along the
waterfronts and cultivate water-friendly culture to bring vibrancy of the
district. Additionally, potential access to the breakwater crests in form of
the proposed landing facility on the eastern side of the ATS is expected to
create new and green tourist attractions in the ATS expansion area.
2.4.3
The Project will feature eco-shoreline designs,
including eco-tiles and tidal pools, to enhance biodiversity, support marine
ecosystems, and improve coastal protection. These features will create habitats
for a variety of organisms while strengthening resilience against erosion and
storm surges. This approach enhances environmental sustainability.
Scenario without the Project
2.4.4
It is expected that the number of vessels in existing Aberdeen
Typhoon Shelter will be further increased. Without extra sheltered space to be
provided by 2030 under the Project, the risk of vessel collisions and conflicts
will be increased. This poses safety concerns to both pleasure vessels and
fishing boats operating in the congested waters especially during peak times
and typhoon seasons.
2.4.5
The persistent challenge of insufficient berthing
spaces may discourage visiting pleasure vessels from choosing Hong Kong as a
destination, thereby negatively impacting the promotion of yacht and waterborne
tourism in the Hong Kong Island South area. This situation would hinder marine
tourism industry and its economic benefits.
2.4.6
In the absence of the Project, the future
environmental conditions in the ATS are expected to remain relatively stable
since no significant fluctuations in marine activities are anticipated. The
marine habitats within the Project area, including subtidal hard substrate and
soft bottom habitats, and intertidal habitats, are considered to remain very
low to low ecological value.
2.5
Consideration
of Different Development Options
2.5.1
Considering
the environmental constraints, engineering/operational requirements, and
considerations during the EIA study, the Project layout and structural forms
have been modified from the initial plans outlined in the Project Profile and
the EIA Study Brief. The key elements of these considerations and modifications
are listed below:-
2.5.2
Consideration of Site Location and Size
2.5.2.1
Given the regional
shortfall of sheltered space in Hong Kong Island South, expanding ATS from its
southern part can satisfy the potential economic benefits of meeting the
development of marinas, which is the preferred option.
2.5.2.2
The Project's size and
the breakwater layout were carefully considered for technical feasibility and
cost-effectiveness, with a strong emphasis on minimising environmental impact.
The proposed typhoon shelter size allows for an efficient breakwater design
that reduces the foundation footprint, thereby minimising disturbance to the
seabed and its marine ecology.
2.5.3
Consideration of Proposed Breakwater and Land Access
Alternative Layout and Location
Proposed Eastern and Western
Breakwaters
2.5.3.1
The breakwaters are
proposed to be in a Northeast-Southwest direction. This design incorporates an
adequate navigation channel width, overlapping breakwater tips and strategic
bend at the tip of each breakwater. This arrangement is able to meet the functional
requirements, including acceptable wave performance, maintaining marine traffic
and unobstructed sea view at the crest of proposed eastern breakwater for
future use of the open space.
Proposed Wave Wall
in the Form of Floating Breakwater
2.5.3.2
To preserve the natural scenery, tombolo, which
formed by natural process in between Yuk Kwai Shan and Ap Lei Pai, creating an
eye-catching geomorphic feature, the wave wall in the form of floating
breakwater is proposed to be relocated offshore by approximately 70 m eastward
within the Project
site.
Proposed Land
Access
2.5.3.3
To minimise the impact
to the existing shoreline of Tai Shue Wan, particularly the existing sea caves,
which falls within the Coastal Protection Area, the proposed land access
connecting to the proposed eastern breakwater and Tai Shue Wan promenade is to
be constructed offshore with shallow foundation.
2.5.4
Consideration of Modifications of Existing Breakwaters
2.5.4.1
By adequately modifying
the existing eastern breakwater, it is possible to provide direct pedestrian
access from Sham Wan Road to the existing eastern breakwater. Therefore
revitalisation of the existing eastern breakwater to provide public space is
recommended.
2.5.4.2
To enhance the safety
of the navigation channel and at the same time minimising the potential seabed
disturbance and water quality impact, it is proposed to maintain the major part
of the existing western breakwater insitu by shortening of part of the breakwater
of approximately 70 m and removing the breakwater structure down to -5 mPD
without dredging works at seabed.
2.5.5
Consideration of Alternative Structural Form for
Breakwaters and Land Access
Proposed Eastern and Western
Breakwaters
2.5.5.1
With the consideration
of deep water situation, construction time and navigation requirement, it is
recommended to adopt vertical type caisson breakwaters as the main structural
form while sloping rubble mound is adopted at the breakwater landfalls.
Adoption of Floating Breakwater for
the Proposed Wave Wall
2.5.5.2
A floating breakwater design
was chosen to optimise wave dynamics and cost-effectiveness while prioritising
environmental protection. This approach protects environment and offers
significant advantages, including preserving the natural tombolo between Yuk
Kwai Shan and Ap Lei Pai, avoiding disturbance to the seabed and its marine
ecology, minimising potential impacts on water quality and flow, and reducing
visual intrusion with a lower profile and smaller
footprint.
Adoption of Shallow Foundation for
the Proposed Land Access
2.5.5.3
To minimise
environmental disturbance, a shallow foundation is proposed for the land
access. This is feasible due to the presence of shallow rockhead along the
proposed alignment and the reduced wave loading in the sheltered area. This
approach avoids extensive piling, thereby protecting the marine ecosystem.
2.5.6
Consideration of Alternatives for Construction
Methodologies
Foundation Option Adopted in this
Project
2.5.6.1
Deep Cement Mixing
(DCM) was selected as the construction method to minimise environmental
impacts. Unlike dredging, DCM avoids water quality problems and the dispersion
of contaminants. Moreover, DCM enhances the stability and durability of the
structure, reducing the need for frequent maintenance and reconstruction, and
further minimising the Project's overall environmental footprint.
Low-carbon Design for Construction
2.5.6.2 Green construction
technologies including low-carbon concrete and Glass Fibre Reinforced Polymer
reinforcement, will be adopted as far as possible to lower the overall carbon
emission from the production of conventional concrete and steel reinforcement.
Construction Method for Main
Structures
2.5.6.3 The Project
will utilise prefabricated units for the proposed breakwaters and floating
breakwaters whenever practical, which will reduce construction time and thereby
minimise potential on-site environmental impacts on air, noise and water
quality.
2.5.7
Consideration of Construction Sequence
2.5.7.1
To shorten the
construction period for the breakwaters, multiple work-fronts will be
considered to allow different work activities to proceed in parallel. It is
assumed that two work-fronts comprising sand blanket and geo-textile laying
plants along with DCM plants will be deployed at the same time across various
locations. Concurrent stabilisation of multiple seabed sections accelerates the
overall construction and shortens the duration of potential environmental
impacts, thereby enhancing the Project’s environmental performance.
2.5.8
Consideration of Integration of Tai Shue Wan Public
Pier to Proposed Eastern Breakwater
2.5.8.1
This integration
proposed Tai Shue Wan pier into the proposed eastern breakwater will not only
enhance efficient utilisation of marine space for mooring and navigation
purposes but also averted the necessity for an extra concurrent project,
thereby alleviating the additional environmental impacts, such as seabed
disturbance and noise generation.
2.5.9
Consideration of Adoption of Eco-shoreline
2.5.9.1
While the existing
marine habitats within the Project are considered as very low to low ecological
value, eco-shoreline features such as eco-tiles, tidal pools and seabird perch,
are proposed to be integrated along the proposed breakwaters, land access and
VIPS to encourage the colonisation of marine organisms, promote a balanced
aquatic ecosystem in the area and create a habitat that enriches local
biodiversity.
2.6
Construction Methods and Sequence of Works
2.6.1
The construction of the key components comprises the
following works:-
Table 2.1 Summary of Key Components of
Construction Works
|
Construction Works
|
Detailed Sequence
|
|
(i) Proposed breakwaters and public
marine accesses
|
(a) Localised
removal of any hard obstructions may be required from the top about 3 m of
the seabed surface prior to DCM works commencing.
(b) Placement
of geotextile and sand blanket
(c) Seabed
stabilisation in form of DCM and dredging at shallow water locations
· In
shallow water locations, such as near to the landfall of the proposed
breakwaters, minimal dredging is suggested where DCM is not applicable.
(d) Rubble
mound filling for breakwater foundation and landfall
· Rubble
mound filling for the caisson foundation, will be proceeded after the
completion of DCM construction.
(e) Installation
of precast concrete elements
· The
precast concrete elements, (e.g. caissons or concrete armour units), can be
progressed in parallel with DCM works. Those precast concrete elements can be
delivered by units upon progressive completion of DCM works to reduce
occupation of site spaces and simplify construction sequence
(f) Filling the
caisson compartment
· Filling
of the caisson compartment will be carried out in parallel with the adjacent
caisson installation.
(g) Placement
of scour protection at the two sides of caissons
(h) Construction
of caisson topside and marine access
· Construct
the public landing facilities within the footprint of proposed eastern
breakwater
· Construct
the landing facilities for the purpose of maintenance access within the
footprint of proposed western breakwater
|
|
(ii) Proposed land access connecting
proposed eastern breakwater
|
(a) Placement
of levelling stone on the seabed to provide a levelled ground
(b) Construction of
approximately 240 m long elevated footpath by installing
prefabricated/in-situ land access segments, supported by precast/in-situ
columns and pad footings
(c) Placement
of VIPS in form of precast concrete segments in front of the elevated
footpath structure
|
|
(iii) Proposed wave wall in the form of
floating breakwater
|
(a) Placement
of concrete sinkers on the seabed
(b) Installation of
prefabricated floating breakwater units with anchoring by chains to concrete
sinkers
(c) Installation
of breakwater crest elements (i.e. navigation lights)
|
|
(iv) Modification of existing eastern
breakwater
|
(a) Construction of pedestrian access
road to breakwater crest by modification of the crest
(b) Installation of breakwater crest
elements (i.e. safety railing, information board, etc.)
|
|
(v) Shortening and modification of
existing western breakwater
|
(a) Removal of rock armour and fill
material at the breakwater head up to approximately -5 mPD (approximately 70
m in length)
(b) Placement of rock armour and fill
material to make good the shortened tip
(c) Re-construction of maintenance
access and navigation light
|
2.7
Construction Programme
2.7.1
Subject to the detailed design of the Project,
necessary statutory procedures and funding approval, the construction works are
anticipated to be carried out between 2026 and 2030. The tentative programme
for major construction works is outlined in Table
2.2.
Table 2.2 Summary of Key Construction
Works for the Project
|
Proposed Works
|
Tentative Construction
Programme^
|
|
Proposed Eastern Breakwater
|
Q2 2026 to Q2 2030
|
|
Proposed Western Breakwater
|
Q2 2026 to Q2 2030
|
|
Shortening of Existing Western
Breakwater
|
Q2 2026 to Q2 2029*
|
|
Modification of Existing Eastern
Breakwater
|
Q2 2026 to Q2 2029*
|
|
Proposed Wave Wall in the Form of
Floating Breakwater
|
Q2 2026 to Q2 2030*
|
|
Proposed Land Access
|
Q2 2026 to Q2 2030*
|
Notes:
^ The
works could be conducted with concurrent work fronts, as assessed in the
relevant Sections 3 – 10 under the worst case scenario.
* The duration of the construction works is about 1
year. The commencement of these works will depend on the future detailed
design of the Project, the Marine Department’s agreement on the temporary
navigation arrangement, the contractor’s resource allocation and the programme
of interfacing projects (i.e. the proposed marina development), etc..
2.8
Operational Activities
2.8.1
During
the operational phase of the Project, there will be vessels navigation and
mooring activities in the ATS expansion area. Scheduled inspection and
maintenance will be carried out for the breakwaters, land access, landing
facilities and the facilities installed on the breakwater crest (i.e.
navigation lights, public lighting, etc).
2.9
Key Public Concerns
2.9.1
During the public inspection of the Project Profile
(No. PP-648/2022) held from 12 August to 25 August 2022, several environmental concerns were received.
2.9.2
Consultation with the Development Planning Committee
(DPC) of the Southern District Council (SDC) was carried out at its meeting
held on 23 May 2024, and the Project
was well received by the committee members.
2.9.3
The project design has taken into consideration the
received environmental concerns and appropriate mitigation measures were
recommended as appropriate in the EIA study to minimise the environmental
impacts. The key environmental concerns and the follow up actions taken
are summarised in Table 2.3.
Table 2.3 Summary of Key Public
Concerns and Follow-up Actions
|
Item No.
|
Concerns
|
Follow-up Actions to be Taken
|
|
Concerns / Issues Received from Public Inspection of Project Profile
|
|
1.
|
Need
of the Project
|
The
needs of Project (i.e. increasing demand for sheltered space) and the benefits of the Project (refer to Section 2.2) are presented in this EIA Report and have also
been highlighted in the DPC meeting of SDC.
|
|
2.
|
Potential
impacts on the tombolo between Yuk Kwai Shan and Ap Lei Pai due to the
proposed wave wall on top of the tombolo.
Relevant Environmental Aspects:
- Water Quality (Section 5 of EIA)
- Marine Ecology (Section 7 of EIA)
- Landscape and Visual (Section 9 of EIA)
|
Considering
public concerns raised during the earlier stage of the Project and to
preserve the tombolo, the wave wall is now proposed as a form of floating
breakwater located at approximately 70 m east of the tombolo. No construction
works will be carried out on the tombolo or adjacent land areas under the
Project. Furthermore, the adoption of floating breakwater eliminates the need
for non-dredged seabed stabilisation works (i.e. DCM), filling works or
dredging works for its installation. This design approach minimises adverse
impacts on water flow, water quality, seabed conditions and sediment
deposition on the tombolo during construction and operation phases.
The
design also was presented at the DPC meeting of SDC where it received
positive feedback.
Assessments
on water quality impact (refer to Section 5.6 of EIA), marine ecological impact (refer to Section 7.7 of EIA) and landscape and visual impact (refer to Section 9.6 - 9.7 of EIA) were conducted under the
EIA study to assess the potential impacts of the Project (including the
proposed wave wall in the form of floating breakwater) to nearby
environment. With the proper implementation of the
mitigation/enhancement measures, no adverse water quality impacts and visual
impact are anticipated, and the ecological impact are considered acceptable.
|
|
3.
|
Potential
terrestrial ecological impacts on wild boars habitats which may lead to
nuisance to the public.
|
The
majority of the project works will be marine-based, thus terrestrial
ecological impacts are not anticipated.
Referring
to Environmental Impact Assessment for Tai Shue Wan Development at Ocean Park
(Register No.: AEIAR-184/2014) in 2014, the wild boar population and foraging
locations are land-based and far away from proposed breakwater’s location
which is mainly on the sea.
|
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Concerns/Issues received in District Council Meeting
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4.
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Potential
increase in general refuse and associated potential impacts on water quality
may arise from vessel activities within the expanded typhoon shelter area.
Relevant Environmental Aspects:
- Waste Management Implications
(Section 6 of EIA)
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According
to current practice, floating marine refuse within the Aberdeen Typhoon
Shelter is regularly collected by the Marine Department (MD)’s
contractor as a part of their daily operation. Domestic refuse
collection services are provided to local vessels in Aberdeen Typhoon Shelter
twice per day by MD’s contractor. For large-scale domestic refuse collection
from local vessels within the typhoon shelter, the MD has established a
24-hour hotline to facilitate timely collection service inside the typhoon
shelter.
With
the implementation of waste management control practices, unacceptable
environmental impacts (e.g. air and odour emission, noise and wastewater
discharge) are not anticipated. Details are discussed in the waste
management implications assessment (refer to Section 6.5 of EIA).
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3
Key Findings of the Environmental Impact Assessment
3.1
Air
Quality Impact
3.1.1
Potential air quality impacts associated with the construction
and operational phases of the Project have been assessed in accordance with the
criteria and guidelines as stated in the requirements given in Section 3.4.3
and Appendix B of the EIA Study Brief, as well as Annexes 4 and 12 of the
EIAO-TM. The assessment area for air quality impact assessment is within
500 m from the boundary of the Project site.
Construction
Phase
3.1.2
The potential air quality impacts
may arise from the construction works of the Project including filling for the
proposed breakwater, construction of the proposed wave wall in the form of floating breakwater, as well as
the modification of existing eastern and western breakwaters, and material
handling. With the implementation of mitigation measures specified in the
Air Pollution Control (Construction Dust) Regulation together with the
recommended air quality mitigation measures, good site practices, and environmental
monitoring and audit (EM&A) programme, no adverse
air quality impact at air sensitive receivers
(ASRs) is anticipated due to the construction activities of the Project.
Operation
Phase
3.1.3
Cumulative air quality impact arising from vehicular
emission from open roads, parking site/termini, industrial and marine emissions
within the 500-m assessment area, as well as background concentrations, has
been assessed for the operation phase of the Project. The results concluded
that the predicted cumulative air pollutant concentrations on the identified
ASRs comply with both the prevailing and the proposed Air Quality Objectives
(AQOs) during the operation phase and no air sensitive use shall be located
within the exceedance zones identified in the contour plots. As such, adverse
air quality impact due to the operation of the Project is not anticipated.
3.2
Noise
Impact
3.2.1
Potential noise impacts associated with the
construction and operational phases of the Project have been assessed in accordance
with the criteria and guidelines as stated in the requirements given in Section
3.4.4 and Appendix C of the EIA Study Brief, as well as Annexes 5 and 13 of the
EIAO-TM. The assessment area for noise impact assessment is defined by a
distance of 300 m from the site boundary of the Project.
Construction
Phase
3.2.2
Assessment on potential construction noise impact
arising from the proposed Project has been conducted qualitatively. With
implementation of appropriate mitigation measures including quieter
construction methods, good site practices, no adverse construction noise impact
would be anticipated. A Construction Noise Management Plan (CNMP) would be
prepared and checked before the invitation of tender and commencement of
construction works by a Certified Noise Modelling Professional as recognised by
the Hong Kong Institute of Qualified Environmental Professionals Limited
(HKIQEP), or equivalent as agreed by the DEP. Regular site environmental
audit during construction phase is recommended to ensure proper implementation
of mitigation measures and good site practices.
Operation
Phase
3.2.3
Based on the findings of the marine traffic noise
assessment, adverse noise impact due to the Project is not anticipated.
3.3
Water
Quality Impact
3.3.1
The water quality impact assessment was conducted in
accordance with the requirements in Annexes 6 and 14 of the EIAO-TM and the
requirements in Section 3.4.5 and Appendix D of the EIA Study Brief. The assessment area
for water quality impact assessment covered the Western Buffer Water Control
Zone (WCZ) and Southern WCZ as designated under Water Pollution Control
Ordinance (WPCO) and water sensitive receivers (WSRs) in the vicinity
of the Project site.
Construction
Phase
3.3.2
The water quality impacts during the marine
construction works have been quantitatively assessed by the Hong Kong Delft3D
Flexible Mesh (HK-DFM) Model using the Delft3D Flexible Mesh Model Suite
(Delft3D-FM). Suspended sediment is identified as the most significant
water quality parameter during marine construction. The scenarios for
dredging, sand blanket filling and DCM installation have been assessed and it
is predicted that potential water quality impacts would be localised within the
Project site. With implementation of the proposed mitigation measures,
potential water quality impacts upon the water sensitive receivers could be
effectively minimised. An EM&A programme is required to ensure the
effectiveness of the proposed water quality mitigation measures. No
adverse water quality impact due to marine-based construction of the Project is
therefore anticipated.
3.3.3
For land-based construction activities, the key water
quality issues would be the potential release of sediment-laden water from
surface work areas and discharge of construction site effluent.
Minimisation of water quality deterioration could be achieved through
implementing adequate mitigation measures. Regular site inspections
should be undertaken routinely to inspect the construction activities and work
areas in order to ensure the recommended mitigation measures are properly
implemented. With implementation of the proposed mitigation measures, no
adverse water quality impact due to land-based construction of the Project is
anticipated.
Operation
Phase
3.3.4
During operation phase, no significant change in
hydrodynamic regime was predicted according to the modelling results. No
significant change in water quality regime, which associated with the
hydrodynamic impact, is anticipated. Other water quality impact
associated with the operation of the Project was identified as surface runoff
from paved areas. It is expected that the impacts of surface runoff can
be prevented by adopting recommended mitigation measures. No adverse
water quality impact due to the operation of the Project is therefore
anticipated.
3.4
Waste
Management Implications
3.4.1
Waste management implications associated with the
construction and operation of the Project were identified and assessed in
accordance with the criteria and guidelines as stated in the requirements given
in Section 3.4.6 and Appendix E of the EIA Study Brief, as well as Annexes 7
and 15 of the EIAO-TM.
Construction
Phase
3.4.2
Waste types generated by the construction activities
of the Project would include C&D materials from general construction works
and shortening of existing breakwater, dredged sediments from dredging works,
general refuse from workforce and chemical waste from maintenance of
construction plant and equipment. Floating refuse may also be trapped and
accumulated along the shoreline and breakwaters. Provided that these wastes are
handled, transported and disposed of using approved methods and that the
recommended good site practices are strictly followed, adverse environmental
impacts during the construction phase would not be anticipated.
3.4.3
Reduction measures have been recommended to minimise
the amount of C&D materials generated from the Project. Approximately
24,000 m3 of inert C&D materials and 1,000 m3 of
non-inert C&D materials would be generated during the construction phase of
the Project. Approximately 22,400 m3 of inert C&D material would
be reused on-site as backfilling materials while the remaining 1,600 m3
of surplus inert C&D material would be delivered to Public Fill Reception
Facility (PFRF) for beneficial reuse in other projects. Non-inert C&D
material would be reused and recycled before disposal at landfill.
Opportunities in minimisation of generation and maximisation of reuse would be
continually investigated during the detailed design and construction
phases. The other materials that cannot be reused or recycled would be
disposed to designated outlets.
3.4.4
The total volume of dredged sediment generated from
the Project is estimated to be approximately 241,263 m3. Based on
the results of the chemical and biological screening, approximately 198,855 m3
of sediment is suitable for Type 1 – Open Sea Disposal and 42,408 m3
of sediment is suitable for Type 1 – Open Sea Disposal (Dedicated Sites) in
accordance with ETWB TCW No. 34/2002. With the implementation of
the recommended mitigation measures and in accordance with the requirements of
prevailing guidelines/circulars, no adverse environment impacts would be
expected from dredging, transportation and disposal of marine sediment.
Operation
Phase
3.4.5
During the operation phase, the key waste types
generated will include general refuse from vessel users in the ATS. There would
also be accumulation of floating refuse on the newly constructed wave wall in
the form of floating breakwater and breakwaters of the Project. Provided that
all these wastes are handled, transported and disposed of in strict accordance
with the relevant legislative requirements and the recommended mitigation
measures are properly implemented, no adverse environmental impact is expected
during the operation phase.
3.5
Marine
Ecological Impact
3.5.1
The ecological impact assessment was conducted in
accordance with the relevant requirements as specified in Section 3.4.7 and
Appendix F of the EIA Study Brief, as well as Annexes 8 and 16 of the EIAO-TM.
3.5.2
A total of four habitat types were identified within
and adjacent to the Project site, mainly consisting of marine habitats
including subtidal habitats, intertidal habitats of rocky shore, sandy shore
and artificial seawall, which all are considered to be of very low to low
ecological value.
3.5.3
32 coral species of conservation importance were
recorded within the assessment area in previous and recent surveys, dominated
by common and abundant coral species in Hong Kong such as Favites abdita and
Oulastrea crispata with low coverage (<5%).
3.5.4
For benthic and intertidal communities, only one
benthic species of conservation importance, Amphioxus species Branchiostoma
belcheri was recorded close to Middle Island located within the Southern
WCZ (about 2 km distant from the Project site) in previous surveys. Whereas no
species of conservation importance was recorded within the assessment area
during recent survey for both communities.
Construction
Phase
3.5.5
During construction phase, proposed marine-based works
under the Project would cause permanent and temporary loss of subtidal soft
substrate habitats (about 5.3 ha and 2.0 ha respectively), permanent loss of
subtidal hard substrate habitats (about 1.4 ha), intertidal rocky shore
(about 120 m) and artificial seawall (about 200 m). Given the small size and
very low to low ecological value of the affected habitats, the direct impact of
habitat loss is expected to be low for all these habitats.
3.5.6
Under the Project footprint, 13 coral species of
conservation importance would be directly impacted by proposed works.
Given all impacted coral species are commonly widespread in Hong Kong waters,
recorded in low coverage on site and all are subjected to existing disturbance
from the typhoon shelter, the potential impact on these species is considered
to be low.
3.5.7
Given that proposed works would be mainly at the middle
of the Aberdeen Channel, which is subjected to existing high level of
disturbance from the typhoon shelter and less preferable to be utilised by
wildlife, and unnecessary encroachment into natural habitats would be avoided,
the impact on other wildlife is considered low.
Operation
Phase
3.5.8
During operation phase, direct and indirect impacts
such as boat mooring and anchoring, underwater noises and pollution generated
would be resulted from increased marine traffic within the ATS expansion area.
Given that the disturbance impacts are localised within the Project footprint
with no additional area of habitat loss, and these habitats are of very low to
low ecological value which are already subjected to the existing disturbances
from typhoon shelter, the impacts are considered to be insignificant and low.
3.5.9
Potential change in hydrodynamic and hydrology
properties would also be expected with installation of new breakwaters.
However, due to low diversity and abundance of subtidal organism, the impact
would be considered low.
3.5.10
Enhancement measures such as installation of
eco-shoreline features on the proposed and modified breakwaters as well as
eco-features on VIPS would be implemented for the Project, which could create
about 4.75 ha and 1380 m of artificial habitats for facilitating colonisation
of intertidal and subtidal epifauna. With proper water mitigation measures in
place during both construction and operation phases, it is anticipated that
ecological impacts from the Project on the marine environment would be
acceptable, no adverse ecological impact would be anticipated.
3.6
Fisheries
Impact
3.6.1
The fisheries impact assessment was conducted in
accordance with the relevant requirements as specified in in Section 3.4.8 and
Appendix G of the EIA Study Brief, as well as Annex 9 and 17 of the EIAO-TM.
3.6.2
No sites of fisheries importance such as spawning
ground and nursery area for commercial fisheries resources, Fish Culture Zones
(FCZs), Artificial Reefs (ARs), were identified within the Project site.
The nearest spawning ground and nursery area for commercial fisheries resources
is located at South Lamma and Lamma Island respectively (approximately 5.8 km
and 2.3 km from the Project site). Five FCZs were identified within the
assessment area, of which including Sok Kwu Wan (SKW) FCZ, Lo Tik Wan (LTW) FCZ
(and ARs), Ma Wan (MW) FCZ, Cheung Sha Wan (CSW) FCZ and Po Toi (PT) FCZ.
Additionally, the overall fisheries production with moderate levels
(>200-300 kg/ha) were recorded, with moderate to high numbers of fishing
vessels (>400-600).
3.6.3
There would be a permanent loss of about 25.3 ha of
access to fishing ground and permanent loss of fishing ground and fisheries
habitats of about 8.7 ha due to the occupation of marine area between existing
and proposed breakwaters and construction works elements respectively, of which are considered to be a very small proportion.
By comparing with the total marine waters of Hong Kong (approximately 170,000
ha), the loss of access to fishing ground and loss of fishing ground and
fisheries habitats caused by the Project is considered minor. A temporary
loss of 42 ha of access to fishing grounds resulted from temporary works
would only cause minor impact on fisheries. Only minor deterioration of
water quality impacts during construction phase and no significant changes in
hydrodynamics and deterioration of water quality during operation phase are
expected. With the implementation of mitigation measures for controlling
water quality impact, the Project would not cause any unacceptable water quality
impact to water space in the vicinity of the Project site during construction
and operation phases. Given that high traffic at the vicinity of the
Project site were contributed by the operation of existing ATS, most of the
fishing operations near the Project site are predominantly small-scale and
conducted using highly flexible and mobile sampans, impact on fisheries due to
the increase in work vessels and increase marine traffic on fisheries during
construction and operation phases are therefore considered to be minor.
3.7
Landscape
and Visual Impact
3.7.1
The landscape and visual impact assessment has been
conducted in accordance with Section 3.4.9 and Appendix H of the EIA Study
Brief, Annexes 10 and 18 of the EIAO-TM, and EIAO Guidance Note No. 8/2010.
Landscape
Impact
3.7.2
Majority of the proposed permanent works occur within
LR7 and LCA7 which represents the open waters. As a result in discussions under
former sections, the resulting impact at Year 10 for LR7 and LCA7 will be
Slight and Moderate to Substantial respectively. For LR5 and LCA1, they will
undergo Slight and Insubstantial to Slight impact significance at Year 10 with
the implementation of the aforementioned designs treatments and various
provisions during construction and on-going maintenance upon operation. No
trees are affected under the proposed works.
Visual
impact
3.7.3
Under the above visual impact assessment, it is
envisioned with the full implementation of proposed mitigation measures, the majority
of the VSRs will experience a reduce impact of Slight while a few of them shall
not be affected at Year 10 (Insubstantial).
Overall
Acceptability
3.7.4
Though the waterbody’s character and coastline profile
shall be changed, there is a need for the Project to provide for the
enhancement of protection of marine assets and waterfront property in the face
of extreme climate conditions, it is concluded that both residual landscape and
visual impact are assessed to be acceptable with mitigation measures.
3.8
Cultural Heritage Impact
3.8.1
The cultural heritage impact assessment was conducted
in accordance with the relevant requirements as specified in in Section 3.4.10
and Appendix I and I-1 of the EIA Study Brief, as well as section 2 of Annex 10
and section 2 of Annex 19 of the EIAO-TM.
3.8.2
No heritage site falls within the Project area and
therefore there is no direct impact on any heritage site. Hence, no mitigation
measure is required for the conservation and preservation of heritage site and
the requirements in Annexes 10 and 19 of the EIAO-TM have been met. In
addition, no direct impact is anticipated on any declared monument, proposed
monument, graded historic building and Government historic site.
Construction
Phase
3.8.3
One other identified item with no status, namely the
existing breakwaters, is located within the Project boundary. The
existing western breakwater is to be shortened. Thorough cartographic and
photographic record, and other documentation means such as 3D scanning or
photogrammetry of the existing western breakwater should be conducted prior to
the proposed construction works, they will be act as the record for future
conservation/interpretation. In addition, condition and structural survey
of the existing western breakwater should also be carried out before and after
all construction works to inspect its physical condition and structural
integrity. Furthermore, conservation of the existing western breakwater
should be incorporated into the design of the development. The shape of
the end of the shortened western arm should be constructed to preserve a
similar shape and materials of the tetrapod in its current layout.
3.8.4
Meanwhile, one other identified item with no status,
namely No. 198 light beacon and associated landing facilities, is located
within 300m assessment area. No impact is anticipated, and thus no
mitigation measure is required.
3.8.5
Based on the findings of the Marine Archaeological
Investigation (MAI), the survey result was sufficient to conclude that the
findings within the assessment area are of low archaeological interest.
As the identified object within the assessment area is of low archaeological
interest and the works are about 100 m away, there will be no negative impact
from the construction works and is therefore no need for any mitigation or
further action.
3.8.6
For precautionary measures, AMO should be informed
immediately if marine archaeological materials having certain to significant
values are found during the course of construction works of the Project.
Operation
Phase
3.8.7
No impact is anticipated by the Project during
operation phase.
4
ENVIRONMENTAL MONITORING AND
AUDIT
4.1.1
The EM&A requirements for air quality, noise,
water quality, waste management, marine ecology, fisheries, landscape and
visual as well as cultural heritage have been recommended, with regular site
inspection and audits during construction phase to ensure that the recommended
mitigation measures are properly implemented. Post-construction water quality
monitoring is also recommended upon completion of all construction activities.
The EM&A requirements are specified and detailed in the EM&A Manual.
5
Conclusion
5.1.1
The EIA has identified and assessed the potential
environmental impacts during the construction and operation of the Project in
accordance with the criteria and guidelines of the EIAO-TM and the EIA Study
Brief. The EIA has, where appropriate, identified mitigation measures to ensure
compliance with environmental legislation and standards. The summary of the
environmental impacts for the Project is presented in Appendix A.
5.1.2
Overall, the EIA concluded that the Project would
comply with the requirements of the EIA Study Brief and the EIAO-TM with the
implementation of the proposed mitigation measures during the construction and
operation phases of the Project. The schedule of implementation of the
proposed mitigation measures has been provided in the EM&A Manual. An
EM&A programme has also been recommended to check the effectiveness of the
proposed mitigation measures.