2.                         DESCRIPTION OF THE PROJECT

2.1                      Site Location and History

2.1.1                 The site is located in the eastern side of Kowloon to the south of the Eastern Harbour Crossing (EHC) Tunnel and is in an area of existing development. The site is bounded on the north and to the east by Cha Kwo Ling Road and existing development, to the south by Ko Fai Road and existing development and to the west by Victoria Harbour.  Figure 2.1 shows the location of the existing Yau Tong Bay.

2.1.2                 The existing YTB is characterised by two distinct areas – land area of YTB marine lots and seabed of the bay.  The land area, which is generally level ground and is developed for industrial uses at present.  The seabed of the bay is at about -2mPD at the eastern end of YTB and drops to a maximum of -11.39mPD at the mouth of YTB. The seabed level was interpolated from the result of preliminary site investigation.

2.1.3                 The main source of information on the history of the site is from the aerial photographs.

2.1.4                 The majority of the existing land areas of the site have been operated as shipyards, timber yards or sawmills since the late 1950s.  The aerial photograph for 1963 shows the site was completely undeveloped.  In 1964, the present coastline was formed as reflected from Hong Kong Geological Survey (1:20 000) Geological Map Sheet 11 - Hong Kong and Kowloon.  In mid to late 1960s, Cha Kwo Ling Road was constructed westwards along the northern side of the site and excavation of hillside to the east and south was undertaken.

2.1.5                 The high-rise developments to the east and south of the site were constructed in the late 1960s to mid 1970s. After that, there was no major change to the site.  Currently, most of the Yau Tong marine lots (YTML) are operated as shipyard, timber yard, sawmill, material storage, concrete batching plant and industrial building.

2.1.6                 The proposed reclamation site is majority zoned as Comprehensive Development Area (CDA) on the current Cha Kwo Ling, Yau Tong, Lei Yue Mun Outline Zoning Plan No. S/K/15/13.  At present, the current CDA zone at Yau Tong Bay covers a total area of about 17.4ha for accommodating 18,000 persons.  In the proposed Yau Tong Bay CDA which was endorsed by Town Planning Board in December 1998, the population of the development is about 39,000 persons.

2.2                      Proposed Development Options


2.2.1                 In Package 1 EIA Report – Yau Tong Bay Reclamation, it has already mentioned that due to different options (Tunnel Option and Coastal Option) for the alignment of the Western Coast Road (WCR) proposed by Territory Development Department, the extent of Yau Tong Bay Reclamation will be varied.  As a result, there are two different options for the reclamation, which are Minimised Reclamation Option and Full Reclamation Option.  Different development layouts for the Yau Tong Bay CDA are developed in accordance with these two reclamation options.

2.2.2                 In addition, as mentioned in Section 1, a group of owners holding significant interests in Yau Tong Bay have joined together to form a joint venture in order to redevelop the Site.  Out of total 42 Yau Tong Bay owners, 3 of them have not reached the agreement with the Joint Venture at this stage to become a partner of the Joint Venture.  Considering for the worst situation, if agreement between the Joint Venture and these dissenting owners for developing Yau Tong Bay could not be made finally, it may be a possible scenario that the current industrial operations at these Dissenting Lots might continue their operations for a very long period.  As these lots are presently operated as shipyard, sawmill and industrial building, the continuous operations will cause environmental nuisance in terms of noise and dust emissions to the future nearby resident within the Comprehensive Development Area.  The co-existence of the polluting industrial uses in the vicinity of residential area within the future CDA is so called industrial / residential (I/R) interface.  Assessments on the environmental impacts generated by I/R interface problems are contained in Section 3.

2.2.3                 To mitigate the problem of I/R interface, the development layout of the Yau Tong Bay CDA will be modified.  Different development layouts are then generated for the scenarios with or without the problem of I/R interface.

2.3                      Development Options due to Different Alignment Options of WCR

2.3.1                 As advised by Territory Development Department (TDD), the project proponent of Western Coast Road (WCR), there are two options proposed for the alignment of WCR, namely, coastal alignment and tunnel alignment, and there is still no final decision on which alignment to be adopted for WCR.

2.3.2                 The coastal alignment of WCR runs from Tseung Kwan O to South East Kowloon along the existing coastline.  At Yau Tong section, the viaducts of WCR will be built in the waterfront of Yau Tong Bay.  In order to minimize the conflict in marine operation between Yau Tong Bay reclamation and WCR project, and to allow a more economical construction method for WCR foundation, it is proposed to construct the WCR foundation on land rather than an expensive marine structure construction.  In this connection, an additional 3.8 hectares of reclamation (at the mouth of Yau Tong Bay and protruded into the harbour) are provided for the foundation of the WCR to be built on land and also for the proposed seafront promenade.

2.3.3                 The development options of Yau Tong Bay CDA based on WCR coastal alignment are named as Development Option 2 – Full Reclamation.

2.3.4                 Subsequently, TDD conducted another study named “Preliminary Feasibility Study on Tunnel Alignment Option of Tseung Kwan O Western Coast Road”.  The Final Report of this study was issued in December 2000.  The consultant of TDD recommended an alternative alignment for the WCR, which is named as WCR - Tunnel Option.  The occurrence of this option was due to the strong objection from the public on the coastal alignment of WCR.  As the tunnel alignment of WCR runs from Tseung Kwan O to South East Kowloon via an inland tunnel instead of running along coastline, the additional reclamation at the mouth of Yau Tong Bay for the coastal option of WCR foundation to be built on will no longer be required.  Under the provision of the Protection of the Harbour Ordinance, the area of reclamation will be minimised.

2.3.5                 The development options of Yau Tong Bay CDA based on WCR tunnel alignment are named as Development Option 1 – Minimised Reclamation.

2.4                      Development Options due to I/R Interface Problem

2.4.1                 As mentioned in the above sections, there are several non-consenting lots, which are currently operated as goods storage warehouse, sawmills and industrial building.  To alleviate the environmental impacts generated from the industrial uses at these lots to the nearby residents, special arrangement of building layout for the CDA is one of mitigation measures for I/R interface problem.  The development options of Yau Tong Bay CDA due to I/R interface are named as Development Option B – With I/R Interface.

2.4.2                 There is a possibility that all the dissenting owners can either reach an agreement with the Joint Venture or proceed with individual compatible development in order to redevelop the existing Yau Tong Bay.  In this situation, the I/R interface problem will not exist.  The development options of Yau Tong Bay CDA under this scenario are named as Development Option A – Without I/R Interface.

2.5                      Development Options adopted in the EIA Study

2.5.1                 With the consideration of different options for WCR alignment and I/R interface, four different development options are generated and assessed in the EIA Study:

·          WCR Tunnel Options:

Development Option 1A – Minimised Reclamation without I/R Interface (Figure 2.2a)

Development Option 1B – Minimised Reclamation with I/R Interface Stage A (Figure 2.2b)


·          WCR Coastal Options:

Development Option 2A – Full Reclamation without I/R Interface (Figure 2.2c)

Development Option 2B – Full Reclamation with I/R Interface Stage A (Figure 2.2d)


2.5.2                 As the current problem of I/R interface within the proposed Yau Tong CDA may be resolved during construction stage or in the operation stage, the Dissenting Lots could be developed individually or together with the Joint Venture.  The “Development Options B – with I/R Interface” for both Minimised Reclamation and Full Reclamation could be developed further into another stage called Stage B.  To cater for this possible scenario, environmental impacts generated from these two additional development options will be assessed in the following sections of the EIA report.  The two additional development options are:

·         Development Option 1B – Minimised Reclamation with I/R Interface Stage B (Fig 3.2)

·         Development Option 2B – Full Reclamation with I/R Interface Stage B (Fig 3.3)


Refined Scheme

2.5.3                 Development of the master layout plan is a continuous process from planning stage until the actual implementation.  The layout plan will be modified and refined from time to time to alleviate the impact to the environment, to suit the site constraints and to fulfil the requirements or criteria of other relevant parties.

2.5.4                 The layout plans of the above development options adopted in this EIA study are modified from the approved Master Layout Plan (MLP) in the Request for the Rezoning of Yau Tong Bay CDA.  They are only indicative plan developed at the stage for the purpose of demonstrating that the proposed development options are environmentally feasible and acceptable under the requirements of the EIAO.  It is well understood that more elaborations will be input during the design development and the subsequent statutory submission.  During the process of discussion with various government departments, alternative design will be developed, which can enhance the MLP without diminishing the environmental quality of the development as well as the other adjoining the development.

2.5.5                 Two development options called “Refined Scheme for Minimised Reclamation” and “Refined Scheme for Full Reclamation” are produced from the on-going process of design refinement in the EIA study.  The objective of this exercise of proposing these two Refined Schemes are used to demonstrate that the development options contained in this EIA report can be further refined and improved such that they are still environmentally acceptable.  The schools adjacent to the viaduct of the WCR – Coastal Option proposed in the Full Reclamation Schemes can be relocated from their originally proposed locations to the centre of the proposed development.  Although the environmental impacts on the proposed schools can be mitigated to an acceptable level, they can be further reduced with the recommended relocation.  This action proves the intended objective can be met with some modifications to the proposed layout.  The environmental impact assessment conducted for these two Refined Schemes shall be treated as supplementary information to the EIA study only.  Details of the Refined Schemes are shown in Appendix 2B.

2.6                      Benefits of the Yau Tong Bay Development Projects

2.6.1                 The development at Yau Tong Bay is considered to generate the following benefits to the environment and the public:

·       Improvement to the environment of Yau Tong area:

i.       Rectification of the incompatible uses of Yau Tong Bay Marine Lots.  The existing features of Yau Tong Bay dominated by shipyards, sawmills and industrial buildings have been established since the late 1950s.  These building structures are no longer compatible with its vicinity which are planned to be high density residential development.  The development will transform the industrial area into residential and commercial use in the future, which is considered to be highly compatible with the surrounding areas.

ii.      Yau Tong Bay is characterised by the old and obsolete industrial buildings which are considered to be the potential pollution sources.  Implementation of the proposed comprehensive development at Yau Tong Bay will remove the sources of pollution and nuisance, such as air, noise and water pollution emitters from the industrial operations to the nearby residents and the students of schools and will contribute environmental upgrading of the waterfront.

iii.     The existing Yau Tong Bay seabed is highly contaminated by the discharge or contaminants released from the existing industrial operations of the surrounding marine lots, such as shipyards, sawmill or car repairing industry. The odour arising from the contaminated seabed may have the possibility to cause nuisance to the nearby residents.  Apart from the direct impacts to the nearby residents, the contaminated seabed may also endanger the public indirectly. Consumption of the polluted fishes caught from leisurely fishing at the bay would be harmful if not hazardous to health.  Reclamation of the bay can conceal the contaminated seabed and thus minimise the adverse impacts of the contaminated seabed to the public and marine habitat.

iv.    Urban renewal to stimulate further renewal in the degraded parts of the District.

·       Enhancement to open space provision:

i.       The Central and East Kowloon Development Statement (CEKDS) study revealed a finding that there is a general shortage of open space in the Kwun Tong area.  According to the public consultation on “Planning Study on the Harbour and Its Waterfront Areas”, public benefits/access shall be emphasized for all development facing the harbour whereby the use of waterfront promenade and recreational / tourism facilities shall be encouraged as part of the redevelopment along waterfront to provide public open space for access and enjoyment of the public. The proposed development on the reclamation provides a natural sightline of the waterfront and will provide an ideal space for passive and even active recreation uses.

·       Additional land resource to GIC facilities

i.       Another shortcoming within the Kwun Tong area is the inadequate provision of school facilities.  Due to insufficient land allocation of educational purpose in Kwun Tong, the proposed development will be able to provide land resources for school provision, on top of the school facilities already provided within the gazetted CDA (total 8 schools) to support the population growth in Yau Tong and the surrounding areas.

ii.      Provision of community facilities including a community centre, an integrated team and a social centre for the elderly to serve the residents and to help satisfying the shortfall in the District.

·       Provision of residential and commercial land use

i.       The provision of a modern district commercial centre and office space to satisfy the shopping needs of the local residents and reduce trips to the Metropolitan Centre.  The reduced trip rate implies the reduction in car emission and thus a reduction in the pollution.

ii.      Provision of a major residential development with 13,900 flats within the heart of the urban area, to help satisfying the acute territorial demand for housing.

iii.     In order to encourage the use of environmentally-friendly rail based public transportation, population should be concentrated in the vicinity of railway station. As the proposed YTB development is located within walking distance to the future MTRC Yau Tong Station, it is believed that railway will be the main transportation to be used by future residents of the proposed development.  This implies that the current number of trips of other transportation modes, such as public bus services would be reduced.  The expected reduction in other transportation modes would improve the air quality and reduce the noise impact.  

2.7                      Description of Scenarios with or without the Project

2.7.1                 The Yau Tong Bay development will produce about 13,900 residential units for accommodating about 39,000 peoples.  The development will relieve the pressure in the shortage of housing in future.  The development project will provide a chance to resolve the problem of I/R interface.  The existing old and obsolete industrial building, shipyards, timber yards and sawmill would be demolished and replaced by the modern residential and commercial towers.  A more pleasing view will be created for the nearby residents and the environmental problems generated from the polluting industries on Yau Tong Bay marine lots could be removed.  The proposed development will also be integrated into future built-up area with high-rise building at its back and commercial development at the southeast.

2.7.2                 The significant increase in the population due to the development of Yau Tong Bay would unavoidably have impact on the stormwater, sewerage and sewage treatment system in the area.  In the light of stormwater drainage system, the existing box culvert east off Cha Kwo Ling Road will be extended to the future reclamation shoreline and the additional surface runoff from the Site will be discharged into this box culvert.  There will be no adverse impact to the existing drainage system.

2.7.3                 The Site is proposed to accommodate about 39,000 with the population in-take year beginning at year 2008 in phases up to year 2016.  The Kwun Tong Preliminary Treatment Works (KTPTW) will have sufficient capacity to handle the additional flow from the development until 2011. As the need and implementation of the upgrading works of the KTPTW, which will be based upon further investigations as recommended by the International Review Panel (IRP), are uncertain, a mitigation/contingency measure in the form of an on-site retention tank is proposed to attenuate the additional sewage flow generated from the subsequent phases of the development after 2011 in the event that there is no spare capacity at KTPTW.  The retention tank will ensure that the peak flow to the KTPTW is not increased, by holding the sewage generated by the subsequent phases of development in YTBD after 2011 during the peak hours and discharging it to the KTPTW during the off peak hours of the day.  The assessment on the adequacy of the existing sewer has shown that the existing public sewer downstream from the proposed development’s sewerage discharge point would be able to accommodate the additional sewage generated by YTBD and no upgrading works will therefore be required.  Details of the sewage and sewerage treatment implications assessment will be addressed in Section 8.

2.7.4                 The Yau Tong Bay Development project, if not developed, would be the loss of everyone who living or studying at Yau Tong and deprives of the right of the public to enjoy a better environment.  The existing Yau Tong Bay engulfed by marine lots has now become a pool of stagnant water and a source of nuisance.  Without this project, the industrial uses on the existing marine lots such as ship repairing, vehicle repairing, sawmills, industrial building, concrete batching plant and construction material storage may continue their operations for a very long period.  No one can estimate when they will be ceased.

2.7.5                 Housing Department has already commenced a lot of large-scale housing projects in the vicinity of the Site.  Although there is no solid environmental impact assessment result available, it can be imagined that the stagnant water in the bay, together with the current industrial operations may have the possibility to cause nuisance to the residents of the housing estates when completed.  The harmful pollutants generated by the highly contaminated industry, for example, VOC generated from shipyards, may have some influence to the existing and Yau Tong Bay future residents.  Additionally, there will be  some new schools opposite to Cha Kwo Ling Road of which one is in operation.  These schools are vulnerable to noise nuisance generated by the operations on the marine lots.

2.7.1                 It is foreseeable that complaints from future nearby residents against the nuisance will pose a problem and pressure for the government.

2.8                      Construction Activities

2.8.1                 The construction works of Yau Tong Bay Development project will be carried out on the reclaimed land and the land formed by the demolition of existing building structures.  The construction activities for reclamation are described in the Package 1 EIA report for Yau Tong Bay Reclamation.

2.8.2                 The development will involve mainly the construction of infrastructures.  It consists of the construction of residential towers, commercial towers, shopping arcade and eight numbers of primary and secondary schools.  Foundation of building towers will be constructed once the reclaimed land is formed and settled to the required level.

2.8.3                 As reflected from the results of water quality impact assessment of both Package 1 and 2 EIA Studies, the water quality at the location of existing WSD Cha Kwo Ling Saltwater Pumping Station (CKLSPS), with the implementation of recommended mitigation measures, is found to be satisfied with WSD water quality standard either during construction or operation phases.  Therefore, it is recommended to retain the existing CKLSPS at its original location.  However, if it is the intention of WSD to relocate their CKLSPS for whatever reason, the area of the northwest corner of the seafront area (formed by reclamation) in the Full Reclamation Option will be a feasible location for reprovisioning of the CKLSPS.  The water quality at the recommended location will meet the WSD standards.  Detailed assessment results are shown in Section 4.

2.8.4                 The temporary sewage retention tank will be built during the first phase of development, which is anticipated to be within 2008 to 2009.  The tank is an underground reinforced concrete structure.  The estimated storage volume of the tank is about 2,712m3.

2.8.5                 Laying of underground services and utilities, for instance, drainage and sewerage system, water supply pipeworks, communication and electric cables will be continued after the removal of surcharge for reclamation.  Noise barrier within the development area will be erected along Cha Kwo Ling Road and Ko Fai Road simultaneously.  After the completion of laying underground utilities, the internal road construction will be commenced.

2.9                      Project Programme

2.9.1                 The anticipated the commencement date of the construction works for the development of all options is in October 2005.  The overall construction period of the whole development will be approximately 10 years and the anticipated completion date would be in early 2016.  A tentative construction programme is shown in Figure 2.3 and the development phasing layout plan for Development Options 1 and 2 are shown in Figure 2.4a and Figure 2.4b respectively.  The programme and phasing layout will be reviewed in the detailed design stage.

2.10                   Designated Projects

2.10.1              The Engineering Feasibility Study for the Comprehensive Development at Yau Tong Bay falls under Schedule 3 of the EIA Ordinance.  Designated projects under Schedule 2 of the EIAO - reclamation and decommissioning of shipyards & repairing facilities - are dealt with by the Yau Tong Bay Development EIA Study Package 1 - “Reclamation of Yau Tong Bay” under the EIA Study Brief No. ESB-0010/1998.  All roads within the site are internal access road and not a designated project under EIA Ordinance.

2.11                   Scope and Overall Approach to the EIA Study

2.11.1              The scope of work for the EIA Study is detailed in the Study Brief No. ESB-0028/1999 attached in Appendix 2A.  In accordance with the Study Brief, environmental issues related to the following aspects are to be addressed:

·       noise impact;

·       air quality impact;

·       water quality impact;

·       waste management implications;

·       visual and landscape impacts;

·       sewage and sewerage treatment implications.

2.11.2              The scope also includes recommendation of mitigation measures, identification of residual impacts and proposing environmental monitoring and auditing (EM&A) requirements for the project.  The assessment methodology adopted in the EIA Study is in accordance with the TM on EIA Process.  Where quantitative predictions have been provided, the modeling methodology, input parameters and method of calculation have been discussed, reviewed and agreed with the relevant Government Departments.  It should be noted that worst-case scenarios or conservative assumptions have been considered where appropriate.


Appendix 2A

Environmental Impact Assessment Study Brief No. ESB-0028/1999

Appendix 2B


Refined Schemes for Yau Tong Bay Development

The Refined Scheme

Basic Refinement

In the Refined Scheme for both Full Reclamation and Minimised Reclamation, the proposed schools along the waterfront promenade in the Development Options 1A, 1B, 2A and 2B are relocated to the central part of the development on podium level creating a buffer zone between the residential blocks.  This action will allocate more open space along the waterfront for the residential blocks for the associated passive or active recreational facilities.  Lower blocks will be placed along the waterfront and height will step up towards the hillside.  By rearranging the blocks slightly, the spatial relationship within the development site could be improved and the following advantages could be achieved. The “Refined Scheme for Minimised Reclamation” and “Refined Scheme for Full Reclamation” are shown in Figure 2.5a and 2.5b respectively.

Advantages of Refined Scheme

Improved environment for schools

If the coastal option of Western Coast Road is implemented, the relocation of schools will provide a bigger separation between the schools and the carriageway.  As a result, the adverse environmental impacts generated from the proposed Western Coast Road, where it is the critical source for traffic noise, to the student and people working in the schools can be further reduced although the impacts of the original development options have already been proved to be surmountable.

Better use of waterfront

By removing the schools from the waterfront, the developer should be able to create a unique design concept and theme for the entire promenade rather than those conventional fence walls design used by the school.  The better promenade design synchronizes with the government’s aim to promote the waterfront development and features.

Better viewing corridors

By removing the schools from waterfront, residential block can be placed nearer to the shoreline and most blocks would have an obstructed view towards the harbour.  With the blocks re-arranged, visual corridors could be created within the development to maximize the visual quality of the residential units. 

More breezeway

The visual corridor also serves as breezeway along the north-east to south-west direction.  With such arrangement, air circulation and micro-climate condition could be enhanced.

Better view from Yau Tong Estate

The disposition of the blocks in the scheme also provides a view corridor for the Yau Tong Estate development.  

Environmental Impact Assessment of Refined Scheme

Noise Impact

With the implementation of Refined Scheme for Full Reclamation, the immediate benefit obtained is the reduction of traffic noise impact caused by the Western Coast Road (WCR) to the schools of the development.  Results of noise assessment indicate that the relocated schools will be subject to insignificant traffic noise levels of not greater than 60dB(A) and that the residential towers will not be adversely affected due to the adequate setback from the WCR.  The intended objection of proposing the Refined Scheme is to demonstrate that the environmental quality of the schools originally proposed at the seafront adjacent to the viaduct of WCR (Costal Option) as shown in the other development schemes can be further improved by relocating them to the center of the development, although the environmental impacts on these schools at their original locations are within the acceptable level.  This target of this exercise has been proved to be met.  For the scenarios of Refined Scheme with I/R interfacing problem, same mitigation measures as recommended for other development schemes to mitigate the environmental impacts can be applied for the Refined Scheme.  Detailed assessment of noise impact for Refined Schemes are presented in Section 5.

Air Quality

The critical sources of air quality impact are located along the perimeter of the proposed Yau Tong Bay CDA.   The results of air quality impact assessment presented in Section 4 reveal that air quality at the sensitive receivers along the development perimeter is within the relevant AQOs requirements.  By moving the schools into the central part of the development, the air quality of the relocated schools as well as the residential towers will not be adversely affected.  Similar assessment results as other development options are expected for Refined Schemes.  Furthermore, the I/R interface impact remains as acceptable.

Water Quality Assessment and Waste Management Implications

As the arrangement of building layout would have minimal or even negligible impact to water quality and waste management of the development, it is expected that same assessment result as other development options will be obtained for Refined Schemes.

Sewerage and Sewage Treatment Implications

The development phasing plan and programme for the Refined Scheme is basically the same as the other development options.  As the number of population and operation date for each development phase remain unchanged, no additional adverse impact is envisaged if the Refined Scheme is adopted.  Only the internal sewerage layout for Yau Tong Bay Development may need to be revised at the detailed design stage to suit the layout of the ‘Refined Scheme’.

Visual and Landscape Impact

Apart from the advantages mentioned above, the visual and landscape impact assessments of the two Refined Schemes are described in Section 9.