1. INTRODUCTION

1.1 Background

1.1.1 The revitalization of the Yau Tong Bay brownfield site has been encouraged by Government under numerous planning studies and its implementation has been largely established in the Outline Zoning Plan. The bay, upon completion not only satisfies the community needs for school, open space, housing as introduced by Government, but also will bring back the brownfield land for more environmentally friendly and non-polluting productive use. The Yau Tong Bay Development project was initiated by a group of owners who hold significant interests in Yau Tong Bay (YTB). The owners have joined together to form a joint venture and have appointed Main Wealth Development Ltd as the Project Manager for the proposed redevelopment.

1.1.2 In the past 20 years, a great deal of attention has been given to the redevelopment of the Yau Tong Bay area. On 17.6.1992, the then Governor directed the Town Planing Board to expand the coverage of the draft Cha Kwo Ling, Yau Tong, Lei Yue Mun Outline Zoning Plan to include Yau Tong Bay. Majority of the marine lot owners, in response to the Government new planning intention, has subsequently agreed to form the joint venture in cleaning up the dilapidated marine lots and redeveloping the area into productive and more friendly land uses.

1.1.3 In recycling the dilapidated bay for a sustainable new land use, high regards have been given to the residential land use in the surrounding, the accessibility of environmentally-friendly transit in the door step, the new criteria of environmental protection as well as public expectation to early urban renewal actions. It is highly essential to both Government and Community that this environmentally damaging brownfield site is able to be recycled in a timely manner, thereby removing the stigma of further contamination, accelerated environmentally degradation and potential liability associated with the bay area.

1.1.4 Broadly speaking, the recommended engineering works and the refined development scheme as a result of careful evaluation of options are able to accomplish and contribute to the following major public benefits:

· protects the healthy harbour

· aquatic habitat safeguarded

· eliminates further contamination to land, sea and air

· removing undesirable, incompatible and environmentally damaging uses

· land reserved for new community and recreational facilities

· a public transport oriented community

· a healthful living environment

· use of public fill materials as main source of fill

· sustainable layout design e.g. school in less noise sensitive locations, step-height pattern, urban-design approach

· sensitive construction program to eliminate the industrial/residential interface

· environmentally friendly reclaimation method without dredging

1.1.5 Maunsell Consultants Asia Ltd. has been commissioned by Main Wealth Development Ltd as the EIA Coordinator for the Environmental Impact Assessment (EIA) Study of Yau Tong Bay Development. A team of environmental consultants have also been appointed to undertake the EIA Study in order to assess the potential environmental impacts during the construction and operation phases of Yau Tong Bay Development. The environmental team comprises the following consultants:

· CH2M Hill (China) Ltd.

· David C Lee Surveyors Ltd.

· Dennis Lau & Ng Chun Man Architects & Engineers (H.K) Ltd.

· Maunsell Consultants Asia Ltd.

· Maunsell Environmental Management Consultants Ltd.

· Maunsell Geotechnical Services Ltd.

· MVA Hong Kong Ltd.

· Westwood Hong & Associates Ltd.

1.1.6 The Environmental Impact Assessment Study for Yau Tong Bay Development is divided into two packages, namely, “Reclamation of Yau Tong Bay” and “Engineering Feasibility Study for the Comprehensive Development at Yau Tong Bay” under the Study Brief No. ESB-0010/1998 and ESB-0028/1999 respectively.

1.1.7 The first application for approval of the EIA Reports for Package 1 (EIA-046/2000) and Package 2 (EIA-048/2000) EIA Study were formally submitted under the EIA Ordinance on 25 July and 29 August 2000 respectively. Both of the approval applications were unsuccessful because the EIA reports did not meet the requirements of the EIA Study Brief and TM as advised by the Director of Environmental Protection.

1.1.8 Subsequently, a series of discussions among EPD, various government departments and the environmental consultants have been made. Several working papers and a Draft Final EIA Report have been submitted to substantiate the assessment results on the environmental impacts of the development to the environment. Taking into account the comments from EPD on the previous submitted EIA reports, this EIA report has been revised to include the assessment results on the environmental impacts generated from all possible development scenarios.

1.2 Project Description

1.2.1 To proceed with the Yau Tong Bay Development, the YTB will be reclaimed and the existing marine lots will be amalgamated for the future Comprehensive Development Area (CDA) development.

1.2.2 The site is located in the eastern side of Kowloon to the south of the Eastern Harbour Crossing 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 1 shows the location of the existing Yau Tong Bay.

1.2.3 The proposed reclamation site is significantly 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 (Figure 4). 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 approved by Town Planning Board in December 1998, the population of the development is about 39,000 persons.

1.2.4 Due to different options on the alignment of the proposed Western Coast Road (WCR), there are two different sets of development options on the layout of the CDA – Minimised Reclamation Option (Figure 2a) and Full Reclamation Option (Figure 2b).

1.2.5 As mentioned above, the Joint Venture is formed by a group of owners holding significant interests in Yau Tong Bay 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. The marine lots owned by these dissenting owners are so called Dissenting Lots. 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 operated as shipyard, sawmill and industrial building currently, 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.

1.2.6 In the course of assessment of the environmental impacts arising from I/R interface, some principle assumptions are made and have been agreed with EPD. It is assumed that the existing shipyards could continue to operate after reclamation even without marine access and only fiberglass boat can be delivered on public road to and from the shipyards for repairing and manufacturing. Because of the removal of marine access and the decline in sawmill industry, no timber logs will be delivered to the existing sawmills at Dissenting Lots. As agreed, Lands Department will terminate all polluting activities currently operated on the Dissenting Lots under short-term waivers. The environmental assessment of I/R interfacing problem will be conducted based on the current industrial uses only. Layout plans for the scenarios of I/R interface for each reclamation options are shown in Figure 2c –2f.

1.2.7 Based on the above assumptions, the environmental impacts, in particular, noise and air quality impacts, from the industrial operations to the nearby residents are not insurmountable. With the implementation of some possible and effective mitigation measures, such as careful arrangement of building layout, provision of podium, noise barriers and open space and occupation phasing, the environmental impacts from I/R interface problem can be reduced to an acceptable level.

1.2.8 Development of the master layout plan (MLP) is an on-going process from planning stage until the actual implementation. The MLPs for each development options presented in the EIA report are only indicative plans developed at this stage for demonstrating the proposed development options are environmentally acceptable under the requirements of the EIAO. More elaborations will be input during design development and subsequent statutory submission. Alternative design will be developed, which can enhance the MLPs without diminishing the environmental quality of the development as well as the other adjoining developments. Refined Scheme is an example of refinement of the MLP in the process of EIA study, in which the proposed schools along the waterfront are relocated to the central part of the development. As a result, the noise impact from the WCR to the schools is alleviated further. The assessment of the Refined Scheme is provided as supplementary information for the EIA study. Layout plan of Refined Scheme for Minimised Reclamation and Full Reclamation are shown in Figure 3a and 3b respectively.

1.2.9 Apart from the above-mentioned environmental impacts from I/R interface problems and Refined Scheme, environmental impact assessments (EIAs) for the Engineering Feasibility Study for the Comprehensive Development at Yau Tong Bay, are conducted in terms of air quality, noise, water quality, waste management, sewerage and sewage treatment implications, and visual and landscape impacts. Potential sensitive receivers and the relevant standards and assessment criteria were identified for the assessments.

1.2.10 The present EIA study for the comprehensive development at Yau Tong Bay indicated that there would be no insurmountable environmental impacts arising from the development in YTB. The major findings of the EIA study are discussed in the following sections.

1.3 Overall Approach to the EIA Study

1.3.1 In accordance with the Study Brief for the EIA Study, environmental issues related to the following aspects are addressed:

· noise impact;

· air quality impact;

· water quality impact;

· waste management implications;

· visual and landscape impacts;

· sewerage and sewage treatment implications.

1.3.2 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.

2. KEY ENVIRONMENTAL OUTCOMES AND PUBLIC BENEFITS OF THE PROJECT

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

2.1 Improvement to the Environment of Yau Tong Area

2.1.1 The existing Yau Tong Bay is characterised by shipyards, sawmills and other old and obsolete industrial buildings. These industrial operations are considered to be the potential pollution sources. The proposed development will transform the industrial area into residential and commercial use in the future, which is considered to be highly compatible with the future surrounding areas.

2.1.2 Yau Tong Bay seabed is highly contaminated by the discharge or contaminants released from the existing industries. The odour arising from the contaminated seabed may have the possibility to cause nuisance to the nearby residents. Moreover, 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.

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

2.2 Enhancement to Open Space Provision

2.2.1 The Central and East Kowloon Development Statement (CEKDS) study revealed that there is a general shortage of open space in Kwun Tong area. The provision of a waterfront promenade in this development project provides a public open space for access and enjoyment of the public and is an ideal space for recreational uses / tourism facilities.

2.2.2 The promenade will also serve as a mode of transport that facilitates travel for pedestrians and possibly cyclists. Cycle routes may be provided to promote tourism and encourage travel in an environmentally-friendly manner.

2.3 Additional land resource to GIC facilities

2.3.1 Another shortcoming within Kwun Tong area is the inadequate provision of school facilities. 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, 5 primary and 3 secondary schools in the proposed CDA) to support the population growth in Yau Tong and the surrounding areas.

2.3.2 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.

2.4 Provision of residential and commercial land use

2.4.1 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.

2.4.2 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.

3. MAJOR FINDINGS OF THE ENGINEERING FEASIBILITY STUDY FOR THE COMPREHENSIVE DEVELOPMENT AT YAU TONG BAY

3.1 Air Quality

Air Quality Impact Assessment

3.1.1 An Air Quality Impact Assessment has been conducted to quantitatively assess the emission impacts from industrial stack sources and vehicular sources from both road network options. Portal and ventilation shaft emissions from the Eastern Harbour Crossing (EHC), and their cumulative impact upon the development were also assessed. For the Tunnel Option for WCR, the portal and ventilation shaft emissions from the tunnel were incorporated into the assessment. Regarding the temporary sewage retention tank within the site, its potential odorous emission was also considered.

3.1.2 Sulphur Dioxide (SO₂), Nitrogen Dioxide (NO₂) and Respirable Suspended Particulate (RSP) have been chosen as the representative pollutants for assessment of air quality impact from industrial and vehicular emissions.

Industrial Emission Assessment

3.1.3 Due to the close vicinity of the proposed development and the existing Yau Tong industrial area, industrial emission from stacks sources in the industrial area were identified as the major air quality impact upon the development. Stack sources within 1km radius distance from the subject site were included in the assessment.

3.1.4 Sulphur dioxide was selected as the reference pollutant for the industrial emission impact assessment. Air quality standards for sulphur dioxide as stipulated in the Air Quality Objective (AQO) were applied as the assessment criteria for the assessment.

3.1.5 Information on all the identified stack sources were obtained from EPD. Sulphur dioxide concentration at the proposed development, were predicted with computer modelling. Results of the industrial air quality impact assessment indicate that air quality impact on the proposed development from nearby industrial emission is likely to be acceptable and comply with the AQO.

Vehicular Emission Impact

3.1.6 Existing and planned road networks in the Yau Tong area were included in the calculation, including the proposed extension of the Ko Fai Road to the west of the site. In addition, portal emissions and ventilation exhausts of the Eastern Harbour Crossing and the tunnel in the tunnel option were also incorporated in the assessment.

3.1.7 Air quality impacts were expressed in terms of the cumulative impacts arising from open road traffics, portal emissions and ventilation exhausts of the Eastern Harbour Crossing, the proposed tunnel for WCR, industrial emissions, as well as the background pollutant concentrations for each parameter. Results indicate that 1-hour and 24-hour NO₂, and 24-hours RSP levels shall comply with the relevant AQOs at all air sensitive receivers of the proposed development in both road network options considered.

Odour Impact from Temporary Sewage Retention Tank

3.1.8 An underground and totally enclosed temporary retention tank with an effective volume of 2,712m³ will be built at the site to serve the phases of development which come on-line after 2011 in the event that the Kwun Tong Preliminary Treatment Works is overloaded after 2011.

3.1.9 A quantitative prediction of the odour impact from the temporary sewage retention tank upon the proposed development at the site was conducted. With the fully enclose sub-surface design of the temporary retention tank and maximum separation provided, the temporary retention tank shall not impose unacceptable odour impact upon the nearby sensitive receiver.

I/R Interface Impact

3.1.10 In the refined scheme, air sensitive receivers are further away from the dissenting lots than the other schemes. Therefore, I/R interface impact in the refined scheme scenario is considered acceptable.

3.2 Noise

Construction Phase

3.2.1 An assessment of construction noise was undertaken based on GW-TM. Noise exceedances have been predicted at the nearest NSRs for daytime period due to the Development construction.

3.2.2 With the implementation of the construction mitigation measures, including the use of quiet plants and movable noise barriers, the construction noise levels at the NSRs will comply with the statutory noise criteria. Regular monitoring of construction noise at representative NSRs is recommended to ensure that the NSRs will not be adversely affected by the construction noise.

Operational Phase

3.2.3 Traffic noise assessment has been conducted based on the Year 2030 traffic forecast for the WCR Coastal and Tunnel Options.

3.2.4 Results indicate that only a minority (within 2%) of the residential flats of the 6 development options and 2 options of Refined Scheme will be subject to traffic noise levels exceeding the 70dB(A) noise criteria. The schools will be subject to facade noise levels of 35 - 73dB(A) with some rooms exceeding the stipulated 65dB(A) noise criteria.

3.2.5 It has been recommended to erect 5m high roadside noise barriers along Cha Kwo Ling Road and 5m high podium edge barriers facing Ko Fai Road for mitigating the noise impact. As a last resort, upgraded glazing and air-conditioners have been recommended to be provided to all affected noise sensitive rooms of the residential flats and the affected noise sensitive rooms of the schools.

3.2.6 With the implementation of the above mitigation measures, the occupants of the proposed residential Development will not be adversely affected by road traffic noise for all 8 development scenarios.

3.3 Water Quality

Construction Phase

3.3.1 During construction phase of the new development, the nearby water environment is potentially affected by:

· Construction site runoff;

· Wastewater arising from workforce; and

· Accidental spillage of chemical waste from general site activities.

3.3.2 Unacceptable construction phase impacts on water quality are not expected provided that proper mitigation measures and good site practices are implemented. It is recommended that the good site practices outlined in ProPECC PN 1/94 “Construction Site Drainage" should be followed in order to minimize surface runoff and erosion, and also to retain and reduce any pollutants prior to discharge. Provision and proper maintenance of site facilities for sewage disposal, spillage retention and chemical waste disposal are also required.

Operational Phase

Sewerage Impact

3.3.3 It is proposed that future sewage generated from Yau Tong Bay Development (YTBD) will be discharged to the Harbour Area Treatment Scheme (HATS) system for treatment at Stonecutter Island Sewage Treatment Plant via the HATS tunnel and the Kwun Tong Preliminary Treatment Works (KTPTW). The KTPTW will have sufficient capacity to handle the additional flow from the development until 2011, whereas the HATS tunnel will become under-capacity by 2011. A mitigation/contingency measure in the form of an on-site retention tank will be provided for the phases of development which come on-line after 2011 in the event that the KTPTW is overloaded after 2011, ensuring that the peak flow to the KTPTW is not increased.

3.3.4 The solution to the potential shortfall to the HATS tunnel and the need of upgrading the KTPTW will be investigated in detail under the further studies, including the upcoming ‘Environmental and Engineering Feasibility Assessment Studies’, recommended by the International Review Panel (IRP).

3.3.5 Should WSD consider reprovisioning of the existing Cha Kwo Ling Salt Water Pumping Station (CKLSPS) is necessary in future, there will be a possible location for the potential reprovisioning under the Full Reclamation option. The existing pumping station can be relocated to the new waterfront of YTB reclamation. The potential water quality impact of an emergency discharge from the Yau Tong Sewage Pumping Station on the reprovisioned CKLSPS has been assessed under a separate EIA study for the Reclamation of YTB. The model results indicated that the depth averaged water quality in terms of BOD₅, SS and ammoniacal nitrogen is expected to meet the WSD standards at the reprovisioned CKLSPS; however, the E. coli. standard will be exceeded. The sewage plume is shown to attach to the shoreline and is buoyant at the surface with a thickness of less than 0.4m. To avoid abstracting the sewage plume water, it is recommended that the salt water intake should be located below -2.0 mPD. The intake water would then be expected to comply with the WSD water quality standards. The optimal intake configuration should be reviewed and decided at the detailed design stage.

Polluted Stormwater Impact

3.3.6 The cumulative effect of future polluted stormwater discharges from the nearby Yau Tong area, including the proposed YTB development, and the Kwun Tong Nullah may affect the nearby salt water intakes of the CKLSPS and Yau Tong Saltwater Pumping Station (YTSPS), as well as the water quality of Victoria Harbour. In addition, as the water flow may be relatively low under the proposed concrete decking to be built over the existing submarine pipelines near the northern part of YTB, polluted stormwater discharges may accumulate and cause deterioration in local water quality.

3.3.7 Modelling results show that no unacceptable water quality impact in Victoria Harbour and, in particular, at the existing and potential reprovisioned CKLSPS (under Full Reclamation option) and the reprovisioned YTSPS (under WCR-Coastal option reclamation) would be expected from polluted stormwater discharges. As a result of tidal flushing, unacceptable water quality is also not anticipated under the proposed concrete decking.

3.3.8 It is recommended that silt traps or sedimentation tanks should be provided for urban run-off generated at the proposed development to minimise the potential pollution load to Victoria Harbour.

3.4 Waste Management

Construction Phase

3.4.1 During the construction phase, wastes generated by construction works are likely to include workforce wastes and general site wastes, maintenance and chemical wastes, and construction and demolition material. Chemical waste produced from the construction activities should be handled according to the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes and disposed of by a licenced contractor. These waste arisings are not expected to generate significant waste management related impacts, provided that the recommended mitigation measures are implemented and good site practices are adhered to.

Operational Phase

3.4.2 The estimated quantity of wastes generated from the development in 2016 will be around 78,921 kg/day, of which 45,240 kg/day will be from residential sector and 33,681 kg/day from the commercial/industrial sector. Refuse collection chambers will be provided for the residential development as well as the office/retail development.

3.5 Sewerage and Sewage Treatment Implications

Construction Phase

3.5.1 During the construction phases, a sewerage impact would be envisaged due to the sewerage generated from the workforce. However, with the provision of temporary latrines in the form of dry type portable toilets which are regularly desludged off-site, this impact can be mitigated.

Operational Phase

3.5.2 During the operational phase of YTBD, sewage generated from the development will be discharged to the Harbour Area Treatment Scheme (HATS) system via the Kwun Tong Preliminary Treatment Works (KTPTW) and the HATS tunnel. While the KTPTW will be able to handle the flow from Yau Tong Bay Development provided the development will come on-line by 2011, the HATS tunnel will become under-capacity by 2011 at least. An on-site retention tank is proposed as a mitigation/contingency measure for the phases of development which come on-line after 2011, in the event that the KTPTW is overloaded after 2011. The solution to the potential shortfall to the HATS tunnel and the need of upgrading KTPTW will be investigated in detail under the further studies, including the ‘Environmental and Engineering Feasibility Assessment Studies’, recommended by the IRP.

3.5.3 The Yau Tong Sewage Pumping Station and the associated rising main will have sufficient capacity to accommodate the additional flow from Yau Tong Bay Development. However, if an additional rising main is provided by the Government for standby capacity as recommended in the Review of Central and East Kowloon Sewerage Master Plan, a sewerage reserve through the development site will be required. Further studies will be required to confirm the routing and agreement between the Developer and the Government will be necessary for a sewerage reserve through the development site.

3.5.4 As the local sewers downstream of the discharge point for Yau Tong Bay Development will be adequate for handling the flow from the development, no upgrading works will be required.

Mitigation/Contingency Measure

3.5.5 In the event that there is no spare capacity at KTPTW after 2011, an on-site retention tank is proposed to attenuate the sewage flow generated by the population in-take in Yau Tong Bay Development after 2011. The on-site retention tank is a holding facility which will store the additional sewage generated by the subsequent phases of Yau Tong Bay Development after 2011 during the peak hours and discharge it during the off-peak hours of the day to ensure that the peak flow to the KTPTW is not increased. However, the necessity and the exact size of the retention tank should be reviewed during the detailed design stage when the need and the programme of upgrading KTPTW from findings of further studies, including the ‘Environmental and Engineering Feasibility Assessment Studies’, as well as the development schedule of Yau Tong Bay Development and other developments within the catchment are confirmed.

3.6 Visual & Landscape Impact

3.6.1 The quality of the existing landscape and the reclaimed land is generally poor. There is insufficient open space within the area, and the access to waterfront is blocked by the previous shipyard, timberyard and open storage areas.

3.6.2 The construction activities will have low negative impact to the landscape resource and landscape character, and the impact is temporary only.

3.6.3 The extent of visual impact to adjacent lots will depend on the construction programme of these lots. In general, Yau Tong Estate Redevelopment and EHC site Phase 1 and 2 will be completed and occupied by resident during construction phase of the project, while resident for EHC (Phase 3) site will move in during the construction phase of Yau Tong Bay Comprehensive Development.

3.6.4 The construction activities will have significant negative visual impact to some residents of Yau Tong Estate Redevelopment and EHC site, while the impact to the industrial workers at Ko Fai Road will be moderate low negative. The visual impact to the resident at Sceneway Garden, Lam Tin Estate, Ping Tin Estate, Kwong Tin Estate, Hong Nga Court, Hong Pak Court, Hong Shui Court, Ko Chun Court and Ko Yee Estate at mid level of Chiu Keng Wen Shan is considered as moderate negative to low as their views are toward the site will be blocked by future residential towers of EHC Site Development and Yau Tong Estate Redevelopment and Ko Chiu Road Estate Redevelopment. All these negative impacts are temporary during the construction phase.

3.6.5 During the operational phase, the waterfront promenade and the landscaped garden of the comprehensive development will enhance the quality of landscape and environment of Yau Tong Bay. Together with the new residential buildings and office tower, a high quality waterfront urban landscape will be formed and it induce positive impact to the landscape character of Yau Tong.

3.6.6 With the urbanization of Yau Tong area for residential and commercial development and improvement of traffic by the new Yau Tong MTR Station, the proposed comprehensive development is considered compatible with the environment and will blend in well with its new context.

3.6.7 According to the Master Layout Plan of proposed Comprehensive Development at Yau Tong Bay, the visual impact of the proposed development to the visual sensitive receivers at the adjacent sites like Cha Kwo Ling Kaolin Mine Site, EHC Site, Yau Tong Estate Redevelopment have been minimized through careful disposition of residential towers and office tower so that these towers are spatially further away from these sensitive receivers.

3.6.8 Due to the close proximity of office tower at Cha Kwo Ling Road, there will still be high negative visual impact to some of the future residents of EHC site Phase 2 and 3 whom have a view directly toward the office tower. While the visual impact to the other future resident of Cha Kwo Ling Kaolin Mine site, EHC site, and Yau Tong Estate Redevelopment and industrial workers at Ko Fai Road will be generally low negative.

3.6.9 The ridgeline of Kowloon Hill between Black Hill and Chiu Keng Wan Shan will be breached by the highrise residential towers of EHC Site Development, Yau Tong Estate Redevelopment, Ko Chiu Road Estate Development and Lei Yue Mun Housing Development in the near future (between year 2002 to year 2006), and these highrise residential towers will form a wall of building surrounding Yau Tong Bay. The proposed comprehensive development at Yau Tong Bay may have a negative impact as the office tower and part of the residential towers will breach the ridgeline, however, the negative impact have been minimized through careful consideration of the layout plans for the development to incorporate features such as view corridors, visual permeability and stepped building heights.

3.6.10 A series of mitigation measures have been recommended for the construction and operation of the proposed comprehensive development. The key measures included:-

Measures incorporated into Layout Plan

· Design to provide high quality landscape treatment and to create a distinctive character for the new development

· Design of promenade to maximize the recreational use of the seafront and to improve the interface between land and sea

· Design of roadside landscape to create a comfortable pedestrian environment

· Design of the setting and layout of buildings to define and create comfortable external space

· Provision of convenient pedestrian linkages between all open spaces to provide a continuous landscape framework

· Provision of an uninterrupted continuous pedestrian link from the future Yau Tong MTR Station to the waterfront promenade so as to improve the accessibility from hinterland to the waterfront

· Use of landscape podium decks to improve pedestrian linkage to the proposed MTR station

· Introduction of earth mounds planting areas to induce landscape interest in topography on the flat reclaimed land and to provide natural visual and/or noise barrier

· Programming for advance planting to allow more time for plant establishment

· Design of view corridors to the harbour to improve the visual permeability of the harbour view to the space and buildings away from the seafront

· Provision of sky gardens to improve the visual permeability and to reduce walling effect of the built development

· Location of landmark at strategic nodal point to enhance the view of the built form

· Integration of the residential towers with well-designed roof feature stepping down from inland toward waterfront

· Integrate design of the building element with landscape

Construction stage

· Erection and maintenance of decorative screen/hoarding around the site

· Control of night time lighting

Operation Stage

· Provide screen planting around the site to limit the impacts of elevated structures, particularly for those structures / building near the waterfront promenade

· Colour rendering of the towers to minimize visual impacts

· Provide landscape planting in and around the development

· Linkage of landscaped garden with the waterfront promenade

· Upon completion of the project, a 20m wide waterfront promenade and about 70,000m² landscaped open space will be provided for Development Option1, while there will be an additional 20,000m² landscaped open space near the waterfront for Development Option 2

3.6.11 Based on the above study, it is noted that there will be some adverse landscape and visual impacts due to the proposed comprehensive development during construction and operation stage, however, such adverse effect can be reduced or offset to large extent by the specific measures, and the overall landscape and visual impact is considered acceptable with mitigation measures implemented.

4. OVERALL CONCLUSION

4.1.1 Yau Tong Bay Development will produce about 13,900 residential units for accommodating about 39,000 peoples. It will help to 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. The proposed seafront promenade will provide an ideal open space for recreational use. 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.

4.1.2 The present EIA study for the comprehensive development at Yau Tong Bay indicated that there would be no insurmountable environmental impact arising from the development in YTB even the impacts generated from the I/R interface problem can be reduced to an acceptable level, provided that the recommended mitigation measures for the identified adverse impacts during the construction and operation phases are implemented. Environmental monitoring and auditing are required to verify the efficacy of the proposed mitigation measures and to ensure that the adverse impacts are minimized and the relevant standards are complied with at all times.

4.1.3 On the contrary, should the project of Yau Tong Bay Development fail to proceed due to whatever reason, all existing marine lots on the bay will have no alternative but to continue with the offensive uses. If it were the case, the nuisance created by the industrial operations on the marine lots to the surrounding residential development and schools under construction or planning along Cha Kwo Ling Road would be another environmental problem for these developments.