Agreement No. CE 57/2001
Environmental and Traffic Impact Assessment
Study for
Fill Bank at Tseung Kwan O Area 137
Environmental Impact Assessment Report
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Project Consultancy Team:
CH2M HILL (China) Limited
in association with
MVA Hong Kong Limited
ACL Asia Limited
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Civil Engineering Department
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TABLE OF CONTENTS
1. Introduction
1.1 Background
1.2 Urgent Demand on Public Filling Facilities
1.3 Project Design and Technical Assessments
1.4 Objectives of the EIA Study
1.5 Public Inputs
1.6 Structures of the EIA Report
2. Site Selection History and
Design Alternatives Consideration
2.2 Site Selection History
2.3 Design Alternatives Consideration
3. Project Description
3.1 The Subject Site and its Environs
3.2 Project Design
3.3 Do-Nothing Scenario
4. Air Quality Impact
Assessment
4.1 Introduction
4.2 Assessment Criteria
4.3 Study Area and Air Sensitive Receivers
4.4 Baseline Air Quality
4.5 Establishment Phase
4.6 Operational Phase
4.7 Decommissioning Phase
4.8 Environmental Monitoring & Audit
(EM&A) Requirements
4.9 Assessment Conclusions
5. Noise Impact Assessment
5.1 Introduction
5.2 Relevant Legislation and Standards
5.3 Study Area and Noise Sensitive Receivers
5.4 Establishment Phase
5.5 Operational Phase
5.6 Decommissioning Phase
5.7 Environmental Monitoring and Audit
Requirements
5.8 Conclusion
6. Water Quality Impact
Assessment
6.1 Introduction
6.2 Relevant Legislation and Guidelines
6.3 Existing Water Quality and Sensitive Receivers
6.4 Environmental Impact Identification and
Evaluation
6.5 Mitigation Measures
6.6 Residual Impact
6.7 Cumulative Environmental Impacts
6.8 Environmental Monitoring and Audit
6.9 Conclusions
7. lANDFILL gaS hazard
ASSESSMENT
7.1 Introduction
7.2 Environmental Legislation, Policies, Plans,
Standards and Criteria
7.3 Nature of Landfill Gas and its Concern
7.4 SENT Landfill
7.5 Landfill Gas and Groundwater/ Leachate
Monitoring
7.6 Qualitative Risk Assessment
7.7 Recommended Protection Measures
7.8 Precautionary and Protection Measures
7.9 Conclusion
8. Landscape and Visual Impact
Assessment
8.1 Introduction
8.2 Project Description - Fill Bank at Tseung Kwan
O - Area 137
8.3 Standards and Legislation
8.4 Landscape and Visual Impact Assessment
Methodology
8.5 Baseline Study - Landscape
8.6 Baseline Study - Tree Survey Methodology
8.7 Baseline Study - Visual
8.8 Review of Planning and Development Control
Framework
8.9 Impact Assessment - Landscape (unmitigated)
8.10 Impact Assessment - Visual (unmitigated)
8.11 Impact Assessment - Tree Survey
8.12 Mitigation Measures
8.13 Residual Impacts
8.14 Conclusion
9. Summary of Environmental
outcomes
9.1 Introduction
9.2 Environmental Benefits
10. EM&A Requirements and
Implementation Schedule of Environmental Mitigation Measures
10.1 Introduction
10.2 EM&A Requirements
10.3 Implementation Schedule of Environmental
Mitigation Measures
11. Overall conclusion
11.1 Introduction
11.2 Key Environmental Issues
11.3 Air Quality Impact
11.4 Noise Impact Assessment
11.5 Water Quality Impact Assessment
11.6 Landfill GAs Hazard Assessment
11.7 Landscape and Visual Impact Assessment
11.8 Other Environmental Factors
11.9 Overall Conclusion
LIST OF FIGURES
Figure 1‑1 Location of the existing Public Filling
Facilities
Figure 1‑2 Location of the Subject Site
Figure 2‑1 Locations of the reclamation project sites that would be receiving public
fill commencing from 2003 through 2005
Figure 2‑2 Location of Tan Kwai Tsuen Borrow Area and
Quarry considered before in the initial site search process for the fill banks
Figure 2‑3 The former Kai Tak Airport apron and runway
area considered as an alternative site in the site selection process
Figure 3‑1 Area situated within 300m or 500m radius of
the site boundary and representative uses along Wan Po Road
Figure 3‑2 Fill Bank Preliminary Development Programme
Figure 3‑3 General layout of the existing reclaimed land
at TKO Area 137
Figure 3‑4 Preliminary design of the fill bank
Figure 3‑5 Representative fill bank profile (southern
site portion)
Figure 3‑6 North-south cross section of the fill bank
(north and southern site portion)
Figure 3‑7 North-south cross section of the fill bank
(southern site portion)
Figure 3‑8 Preliminary design of the C&DMSF
Figure 3‑9 Preliminary design of the barging point
onsite
Figure 4‑1 The 500 Study Area for Air Quality Impact
Assessment and Air Sensitive Receivers along Wan Po Road
Figure 4‑2 Location of the Representative Assessment
Points adopted in the Air Quality Impact Assessment (a,
b, c, d)
Figure 4‑3 Mitigated maximum hourly average TSP
concentrations predicted at 1.5m above ground under Scenario 2, Operational
Phase Dust Emission Impact Assessment
Figure 4‑4 Mitigated daily average TSP concentrations
predicted at 1.5m above ground under Scenario 2, Operational Phase Dust
Emission Impact Assessment
Figure 4‑5 Labels of Road Carriageways, Vehicular
Emission Impact Assessment
Figure 4‑6 Location of existing and assumed Diesel Fuel
Consuming Stacks modelled in the air quality impact assessment
Figure 4‑7 Cumulative Maximum 1-hour NO2 Concentrations
predicted at worst-affected height (1.5m above ground), Vehicular Emission
Impact Assessment (a,
b, c, d, e, f)
Figure 4‑8 Cumulative Maximum 24-hour NO2 Concentrations
predicted at worst-affected height (1.5m above ground), Vehicular Emission
Impact Assessment (a, b, c, d, e, f)
Figure 4‑9 Cumulative Maximum 24-hour RSP Concentrations
predicted at worst-affected height (1.5m above ground), Vehicular Emission
Impact Assessment (a, b, c, d, e, f)
Figure 4‑10 Mitigated maximum hourly average TSP concentrations predicted at 1.5m
above ground, Decommissioning Phase Dust Emission Impact Assessment
Figure 4‑11 Mitigated daily average TSP concentrations predicted at 1.5m above
ground, Decommissioning Phase Dust Emission Impact Assessment
Figure 4‑12 Cumulative
Maximum 1-hour NO2 Concentrations predicted at worst-affected height
(1.5m above ground), Decommissioning Phase (a, b, c, d, e, f)
Figure 4‑13 Cumulative Maximum 24-hour NO2 Concentrations predicted at
worst-affected height (1.5m above ground), Decommissioning Phase (a, b, c, d, e, f)
Figure 4‑14 Cumulative Maximum 24-hour RSP Concentrations predicted at
worst-affected height (1.5m above ground), Decommissioning Phase (a, b, c, d, e, f)
Figure 5‑1 The 300 Study Area for Noise Impact
Assessment and Noise Sensitive Receivers along Wan Po Road
Figure 5‑2 Location of the Representative Assessment
Points adopted in the Noise Impact Assessment (a, b, c, d)
Figure 6‑1 Location of the Eastern Buffer Water Control
Zone and Junk Bay Water Control Zone
Figure 6‑2 Location of the Water Monitoring Stations
Figure 6‑3 Location of Tung Lung Chau Fish Culture Zone
and nearby WSD saltwater intakes
Figure 6‑4 Alignment of the temporary stormwater
drainage system
Figure 6‑5 Preliminary design of stormwater intercepting
facility at the C&DMSF
Figure 6‑6 Use of backhoe fixed on a well designed
flat-top pontoon
Figure 6‑7 Use of hopper barges with mobile crane
Figure 6‑8 Use of derrick barges with built-in crane
Figure 7‑1 Portion of the Site situated within the 250m
consultation zone of SENT landfill
Figure 7‑2 Plan showing the landfill gas control
measures implemented at SENT landfill
Figure 7‑3 Location of landfill gas and leachate
monitoring wells at or near the south-western boundary of the SENT landfill
Figure 8‑1 Location Plan
Figure 8‑2 Landscape Character Areas
Figure 8‑3 Landscape
Character Photographs (a, b, c, d, e, f, g)
Figure 8‑4 Landscape Resources
Figure 8‑5 Locations of Visual Envelop, VSRs, PVSRs,
Photomontages
Figure 8‑6 Planning and Development Plan
Figure 8‑7 Visual Impact Assessment
Figure 8‑8 Mitigation Measures (a,b)
Figure 8‑9 Photomontage View from Clearwater Bay Country
Club (a,b)
Figure 8‑10 Photomontage
View from Area 86 (a,b)
Figure 8‑11 Photomontage View from Siu Sai Wan (a,b)
LIST OF
TABLES
Table
2‑1 Forecast Data on Public Fill Generation,
Public Filling Capacity, and Shortfall in Public Fill Receiving Capacity from
Years 2002 to 2004
Table 2‑2 Reclamation sites currently planned to receive public fill
Table 2‑3 Distance Separation between TKO Area 137 and nearby sensitive receivers
in comparison with that of the old airport site
Table 2‑4 Key Factors considered in the Site Selection Process
Table 3‑1 Fill Bank Traffic Distribution by Time
Table 4‑1 Hong Kong Air
Quality Objectives (AQOs)
Table 4‑2 Air Sensitive Receivers located within the 500m Study Area and along
Wan Po Road
Table 4‑3 Long-term Average (1996 to 2000) Air Quality Data obtained at EPD’s Air
Quality Monitoring Stations at Sham Shui Po, Central/ Western and Kwun Tong
Table 4‑4 Summary on Scenarios considered in the Dust Emission Impact Assessment
Table 4‑5 Maximum 1-hour TSP Concentration predicted at the RAPs (Scenario 1(a)
and 2(a))
Table 4‑6 24-hour Average TSP Concentrations predicted at the RAPs (Scenario 1(a)
and 2(a))
Table 4‑7 Maximum 1-hour TSP Concentrations predicted at the RAPs (Scenario 1(b)
and 2(b))
Table 4‑8 2002 Vehicular Emission Factors
Table 4‑9 Year 2004 A.M. Peak Hour Traffic Flows
Table 4‑10 Year 2004 Fill Bank Peak Hour Traffic Flows
Table 4‑11 Year 2004 P.M. Peak Hour Traffic Flows
Table 4‑12 Maximum 1-hour NO2 and Average Daily NO2 and RSP
at the RAPs (2004 Fill Bank Peak Hour, Vehicular Emission Impact Assessment)
Table 4‑13 Maximum 1-hour NO2 and Average Daily NO2 and RSP
at the RAPs (2004 A.M. Peak Hour; Vehicular Emission Impact Assessment)
Table 4‑14 Maximum 1-hour NO2 and Average Daily NO2 and RSP
at the RAPs (2004 P.M. Peak Hour; Vehicular Emission Impact Assessment)
Table 4‑15 Fossil Fuel Consuming Stacks in the Study Area
Table 4‑16 Predicted Maximum 1-hour NO2 and Average Daily NO2
at the RAPs (2004 Fill Bank Peak Hour; with Aerial Industrial Emissions)
Table 4‑17 Maximum 1-hour NO2 and Average Daily NO2 at the RAPs (2004 A.M. Peak Hour; with
Aerial Industrial Emissions)
Table 4‑18 Maximum 1-hour NO2 and Average Daily NO2 at the RAPs (2004 P.M. Peak Hour; with
Aerial Industrial Emissions)
Table 4‑19 Maximum 1-hour TSP Concentrations predicted at the RAPs
(Decommissioning Phase) (based on averaged dust emission rates calculated from
daily truckloads)
Table 4‑20 24-hour Average TSP Concentrations predicted at the RAPs
(Decommissioning Phase)
Table 4‑21 Maximum 1-hour TSP Concentrations predicted at the RAPs
(Decommissioning Phase)
Table 4‑22 2005 Vehicular Emission Factors
Table 4‑23 Maximum 1-hour NO2 and Average Daily NO2 and RSP
at the RAPs (2007 Fill Bank Peak Hour, Vehicular Emission Impact Assessment)
Table 4‑24 Maximum 1-hour NO2 and Average Daily NO2 and RSP
at the RAPs (2007 A.M. Peak Hour; Vehicular Emission Impact Assessment)
Table 4‑25 Maximum 1-hour NO2 and Average Daily NO2 and RSP
at the RAPs (2007 P.M. Peak Hour; Vehicular Emission Impact Assessment)
Table 4‑26 Predicted Maximum 1-hour NO2 and Average Daily NO2
at the RAPs (2007 Fill Bank Peak Hour; with Aerial Industrial Emissions)
Table 4‑27 Maximum 1-hour NO2 and Average Daily NO2 at the RAPs (2007 A.M. Peak Hour; with
Aerial Industrial Emissions)
Table 4‑28 Maximum 1-hour NO2 and Average Daily NO2 at the RAPs (2007 P.M. Peak Hour; with
Aerial Industrial Emissions)
Table 5‑1 Representative Assessment Points selected for Noise Impact Assessment
Table 5‑2 Noise Limits for Daytime Construction Activities
Table 5‑3 Area Sensitivity Ratings of NSRs
Table 5‑4 Representative Inventory on PME used during the Operational Phase
Table 5‑5 Representative Inventory of PME used in the Contract CV/97/01
Table 5‑6 Representative Inventory on PME used during the Decommissioning Phase
Table 5‑7 Noise Levels predicted at the RAPs F1 and F2
Table 5‑8 Operational Phase Traffic Noise Assessment Scenarios
Table 5‑9 Noise Levels predicted at the RAPs F1, F2 and F3 during the
decommissioning phase of the fill bank
Table 6‑1 Water Quality Monitoring Data (averaged values) obtained in 2000 at
EPD’s Monitoring Stations in the Eastern Buffer and Junk Bay Water Control Zone
Table 7‑1 Classification of Risk Category
Table 7‑2 Summary of General Categorisations of Risk
Table 7‑3 Source-Pathway-Target Analysis
Table 7‑4 Specifications of LFG Monitoring Equipment Requirement
Table 7‑5 Action Plan - LFG Monitoring During the Construction Stage
Table 8‑1 Existing Landscape Character Areas (Refer to Figure 8‑2)
Table 8‑2 Existing Landscape Resources
(Refer to Figure 8‑4)
Table 8‑3 Summary of Visually Sensitive Receivers
Table 8‑4 Review of Existing Planning and Development Control Framework (Refer to
Figure 8‑6)
Table 8‑5 Impact Assessment of Landscape Character Areas
Table 8‑6 Impact Assessment of Landscape Resources
Table 8‑7 Significance of Visual Impact anticipated to be received by VSR.
Table 8‑8 Landscape Works Responsibilities
Table 8‑9 Residual Visual Impact
Table 9‑1 Environmental Sensitive Areas and Population Protected
LIST OF APPENDICES
Appendix 1-1 WBTC No. 4/98 and WBTC No. 5/99
Appendix 1-2 Project Profile
Appendix 1-3 EIA Study Brief No. ESB-083/2001
Appendix 4-1 Indicative alignment of the main haul roads
modelled and Worksheets showing Calculation of Dust Emission Rates, Operational
Phase Dust Emission Impact Assessment
Appendix 4-2 Typical FDM Result File, Maximum 1-hour TSP
modelling, Operation Phase Dust Emission Impact Assessment, Scenario 1 and 2
Appendix 4-3 Typical CALINE4 result files, Operational
Phase Vehicular Emission Impact Assessment
Appendix 4-4 Typical ISCST3 modelling result file,
Industrial Emission Modelling for Operational and Decommissioning Phase
Vehicular Emission Impact Assessment
Appendix 4-5 Worksheets showing Calculation of Dust
Emission Rates, Decommissioning Phase Dust Emission Impact Assessment
Appendix 4-6 Typical FDM Result File, Mitigated Maximum
1-hour TSP modelling, Decommissioning Phase Dust Emission Impact Assessment
Appendix 4-7 Typical CALINE4 Result Files,
Decommissioning Phase Vehicular Emission Impact Assessment
Appendix 5-1 Spreadsheets showing breakdown of
calculations, Operational Phase Fixed Noise Impact Assessment
Appendix 5-2 Worst-Case 2004 Traffic Forecast,
Operational Phase Traffic Noise Impact Assessment
Appendix 5-3 Letter from Transport Department showing
endorsement of the Traffic Forecast
Appendix 5-4 Existing direct at-source traffic noise
mitigation measures implemented on Wan Po Road – Operational Phase Traffic
Noise Impact Assessment
Appendix 5-5 Detailed Traffic Noise Modelling Results,
Operational Phase Traffic Noise Impact Assessment
Appendix 5-6 Sample Calculations at 5 Assessment Points,
Operational Phase Traffic Noise Impact Assessment
Appendix 5-7 Further mitigated noise levels in the
presence of the existing 4m high noise barrier along road edge future noise
barrier along the Central Divider
Appendix 5-8 Spreadsheets showing breakdown of
calculations, Decommissioning Phase Fixed Noise Impact Assessment
Appendix 6-1 Statement of Water Quality Objectives
(Eastern Buffer Water Control Zone)
Appendix 6-2 Statement of Water Quality Objectives (Junk
Bay Water Control Zone)
Appendix 6-3 Standard Sand Trap Design (CED Drawing No.
GC 1034)
Appendix 7-1 Landfill Gas Monitoring Data obtained at
the southern edge of SENT landfill near the Fill Bank Site
Appendix 7-2 Leachate Monitoring Data obtained at the
southern edge of SENT landfill near the Fill Bank Site
Appendix 10-1 Implementation Schedule of recommended Environmental Mitigation
Measures
1.1
Background
1.1.1
Construction and Demolition Material
(C&D Material) is generated from civil engineering projects, roadworks, new
building construction, demolition works, and building renovation. The major portion of C&D Material
consists of excavated earth, asphalt, building debris, broken rock and concrete. These are inert material (i.e. do not
decompose), do not cause bad smell, and are collectively referred to as “public
fill”. Public fill is reusable in
reclamation and earth filling projects.
In 2000, the construction industry in the territory generated about 7.7
million cubic metres of Construction and Demolition (C&D) Material. Of which, 6.1 million cubic metres of public
fill was reused in reclamation projects.
1.1.2
It is the government policy to make
beneficial use of public fill generated by the construction industry. The beneficial use of public fill in
reclamation and earth filling projects reduce the demand on general fill and
help to conserve natural resources and avoid environmental impact from earth
borrowing activities and marine sand extraction. Relevant Technical Circulars (TC) have been issued by Works
Bureau (WB) to promulgate the policy and as measures to maximise the reuse of
public fill and minimise the incidences of illegal dumping. The WBTC No. 4/98 Use
of Public Fill in Reclamation and Earth Filling Projects and WBTC No. 5/99 Trip-ticket
System for Disposal of Construction and Demolition Material are presented
in Appendix 1-1 for reference.
1.1.3
The Public Fill Committee (PFC) is
responsible for co-ordinating the provision and operation of public filling
facilities, which include public filling areas, public filling barging points
and public fill stockpiling areas. The
public filling facilities are operated to receive public fill from construction
and demolition sites of Government/ Public Corporations’ contracts and private
sectors.
1.1.4
At the planning stage of a Government
public works contract, under the requirement of WBTC No. 5/99, the project
officer is required to seek confirmation from the PFC through its Secretary as
to whether public filling facilities would be available for the disposal of
public fill generated. The Secretariat
of the Committee is provided by the Port Works Division of Civil Engineering
Department (CED). The PFC would
designate the public filling facilities, if available, for the contract. CED implements and manages public filling
facilities and dumping licences in the territory.
1.2
Urgent Demand on Public Filling Facilities
1.2.1
The reuse of public fill relies on
programmes of reclamation and earth filling projects. However, it is impracticable to perfectly match programmes of
reclamation and earth filling works with public fill generated from the
Construction Industry. The consultancy
study “Review of the Public Filling Strategy and Programme” commissioned by
Civil Engineering Department (CED) completed in 1998 recommended that fill
banks shall be established in the territory for temporary storage of public
fill when the demand is low such that they can be effectively delivered for
reuse when the demand is high.
1.2.2
The public filling capacity provided
by the existing Category A reclamation projects including the public filling
areas in Tseung Kwan O, Pak Shek Kok, Tung Chung Development Phase 3A, Jordan
Road Reclamation Phase III and Tuen Mun Area 38 Reclamation Stage 2 will all be
exhausted by October 2002. Figure 1-1
shows the locations of these public filling areas and the existing short-term
barging points around the territory.
1.2.3
CED identified that the new
reclamation projects such as North Tsing Yi reclamation and Reclamation for Yam
O Public Transport Interchange planned to commence in 2002 through 2004 will
not be able to absorb all public fill generated during the coming years. It was also identified not practicable to
further advance programme of other reclamation projects, taking into account
the relevant statutory procedures, programme and contract requirements.
1.2.4
It was identified that from late 2002
to 2005 there will be a significant shortfall in public filling capacity. In April 2001, the Government put forward
the proposal of establishing temporary fill banks for storage of public fill so
that the material can be transported to reclamation (and earth filling) project
sites for reuse as they commence. The
Government will also take all practical steps to ensure that the reclamation
projects starting before 2005 will proceed under the planned programmes.
1.2.5
Area 137 at Tseung Kwan O (TKO), which
has served as a public filling area, has been identified to be a suitable site
for establishment of a temporary fill bank from late 2002 to end of 2004 after
a site search process. The fill bank
will be able to accommodate a total quantity of approximately 6 million cubic
metres (Mm3) of public fill.
Figure 1-2 shows the location of the subject site.
1.3
Project Design and Technical Assessments
1.3.1
The proposed fill bank at TKO Area 137
is planned and designed by in-house staff of Civil Engineering Department
(CED). Establishment, operation and
decommissioning of the fill bank will be carried out by a contractor under the
supervision of CED.
1.3.2
CH2M HILL (China) Limited (CH2M), in
association with MVA Hong Kong Limited (MVA) and ACL Asia Limited (ACLA), has
been commissioned by CED on 23 November 2001 to undertake an Environmental and
Traffic Impact Assessment Study for the proposed fill bank at TKO Area
137.
1.3.3
The proposed fill bank at TKO Area 137
is a designated project by virtue of C.11 in Section C Reclamation, Hydraulic and Marine Facilities, Dredging and Dumping
in Schedule 2, Part I of the EIA Ordinance.
C.11 specifies that a public dumping area of not less than 2 hectare in
size is a designated project. A project
profile prepared and submitted by CED to Director of Environmental Protection
(DEP) was displaced to the public for inspection from 18 August 2001 to 31
August 2001. DEP then issued an Environmental Impact Assessment (EIA) Study
Brief (No. ESB-083/2001) for carrying out of the EIA study. The Project Profile and EIA Study Brief are
given in Appendices 1-2 and 1-3, respectively.
1.3.4
This EIA report is prepared in
accordance with the requirements of the EIA Study Brief as well as the
requirements laid down in the Technical Memorandum on EIA Process
(EIAO-TM). An Environmental Permit will
only be issued by DEP for the establishment, operation and decommissioning of
the project after gaining approval of the EIA Report from the Authority.
1.4
Objectives of the EIA Study
1.4.1
The main objective of this EIA study
is to provide information on the nature and extent of the potential
environmental impacts arising from the establishment, operation and
decommissioning of the proposed fill bank development and related activities
taking place concurrently. This
information 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;
(ii)
the conditions and requirements for
the detailed design, establishment, operation and decommissioning of the
Project to mitigate against adverse environmental consequences wherever
practicable; and
(iii)
the acceptability of residual impacts
after implementation of the proposed mitigation measures.
1.4.2
The specific objectives of the EIA
study for the fill bank at Tseung Kwan O Area 137 are as stated in Section 2.1
of the EIA Study Brief and consist of:
(i)
to describe the Project and associated
works together with the requirements for carrying out the Project;
(ii)
to identify and describe the elements
of the community and environment likely to be affected by the Project and/or
likely to cause adverse impacts to the Project, including both the natural and
man-made environment;
(iii)
to consider alternatives with a view
to avoiding or minimizing the potential environmental impacts, to compare the
environmental benefits and dis-benefits of each of the different options, to
provide reasons for selecting the preferred option and to describe the part
environmental factors played in the selection;
(iv)
to identify and quantify emission
sources and determine the significance of impacts on sensitive receivers and
potential affected uses;
(v)
to identify any potential water
quality impacts on sensitive receivers during the establishment, operation and
decommissioning stages;
(vi)
to identify and quantify any potential
landscape and visual impacts and to propose measures to mitigate these impacts;
(vii)
to propose the provision of
infrastructure or mitigation measures so as to minimize pollution,
environmental disturbance and nuisance during establishment, operation and
decommissioning of the Project;
(viii)
to investigate the feasibility,
effectiveness and implications of the proposed mitigation measures;
(ix)
to identify, predict and evaluate the
residual environmental impacts (i.e. after practicable mitigation) and the
cumulative effects expected to arise during establishment, operation and
decommissioning of the Project in relation to the sensitive receivers and
potential affected uses;
(x)
to identify, assess and specify
methods, measures and standards to be included in the detailed design,
establishment, operation and decommissioning of the Project which are necessary
to mitigate these environmental impacts and reduce them to acceptable levels;
(xi)
to investigate the extent of
side-effects of the proposed mitigation measures that may lead to other forms
of impacts;
(xii)
to identify constraints associated
with the mitigation measures recommended in the EIA study, as well as provision
of any necessary modification; and
(xiii)
to design and specify environmental
monitoring and audit requirements, if required, to ensure effective
implementation of the recommended environmental protection and pollution
control measures.
1.5
Public Inputs
1.5.1
DEP has not received any inputs/
comments formally under the EIAO Process when the Project Profile was displaced
to the public from 18 August 2001 to 31 August 2001. Nevertheless, in view of the potential concern of the Sai Kung
District Council members, a meeting was held between the Project Proponent and
the Council on 7 September 2001 and subsequently on 9 April 2002. The key environmental issues of interest
raised by some members that are related to the EIA study are summarised below
and reference to the relevant Sections of the EIA study are highlighted for
ease of reference:
![*]()
The
Project Proponent should consider the orgins of the public fill material and
the locations of the future reclamation sites in the selection of the best
location for the proposed fill bank to prevent duplication of transportation
trips in short time period – these factors have been considered in the site
selection process and are presented in Section 2 of the report;
![*]()
The
Project Proponent should consider other possible site (e.g. the ex-Kai Tak
Airport) in the selection of an appropriate location for establishment of the
temporary fill bank – the site selection history is presented in Section 2
of the report. The ex-Kai Tak Airport was
not identified to be available from October 2002 to 2004 for the fill bank
operation and subsequent decommissioning from 2005 to 2007 due to the planned
developments under the South East Kowloon Development Scheme;
![*]()
The
Project Proponent should consider the use of barges in delivery of public fill
to minimise the impact on the local traffic - In view of the key concern on
potential traffic, traffic noise and vehicular emission impact, CED has planned
to establish a barging facility at TKO Area 137. Through the existing trip-ticket system, truckloads generated
from Government/ Public Corporations’ contracts, except those generated within
Tseung Kwan O, will be diverted away from Wan Po Road. This will be achieved
through designating the planned public filling barging point at South East
Kowloon (SEK) ex-Kai Tak Airport as the public fill tipping location. As these contracts in Kowloon and part of
the New Territories will account for half of the supply of public fill, this
control measure will reduce the number of truckloads using Wan Po Road from an
average of about 2,000 truckloads per day to an average of 1,000 truckloads per
day. This truckload volume would be
below the average of about 1,200 truckloads per day encountered in the
operation of the existing public filling area at TKO Area 137.
![*]()
Potential
air quality, noise, water quality and visual impact arising from the operation
of the fill bank – these issues are addressed under Section 4, 5, 6 and 8
of this EIA report. Summary of the
assessment findings can be found in Section 11;
![*]()
Strict
control shall be in place to prevent any pollution problems during the
transportation of fill material -
environmental control measures in respect of air quality, noise and water
quality have been recommended and are presented in details in the relevant
sections of the EIA report. In brief,
on the air quality side, only trucks with a valid dumping licence are allowed
to use the proposed fill bank. It is
required under the Air Pollution Control (Construction Dust) Regulation
that trucks carrying dusty materials should be properly covered when they leave
construction sites. Through the dumping licence requirements, CED will also
require the truck drivers using the fill bank to have their dusty load covered
with suitable impervious sheeting.
Otherwise, the truck drivers would be refused from using the fill
bank. During the decommissioning phase,
the truck drivers will also be required to have their public fill load covered
by suitable impervious sheeting before leaving the fill bank site. Potential vehicular emission and traffic
noise have been minimised by the provision of the planned Kai Tai barging point
to share the truckloads on Wan Po Road.
Water quality control measures have been recommended to prevent potential
water quality impact arising from the transportation of public fill by barges;
![*]()
The
fill material shall not contain asbestos or radioactive containing materials
– The fill bank are designed for temporary storage of inert public fill and
will not accept chemical wastes such as asbestos containing materials and
radioactive wastes. Asbestos has been commonly used in the past by households
for various purposes, including as fire protection material or insulation
material for heat, sound, or electricity.
It is a requirement under the existing legislation that in all
demolition works, asbestos containing materials have to be identified by a
Registered Asbestos Consultant and removed by a Registered Asbestos Contractor
before demolition works are permitted to take place. The import, export, possession and handling of radioactive
substance and irradiating apparatus in Hong Kong are governed by the Radiation
Ordinance (Cap. 303) and are subject to licensing control. Small quantities of
low-level radioactive waste are generated from the industry, medical and
educational institutions in Hong Kong.
Such waste mainly comprises of smoke detector parts, rayon mantles for
kerosene lanterns, luminous watch dials and hands, lightning protection
conductor heads, and weakened radiation sources from hospitals and educational
institutions. Disposal of radioactive
waste is subject to stringent control.
The wastes are properly packaged in containers of specified standard
according to the requirements of the International Atomic Energy Agency and
their storage at specified locations are subject to stringent control and monitoring. With these measures, the fill bank operation will unlikely generate
any potential hazard associated with asbestos and radioactive containing
materials.
![*]()
Height
and associated visual impact of the fill bank should be considered – these
have been considered in the fill bank design and have been assessed in details
in Section 8 Landscape and Visual Impact Assessment.
1.6
Structures of the EIA Report
1.6.1
This section describes the background,
project needs, and objectives of the EIA study. The site selection history, key environmental factors and design
alternatives considered are reported in Section 2. Section 3 describes the project, including the programme and key
activities in the establishment, operation and decommissioning phases of the
fill bank. Sections 4 to 8 focus on
each of the key environmental aspects, and present the assessment criteria,
approach/ methodologies, findings, and where necessary, mitigation measures
recommended. Section 9 presents a
summary on environmental outcomes. The
overall conclusion of the EIA study is presented in Section 11.
1.6.2
The content in Sections 1 through 11
are listed below:
![]()
Section 1 Introduction – presents the
background and explains the urgency of the project, the EIA and TIA study team
members, objectives of the EIA Study, public inputs provided during the Project
Profile inspection stage, and structures of the EIA report;
![*]()
Section 2 Site Selection History and Design
Alternatives Consideration – describes and compares the environmental
impacts, environmental benefits and dis-benefits of the alternatives in respect
of project sitting, design, establishment, operation and decommissioning
methods with an aim to avoid, or minimise, the potential environmental impacts
arising from the project;
![*]()
Section 3 Project Description – describes the
site and its environs, project design in respect of fill bank heights, project
timetable and phasing, key activities involved in the establishment, operation
and decommissioning phases, and the “do-nothing” scenario;
![*]()
Section 4 Air Quality
Impact Assessment – presents an
impact assessment on air quality associated with the establishment, operation
and decommissioning of the fill bank.
Potential dust impact and vehicular emission impacts were studied in
details;
![*]()
Section 5 Noise Impact
Assessment – presents an impact assessment on noise impact associated with
the establishment, operation and decommissioning of the fill bank. Construction noise, fixed noise and traffic
noise impacts were studied in details;
![*]()
Section 6 Water Quality
Impact Assessment – assesses the potential impact on the nearby water
sensitive receivers during the establishment, operation and decommissioning of
the fill bank. The major sources of
impact and mitigation measures required were identified;
![*]()
Section 7 Landfill Gas
Hazard Assessment - assesses the potential hazard on the fill bank site
from landfill gas/ leachate migration in the operation of the nearby SENT
landfill;
![*]()
Section 8 Landscape and Visual Impact Assessment –
assesses the potential landscape and visual impact arising from the fill bank
and propose practicable mitigation measures accordingly;
![*]()
Section 9 Summary of
Environmental Outcomes – presents a summary on the environmental outcomes
associated with the project;
![*]()
Section 10 Environmental
Monitoring and Audit and Implementation Schedule of Environmental Mitigation
Measures – presents a summary on the key environmental monitoring and audit
requirements recommended as detailed in the EM&A Manual, and present the
Implementation Schedule of the recommended environmental mitigation measures;
![*]()
Section 11 Overall
Conclusion – presents the assessment conclusion for each of the key
environmental issues.
2.1.1
This section presents the site
selection history and design alternatives considered with a target to avoid or
minimise the potential environmental impacts arising from the proposed fill
bank project in accordance with the requirements specified under Section 3.4 of
the EIA Study Brief.
2.2
Site Selection History
Forecast on
Shortfall of Public Filling Capacity
2.2.1
Table 2-1 presents a broad estimate on
quantities of public fill generated in 2002 to 2004, and compares them with the
overall available public filling capacities during the same years. Efforts have been made to maximise the use
of public fill in the committed reclamation projects. The difference between the two set of figures give an estimate on
the shortfall of public fill receiving capacity in the territory from late-2002
to 2004.
Table 2‑1 Forecast Data on Public Fill Generation, Public Filling
Capacity, and Shortfall in Public Fill Receiving Capacity from Years 2002 to
2004
|
Year
|
2002
|
2003
|
2004
|
|
Forecast on Public Fill generation (Mm3)
|
6.2
|
6.5
|
6.8
|
|
Forecast on Public Filling Capacity (Mm3)
|
4.4
|
1.6
|
2.0
|
|
Forecast on Shortfall in Public Fill
Receiving Capacity (Mm3)
|
1.8
|
4.9
|
4.8
|
|
Total Shortfall in Public Receiving
Capacity from 2002 to 2004 (Mm3)
|
11.5
|
2.2.2
It is expected that from 2003, there
will be a number of reclamation projects ready for implementation and other
long term measures being investigated, such as recycling and export, that might
absorb the public fill temporarily stored at the proposed fill bank, as well as
those generated direct from the construction and demolition industry during
these years. These planned reclamation
projects include Penny’s Bay Reclamation Stage 2, South East Kowloon
Development, Development in Tung Chung and Tai Ho Phase 3, Wanchai Development
Phase II, Sham Tseng Development, etc.
The latest programme for accepting public fill in these reclamation
project sites are summarised in Table 2-2 below. Locations of these reclamation sites are illustrated in Figure
2-1.
Table 2‑2 Reclamation sites currently planned to receive public fill
commencing from 2003 through 2005
|
Projects
|
Latest Programme for Public Fill Intake (Approx.)
|
|
|
|
|
Penny’s Bay Reclamation Stage 2
|
Mid-2003 to Mid- 2007
|
|
South East Kowloon Development
|
July 2004 to Dec. 2010
|
|
Development in Tung Chung and Tai Ho Phase
3
|
Jan. 2005 to Dec. 2010
|
|
Wanchai Development Phase II
|
Early 2004 to End 2007
|
|
Central Reclamation Phase III
|
Feb. 2003 to June 2005
|
|
Sham Tseng Development
|
Aug. 2005 to July 2007
|
Site
Selection
2.2.3
The sites for setting up the fill
banks must be available from October 2002 to about 2007 to allow sufficient
time for temporary stockpiling and subsequent removal of the stockpiled public
fill, and of substantial size to allow the stockpiling of public fill that
cannot be immediately reused in reclamation (or earth filling) projects
generated from late 2002 through 2005.
Initial
Consideration
2.2.4
Based on the findings of the
consultancy study “Review of the Public Filling Strategy and Programme”
completed in 1998, establishment of a fill bank at Tan Kwai Tsuen Borrow Area
and Tan Kwai Tsuen Quarry was first considered in the initial site search
process. Tan Kwai Tsuen Borrow Area and
Tan Kwai Tsuen Quarry occupy an area of about 30.4 ha and 32.4 ha,
respectively. Figure 2-2 shows the location of these sites. Access to the sites would need to make use
of either the local Hung Shun Road and Tan Kwai Tsuen Road from Castle Peak
Road (Hung Shui Kiu section) followed by local access roads. There are numerous indigenous villages with
at grade village houses abutting the local roads in this area. The site is
located away from the coast and will not allow access by barges. There were identified problems associated
with access to the site after further consideration of this section option
which may not be surmountable.
Further
Consideration
2.2.5
Truckload records on the public filling
facilities operated in the territory in recent years provided the best
available data for projection of likely geographical distribution for public
fill arising from the construction industries.
The data suggests that Kowloon districts, Northeast New Territories,
Tseung Kwan O and Sai Kung will account for about 70% of the public fill
generated in Kowloon and New Territories.
It is therefore necessary to provide a public filling outlet in the
Eastern region of the territory.
2.2.6
From a review of the location of the
planned reclamation sites commencing from 2003 through 2005, location-wise, it
is considered appropriate to set up a fill bank in both the Eastern and Western
regions of the territory for temporary storage of public fill. The candidate sites for establishing the
fill banks must be:
![]()
Of sufficient areas to accommodate the public
fill that cannot be immediately reused in reclamation (or earth filling)
projects generated from October 2002 to 2005.
Stockpiling of 6Mm3 fill material will require a site area up
to 100 ha, taking into consideration of the slope stability, safety,
environmental and engineering factors;
![*]()
Strategically located to
facilitate and encourage access by the public fill delivery truck drivers. The
possible uses of both land-based and marine-based access routes are preferable
to allow the truckloads be shared among the road carriageways leading to the
fill banks and the public filling barging points. Selecting a site near the coast is also preferable to make
possible the effective delivery of stockpiled public fill to reclamation sites
by barges without double handling by trucks during the decommissioning of the
fill banks;
![]()
Sufficient buffer shall be provided between
the fill bank sites and the nearby sensitive receivers as far as practicable to
avoid direct environmental impact due to dust and noise emissions and visual
intrusion from the material stockpiling;
![]()
The site must be available from October 2002
to 2007 to allow sufficient time for public fill intake and subsequent
decommissioning of the fill bank.
2.2.7
On the eastern side of the territory,
sites with an area of about 100 hectares and that are available from 2002 to
2007 were identified to be rare. The
only available site was identified to be the subject site at Area 137 in Tseung
Kwan O (TKO), which has an area of approximately 104 hectares.
2.2.8
An alternative site that meets the
site area requirement for establishing the fill bank is the former Kai Tak
Airport apron and runway which has a total area of 280 hectares. Figure 2-3 shows the location of the former
Kai Tak airport and its surrounding environs.
2.2.9
However, in terms of programme, the
old airport site cannot be made available for establishment of the fill bank
for operation and subsequent decommissioning in 2002 to 2007. Construction
activities for longer-term development at the old airport under the South
East Kowloon Development Scheme have long been planned. Contaminated land remediation works have
been taking place on this land, and after then, demolition of existing
buildings and construction of new roads and drains will occupy the site from
2003. Even the runway area has already
been allocated for the temporary stockpiling of excavated fill material
generated from Contract No. CV/2000/06 “Formation and Associated Infrastructure
Works for Development at Choi Wan Road and Jordan Valley”, and would also be
used for temporary storage of excavated material generated from “Development at
Anderson Road” from September 2002 based on the latest programme.
2.2.10
Comparing the likely environmental
performance of the two alternative sites – TKO Area 137 and the old airport
site, it was also considered that TKO Area 137 would have a better performance
when used as a fill bank, given its remote location from most nearby sensitive
receivers. With the great distance
separation for most sensitive receivers, direct noise and dust impact and
visual intrusion associated with stockpiling activities for establishing the
fill bank at TKO Area 137 would not be the concerns. For the few sensitive receivers such as air sensitive receivers
located within the TKO Industrial Estate (TKOIE), it was expected that the
potential impact could be mitigated with practicable control measures.
2.2.11
Table 2-3 presents a comparison of
distance separation between TKO Area 137 (measured from its site boundary) and
the nearby representative sensitive receivers against the old airport site’s
situation.
Table 2‑3 Distance Separation between TKO Area 137 and nearby
sensitive receivers in comparison with that of the old airport site
|
Sensitive Receiver
|
Distance from TKO Area 137, m (approx.)
|
Sensitive Receiver
|
Distance from former Kai Tak airport
apron, m (approx.)
|
|
Oscar
by the Sea
|
3220
|
37-39A,
Sa Po Road
|
60
|
|
La
Cité Noble
|
4020
|
Regal
Kai Tak Hotel
|
75
|
|
Nan
Fung Plaza
|
4140
|
Po
Shing Court
|
85
|
|
On
Ning Garden
|
4320
|
South
Mansion
|
75
|
|
TVB
Broadcast and Production Centre
|
100*
|
24-26,
Kai Tak Road
|
75
|
|
Nearest
planned residential developments and school in Area 86
|
1757
|
Nearest
existing school
|
80
|
*
As stated in Para. 10.2.4 in the Project Profile, in view of the proximity of
the adjacent TVB Broadcast and Production Centre, a buffer zone of 100m would
be allowed between the edge of the stockpile and the boundary of the production
centre.
2.2.12
Both site options could pose potential
environmental impact, if unmitigated, on the nearby air/ noise sensitive
receivers in terms of traffic noise and vehicular emission impact generated
from the vehicles using the fill bank.
Although both site options would allow the establishment of barging
facilities to minimise the volume of cross district public fill delivery
traffic, it is anticipated that this measure will be more effective for the TKO
Area 137 site. It is because the former
Kai Tai Airport site is more centrally located in the territory than TKO Area
137 and hence be relatively more accessible to most public fill delivery
trucks. For access to Tseung Kwan O, a
toll is payable for trucks using the Tseung Kwan O Tunnel which may likely discourage
its use.
2.2.13
Taking into account, as illustrated
above, the requirements on site area, site availability, and location of the
site in terms of accessibility, distance separation from nearby sensitive
receivers, and surmoutability of the potential traffic noise and vehicular
emission impact associated with land-based transportation of public fill, the
newly reclaimed land at TKO Area 137 was selected by the Government for the
establishment of a fill bank. To ensure
that the establishment, operation and decommissioning of the fill bank at TKO
Area 137 will not pose any unacceptable traffic and environmental impact on the
nearby sensitive receivers, the current EIA and TIA study was commissioned for
assessing the impact and to identify required control/ mitigation measures.
2.2.14
The Government is considering the
establishment of another fill bank at the western side of the territory in
order to provide sufficient room for temporary stockpiling of the public fill
material generated from years 2002 to 2005.
The available site currently under consideration is Area 38 in Tuen Mun.
2.2.15
Table 2-4 summarises the key related
factors considered in the site selection history of the fill bank.
Table 2‑4 Key Factors considered in the Site Selection Process
|
Establishment of Project Need:
·
Large quantity of C&D Material
is generated from the territory each year;
·
A major portion of the C&D
Material known as public fill is inert material and can be reused
beneficially in reclamation/ earth filling projects;
·
It was identified that between
October 2002 and 2005 there will be a significant shortfall in public filling
capacity (estimated to be approximately 11.5Mm3 up to end 2004);
·
If fill banks are not established
for the temporary storage of the public fill, the reusable material would
have to be disposal of to landfills, thus occupying valuable and limited
space at the strategic landfills reserved for disposal of municipal waste;
·
The reuse of public fill in
reclamation projects will reduce demand on general fill and contribute to
conserve natural resources and environmental protection by avoiding
unnecessary earth borrowing activities and marine sand extraction;
·
Fill bank establishment represents
the Government actions taken as part of the overall strategies in the
management of C&D material in parallel with municipal waste in the
territories.
Comparison of the Site Candidates:
|
|
Key Parameters/ Site Candidates
|
Tan Kwai Tsuen Borrow Area and Quarry
|
Former Kai Tak Airport Apron and Runway
|
TKO Area 137
|
|
Site Availability (from October 2002 to
2007)
|
P
|
O
|
P
|
|
|
O
|
P
|
P
|
|
Site Accessibility (alternative marine
access is present)
|
O
|
P
|
P
|
|
Proximity and accessibility to planned
reclamation project sites
|
O
|
P
|
P
|
|
Sufficient buffer distance allowed between
the site and the nearby sensitive receivers
|
O
|
O
|
P
|
|
Surmountability of environmental impact
associated with onsite activities during establishment, operation and
decommissioning of the fill bank
|
P
|
P
|
PPP
|
|
|
P
|
PP
|
PPP
|
|
Selected Site for Establishment of the
Public Fill Bank
|
TKO Area 137
|
* Assuming that
a similar fill bank is also established in the western side of the territory to
receive public fill;
P - meet demand (no. of ticks represents level of preference);
O - cannot meet demand.
2.3
Design Alternatives Consideration
Introduction
2.3.1
Section 3.4 of the EIA Study Brief
states that the project proponent shall indicate in the EIA report that he has
considered different alternatives and means in respect of design,
establishment, operation and decommissioning methods in addition to appropriate
site selection. These considerations in
the design process are demonstrated in this section.
Key
Environmental Factors Consideration
2.3.2
The key environmental factors related
to the design, establishment, operation and decommissioning of the fill bank
which have been identified in the design process include:
(i)
Air Quality Impact – the key interest is to minimise, as far as practicable, vehicular
emission associated with land-based transportation of C&D Material by
trucks via Wan Po Road as well as dust impact arising from the establishment,
operation and decommissioning of the fill bank;
(ii)
Noise Impact – the key interest is on minimising traffic noise associated with
land-based transportation of C&D Material by trucks via Wan Po Road;
(iii)
Water Quality Impact – the key interest is on minimising potential impact on Tung Lung
Chau fish culture and other nearby sensitive receivers. The design factors include the provision of
sufficient buffer between the stockpiling area and the sea front, and provision
of proper and sufficient drainage and water pollutants abatement systems. Locating the planned C&D Material
Sorting Facility (C&DMSF) at sufficient distance away from the waterfront,
together with provision of water pollutants suppression system for the
operation the C&DMSF and the public filling barging points are also
important consideration.
(iv)
Waste Management – The dumping licence issued to lorry owners requires the public fill
to be free from contaminants such as household refuse, plastic, etc. However,
from the past experience of CED in the operation of public filling areas, it is
anticipated that small quantity of degradable material would still be
identified in the C&D material delivered to the fill bank. The degradable material, referred to as
C&D waste and sorted out onsite at the C&DMSF has to be disposed of to
landfill. The key interest is to
minimise the traffic noise and air emissions associated with the regular
transportation of C&D waste from the fill bank to a landfill for disposal;
(v)
Landscape and Visual Impact – the key interest is to adopt a design of the fill bank such that
the stockpiling height is minimised as far as practicable, as well as retaining
sufficient space along the perimeter of the site to allow provision of
landscape and visual mitigation measures.
The stockpiling process in respect of allowing early and effective colour/
camouflage treatment to the sides of the fill bank to minimise visual impact is
also important;
(vi)
Landfill Gas Hazard – the design focus is to avoid potential landfill gas accumulation
and installation of underground facilities (i.e. pipelines) that may facilitate
landfill gas migration;
2.3.3
Potential impact on ecology was
avoided through proper site selection.
As TKO Area 137 was formed by reclamation, there are no recognised sites
of conservation importance and important ecological habitats. Besides, a buffer distance of at least 10m
will be provided along the eastern boundary to separate the site from the
western boundary of the Clear Water Bay Country Park.
2.3.4
As TKO Area 137 is a reclaimed land,
there is no cultural heritage concern onsite.
Junk Island House Ruin on Fat Tong Chau is located to the north of the
project site. While there will not be
any works associated with the establishment, operation and decommissioning of
fill bank at Fat Tong Chau, a 2.4m high site fencing will be erected and
maintained along the northern site boundary abutting Fat Tong Chau to avoid any
accidental disturbance of the cultural heritage site by the workers.
2.3.5
Considerations on the key
environmental factors identified above are further described below.
Air Quality
and Noise Impact
2.3.6
Direct air quality and noise impact
from dust and noise emissions associated with stockpiling activities, loading/
unloading from/to trucks and barges, and truck movement on unpaved haul roads
are minimised by locating the fill bank at a remote area away from most air/
noise sensitive receivers as far as practicable. The boundary of the fill bank is situated at more than 3km from
the nearest existing residential development (Oscar By the Sea). Planned residential uses such as the
Comprehensive Development Area (CDA) in Area 86 is also situated at more than
1.6 km from the boundary of the fill bank.
Potential vehicular and traffic noise impact associated with land-based
transport of public fill for air/ noise sensitive receivers located along Wan
Po Road would be minimised by establishment marine-based transport facility.
2.3.7
Potential air quality impact on TVB
Broadcast and Production Centre and industrial undertakings located within TKO
Industrial Estate situated to the north of the fill bank is minimised through
providing at least a 100m wide buffer zone between the edge of the fill bank
stockpiling area and the boundary of the Broadcast and Production Centre. In accordance with the recommendations on
minimum buffer distance given in the “Hong Kong Planning Standards and
Guidelines Chapter 9 Environment”, the provision of a 100 buffer distance
between dusty uses and air sensitive receivers should be sufficient. To further minimise potential dust impact from
the establishment, operation and decommissioning of the fill bank, sufficient
dust control/ mitigation measures will be implemented (details will be
described in the Air Quality Assessment Section in the EIA report).
2.3.8
By locating the proposed fill bank at
the coast and the provision of barging facilities onsite at TKO Area 137,
marine-based transport of public fill to the site is also made possible in
addition to direct land-based transport.
The environmental benefits in relation to air quality and noise aspects
are as follows:
![]()
Land-based truck traffic to TKO and
associated vehicular emission and traffic noise impact can be substantially
minimised – by allowing the continuous operation of the two barging
facilities at Sai Ying Pun and Quarry Bay on the Hong Kong Island, and
provision of an additional barging facility in the Kowloon region (at the
former Kai Tak airport runway), amount of cross district public fill traffic
can be minimised;
![]()
Maximised use of marine-based
transportation of public fill for reuse during the decommissioning phase –
During the decommissioning period from 2004 to 2007, it was estimated that
about 90% of the stockpiled material could be delivered offsite by barges,
leaving only 10% to be handled by land-based truck traffic i.e. the potential
traffic noise and air emission impact can be further minimised during the
decommissioning phase. Use of marine
based transportation of fill material can also avoid double handling of fill
material by trucks by allowing the direct bottom placement of public fill by
appropriately designed barges at reclamation sites under control;
![]()
Allow direct transportation of the
stockpiled fill material for reclamation projects planned on outlying islands -
the presence of marine access will also allow the direct transportation of
public fill to areas that are not accessible by trucks. This will avoid the need to transport the
fill material to a barging point in other districts first (and generate traffic
noise and emission impact) before subsequent delivery by barges.
2.3.9
Marine-based transportation of public
fill to TKO Area 137, and mechanism to minimise land-based transportation of
public fill by trucks will be considered in details in the EIA study.
Water Quality
Impact
2.3.10
To avoid potential water quality
impact from the establishment, operation and decommissioning of the fill bank,
the following design considerations were considered:
(i)
Maximise the distance separation of
potential water pollution sources including the stockpiles and C&DMSF from
the waterfront as far as practicable to allow the buffer zone to act as an
infiltration ground;
(ii)
Use of existing and new drainage
channels to be constructed at the perimeter of the site to retain water
pollutants in surface runoff through provision and maintenance of silt traps
and oil traps.
2.3.11
Practicable location for establishing
the onsite C&DMSF has to take into consideration the area reserved for the
stockpiling of fill material. Potential water quality impact arising from the
operation of the barging facilities and C&DMSF can be alleviated through
implementation of standard water pollution control measures in the same way as
other similar facilities.
Waste
Management
2.3.12
Potential secondary environmental
impact associated with the transportation of C&D waste from the C&DMSF
to the landfill is minimised through selecting the TKO Area 137 site for
establishing the fill bank. The site is
located right next to SENT landfill.
Trucks travelling distance for handling of C&D wastes can be
minimised and potential air quality and noise impact from the truck traffic on
most sensitive receivers can be avoided.
Landscape and
Visual Impact
2.3.13
The zone of visual influence will be
largely contained to the north and east by Fat Tong Chau (Junk Island) and the
headland of Clearwater Bay Peninsula.
However, the works will be visible to residential developments in TKO to
the north through the gap between Fat Tong Chau and the Peninsula, and will
also be visible from Clear Water Bay Country Club and Tai Miu Wan (Joss House
bay) to the east through the gap between the Clearwater Bay Peninsula and Tit
Cham Chau. The Zone of Visual Influence will extend more widely to the west and
south, as the works will be visible along the coast of Hong Kong Island from
Heng Fa Chuen and Lei Yue Mun Gap in the west, to Shek O in the south.
2.3.14
The potential Visually Sensitive
Receivers (VSRs) of interest are identified to include:
![]()
Existing and planned residential developments
along the north-east coast of Hong Kong island, particularly at Siu Sai Wan
which is closest to Area 137 – the closest developments include Island Resort
and Fullview Garden;
![]()
Planned residential developments in Tseung
Kwan O at Area 86 (Dream City) and Area 85;
![]()
Planned TVB Broadcast and Production Centre;
and
![]()
Clearwater Bay Country Club;
![]()
Hillwalkers in Clearwater Bay Country park,
in particular along the High Junk Peak Country Trail and Shek O Country Park;
and
![]()
Leisure boat traffic in Lam Tong Hoi Hap
(Tathong Channel)
2.3.15
Significant visual impact from the
operation of the fill bank was avoided by limiting the maximum height of the
fill bank to about +35.2mPD, which is less than the maximum height of the
nearby local terrain i.e. 603mPD at the western end of Clear Water Bay Country
Park and about 100mPD at Fat Tong Chau.
Landfill Gas
Hazard
2.3.16
Underground utilities such as drainage
and sewerage systems are avoided in the design of the fill bank. Facilities
such as the contractor’s and resident supervising staff’s site offices that may
be relatively more sensitive to landfill gas migration due to their enclosed
nature are planned to be located outside the 250m consultation zone of the SENT
landfill as far as practicable. For
those facilities which inevitably have to be located within the consultation
zone (e.g. the site entrance office), practicable landfill gas protection
measures will be provided. The site
entrance office can be supported by raised platform to avoid accumulation of
landfill gas.
3.
Project Description
3.1
The Subject Site and its Environs
3.1.1
Area 137 is located at the southern
side of Tseung Kwan O. The site will
occupy an area of approximately 104 hectares upon completion of the on-going
reclamation works at the northern side of the site by end of 2003. The reclamation site has served as a public
filling area since January 1997 to receive public fill generated from the
construction industry. Location of the
site is shown in Figure 1-2.
3.1.2
Existing landuses in TKO located
within 3 km of the site are all of industrial nature. TKO Industrial Estate, Fat Tong Chau (Junk Island) and SENT
landfill are located to the north of the site.
To the east of the site is the hillside along the eastern boundary of
Clear Water Bay Country Park. TVB
Broadcast and Production Centre is located adjacent to the northern boundary of
the site.
3.1.3
Existing residential developments and
schools are all located at further distances from the site. The nearest existing residential
development, Oscar By The Sea (OBS), is located at some 3.2km from the boundary
of the site. Planned residential
developments in Area 85 and Area 86 are also located at more than 1.5km and
2.0km from the site, respectively. The
first phase of these planned developments are not anticipated to have
population intake until 2006 according to information provided by Planning Department.
3.1.4
Tseung Kwan O Tunnel is the existing
strategic route linking TKO with the Kowloon districts. To the east of the TKO Tunnel lies the TKO
Tunnel Road and Wan Po Road which is the most direct access to the site at TKO
Area 137. Po Lam Road is the other
connection between TKO and Kowloon.
However, it is a less direct route and lower standard route than Tseung
Kwan O Tunnel. Po Lam Road is a single
carriageway of three lanes along most of its length, with various sections of
four lanes, in particular at junction approaches. Hang Hau Road provides a convenient access from Tseung Kwan O to
Sai Kung and Clear Water Bay. It is a
local distributor with one lane in each direction.
3.1.5
Figure 3-1 shows the area situated
within 300m or 500m radius of the site boundary as well as some representative
uses along Wan Po Road.
3.1.6
The major committed transport
infrastructure in TKO is the MTR Tseung Kwan O Extension, which is scheduled to
be operational in September 2002. The
MTR provides an alternative mode of transport to/ from the Kowloon districts
and within TKO for the TKO population.
The Government has also planned the Cross Bay Link and Western Coast
Road which will become an alternative major access route to/ from the area.
3.2
Project Design
Establishment, Operation
and Decommissioning Programme
3.2.1
Figure 3-2 presents a preliminary
programme for the establishment, operation and decommissioning phases of the
fill bank.
3.2.2
Mobilisation and establishment works
are planned to commence in early October 2002 to prepare for intake of public
fill. Public fill intake would commence
in mid October 2002 for stockpiling activities (Phase 1) to commence at the
southern side of the site. The
remaining works of the Contract CV/97/01 “TKO Port Development at Area 137
Stage 2 – Construction of Seawalls and Reclamation” would be completed by end
of 2003 for stockpiling activities (Phase 2) to also proceed at the northern
side of the site from January 2004.
3.2.3
TKO Area 137 has been planned for
longer-term industrial uses commencing from mid/late 2007 under the latest programme. To allow sufficient time for removal of
stockpiled material for long term development in TKO Area 137, decommissioning
of the fill bank is planned to start early in January 2004 beginning on the
northern side of the site. Early
removal of the public fill would also be beneficial in providing a steady and
reliable supply of sorted fill material to meet required quality to meet the
programme of those reclamation projects that have commenced from 2004. A minimum area of approximately 55 hectares
of land at the northern side of the site would be cleared by September 2005 to
allow infrastructure works to commence to prepare for the future industrial
uses from mid/ late 2007 in TKO Area 137 planned under the latest programme.
Establishment Phase
3.2.4
The establishment phase will involve
minor activities as the reclamation site/ public filling area has been
established for similar activities.
Existing site offices have been established at the northern tip of the
site, wheel washing facilities are installed at the site exits, and temporary
trapezoidal drainage channels have been installed at the perimeter of the
reclaimed land within which surcharge mounds are stockpiled to enhance the soil
consolidation process on the reclaimed land.
The works during the establishment phase will mainly involve site
clearance activities, fabrication of machinery for the Construction and
Demolition Material Sorting Facility (C&DMSF) and steel structures for the
barging point, and realignment of the existing trapezoidal drainage channels to
fit the fill bank design as the stockpiling works proceed for controlling
potential water quality impact during the public fill stockpiling activities
which will commence from the southern side of the site.
Operational Phase
Fill Bank Design
3.2.5
Figure 3-3 presents a general layout
of the existing reclaimed land. Figure
3-4 presents the preliminary design of the fill bank showing the stockpiling
area, representative fill bank profile when it is fully completed, location of
the barging facility and C&DMSF and alignment of the temporary stormwater
drainage system to be constructed/ modified from the existing trapezoidal
drainage channels along the perimeter of the site. Figure 3-5 presents a
representative profile of the fill bank when it is about half completed
occupying the southern part of the site.
Figure 3-6 and Figure 3-7 show the corresponding north-south cross
section of the fill bank when it is fully and half completed, respectively. Figure 3-8 and Figure 3-9 present the
preliminary design of the C&DMSF and barging facility, respectively.
3.2.6
To accommodate a total quantity of 6
Mm3 public fill, the fill bank would need to be filled up to a
maximum height of approximately +35mPD (i.e. about 30m above ground). The fill
bank will be constructed platform-by-platform, with compaction and application
of adequate load on required areas. The
lateral pressure induced and the slope stability and other engineering factors
have been carefully considered by CED in the detailed design of the fill bank
profile and the implementation will be closely monitored by CED. Measures
including the provision of temporary intercepting drains, hydroseeding,
coloured geo-textile matting and/or water spraying would be applied for slope
protection and reduction of dust emissions.
The layout of the temporary intercepting drains at the stockpiling area
could be altered from time to time to suit the stockpiling sequence to
effectively divert stormwater collected to the trapezoidal channels provided
along the perimeter of the fill bank.
3.2.7
In view of the proximity of the
adjacent TVB Broadcast and Production Centre, a buffer zone of 100m would be
allowed between the edge of the stockpile and the boundary of the production
centre. Within this buffer zone, no
dusty material would be stockpiled and no loading/ unloading and similar
activities should be allowed. In
addition, the slope surface of the stockpile facing the production centre will
be protected to minimise any dust impact.
A buffer will also be provided between the stockpiling area and the
coastline along the eastern and southern side of the site, and between the
stockpiling area and the slope along the eastern boundary of the Clear Water
Bay Country Park.
3.2.8
Capacity of the fill bank would be
available in phases. The fill bank will
receive public fill at the southern part of the site commencing from mid
October 2002. From October 2002 to
December 2003 the available public fill stockpiling capacity will be limited to
about 2Mm3 at the southern part of the site. Upon the completion of the ongoing
reclamation works in end of 2003, the northern portion of the site will also be
made available for stockpiling of an additional quantity of 4Mm3
public fill.
3.2.9
The C&DMSF will occupy a site area
of about 2 hectares on the eastern side of the site. A minimum buffer distance
of 20m will be maintained between the C&DMSF and the waterfront. Oversized C&D materials received at the
fill bank by trucks or barges will be broken down into specified size
range. Imported materials that do not
require sorting (i.e. the materials are already sorted at the origins) could be
directly delivered to the stockpiling area after checking. Oversized material will be broken down into
specified size ranges. Limited quantity
of C&D waste separated from the public fill will be delivered offsite to
the nearby SENT landfill on a daily basis for disposal.
Fill Bank Operating
Hours
3.2.10
The proposed fill bank will be open to
the public from 8:00 a.m. to 9:00 p.m. daily except during the Chinese New Year
holidays, which is the same the operation hours of the public filling area
operated at TKO Area 137. This will provide a convenient outlet of public fill
for the construction industry and is considered as an important measure to
minimise the disposal of reusable fill material to landfill or illegal
dumping. The barging point and the
C&DMSF will be closed from 7:00p.m. to 8:00 a.m. daily and will prevent
potential visual impact on sensitive receivers from glare.
Truckload
Distribution by Time
3.2.11
Based on the truckload records in the
operation of the public filling area at TKO Area 137 provided by CED, the
truckload distribution by time for the operating hours in the operation from
January to December 2001 has been reviewed by the traffic consultant. As this distribution has demonstrated
consistency with records from past years, it is expected that the daily vehicle
arrival pattern at the proposed fill bank at the same site will be largely
similar in the future operation of the proposed fill bank.
Table 3‑1 Fill Bank Traffic Distribution by Time
|
Time
(hr)
|
Percentage of Daily Truckloads
|
|
0800
to 0900
|
|
|
0900
to 1000
|
10
|
|
1000
to 1100
|
12
|
|
1100
to 1200
|
16
|
|
1300
to 1400
|
9
|
|
1400
to 1500
|
12
|
|
1500
to 1600
|
11
|
|
1600
to 1700
|
10
|
|
1700
to 1800
|
8
|
|
1800
to 1900
|
4
|
|
1900
to 2000
|
2
|
|
2000
to 2100
|
< 0.5
|
|
Total
|
100
|
From these data, it is
expected that the vehicle flows before 9:00a.m. and after 6:00 p.m. in the
operation of the fill bank would be low.
These data is consistent with the anticipated working practice of the
construction industry.
Truckloads Estimation
3.2.12
In year 2000, the public filling
facilities operated in the territory receiving public fill were located in
Tseung Kwan O, Tuen Mun, Pak Shek Kok, Quarry Bay, Sai Ying Pun, Tung Chung and
Mui Wo. The total truckloads of public
fill received at these facilities were 944,962 during the year. Of which, the barging points at Quarry Bay
and Sai Ying Pun and the public filling area at Tuen Mun accounted for a total
of 266,469 truckloads. The remaining
678,493 truckloads were mainly handled by Pak Shek Kok and TKO Area 137. With the closure of Pak Shek Kok in mid
2002, it is reasonable to assume that this number of truckloads would need to
make use of the proposed fill bank at TKO Area 137 as the public fill outlet
from 2002 to 2004. Taking 360 operating
days per year, the average daily truckloads are calculated to be 1,885
vehicles/day. A similar review indicated that the total truckloads in 2001 were
1,011,826. Of which, the Sai Ying Pun
barging point, Quarry Bay barging point and Tuen Mun public filling area
received 319,789 truckloads. The
remaining truckloads were 692,037. Therefore, based on the 2001 data, the
average daily truckloads using the proposed fill bank at TKO Area 137 can be
estimated to be 1,923 vehicles/day.
3.2.13
With the above data, it is considered
conservative to assume that there will be an average of about 2,000 truckloads
per day using the proposed fill bank from 2002 to 2004.
Public Fill Intake by
Barges
3.2.14
Results from a joint survey undertaken
by CED and EPD between September 1999 and January 2000 revealed that inert
C&D material generated from Government/ Public Corporations’ contracts
generally constitute about half of the total inert C&D material produced. The findings are in line with that of the
survey conducted as part of the CED’s study “Review of the Public Filling
Strategy and Programme” (Mouchel, 1998).
3.2.15
To minimise the potential traffic and
environmental impact associated with the public fill delivery trucks going in
and out of the proposed fill bank using Wan Po Road, a barging facility will be
established onsite to allow public fill intake by barges as an alternative
route to land-based transportation of public fill via Wan Po Road. Through the trip-ticket system, truckloads
generated from Government/ Public Corporations’ contracts, except those
generated within Tseung Kwan O which are expected to be limited, will be
diverted away from Wan Po Road. This
will be achieved through designating the planned public filling barging point
at South East Kowloon (SEK) ex-Kai Tak Airport as the public fill tipping
location. As these contracts in Kowloon
and part of the New Territories will account for half of the supply of public
fill, this control measure will reduce the number of truckloads using Wan Po
Road from an average of about 2,000 truckloads per day to an average of 1,000
truckloads per day. This truckload
volume would be below the average of about 1,200 truckloads per day encountered
in the operation of the existing public filling area at TKO Area 137.
3.2.16
As presented in Section 3 and Section
4, taking into account possible daily fluctuation in truckloads due to, for
example, expedition of certain site formation works after wet season, in the assessment
of potential air quality and noise impact associated with the public fill
delivery trucks using the fill bank, a maximum daily truckload of 1,500
vehicles/day, or a maximum hourly truckloads of 240 per hour during the fill
bank peak, has been adopted in the study as a conservative approach.
Decommissioning Phase
3.2.17
Activities carried out during the
decommissioning phase will be the reverse of the operational phase. Stockpiled materials will be removed
commencing from the northern side of the fill bank to the southern end for
delivery to reclamation sites mainly by barges for reuse. To minimise the potential cumulative
environmental impact arising from the public fill delivery traffic, all public
fill removed from the fill bank will be by barges during the period when
decommissioning overlap with the operational phase (i.e. from January 2004 to
December 2004).
3.2.18
During the overlapping period of the
operation and decommissioning phases (from about January 2004 to December
2004), to avoid double handling, incoming trucks containing public fill that
meets the specified technical requirements and quality will be directed to the
barging point for transportation to reclamation sites without sorting/
stockpiling. Therefore, depending on
the public fill demand at the reclamation sites in 2004 and the incoming rate
of C&D material, public fill storage at the fill bank may gradually build
up and reach the maximum capacity of 6 Mm3 under the worst-case
situation in December 2004. The fill
bank will not receive further fill material by trucks or barges commencing from
January 2005.
3.2.19
Between January 2005 to December 2007,
use of barges in delivery of stockpiled public fill will also be maximised but
a land-based route will be retained to allow the effective delivery of fill
material to land-based project sites (e.g. earth filling project sites) and to
nearby construction sites in the area where public fill are demanded. This will avoid double handling of the
material by barges and trucks offsite.
At least 90% of stockpiled public fill is going to be transported off
the site by barges, leaving only 10% of material to be transported by
trucks. The maximum public fill
delivery truckloads of the fill bank will be controlled to 200 vehicles/day and
30 vehicles/hour during the decommissioning phase through agreeing the public
fill dispatch rate by trucks with the users of the public fill.
3.3
Do-Nothing Scenario
3.3.1
All existing public filling areas
operated in Tseung Kwan O, Pak Shek Kok, Tung Chung Development Phase 3A,
Jordan Road Reclamation phase III and Tuen Mun Area 38 Reclamation Stage 2
(except for the ongoing reclamation works in TKO Area 137 which may receive
further public fill) would be exhausted by October 2002. The new reclamation projects planned in 2002
through 2003 will not be able to absorb all public fill and it is expected that
there will be a significant shortfall in the public fill receiving
capacity. Without the proposed fill
bank at TKO Area 137 (i.e. the Do-Nothing Scenario), the large quantity of
reusable public fill generated by the construction industry may need to be
disposed of to landfills. As one of the
three strategic landfills in Hong Kong, it is inevitable that additional truck
traffic would be generated on Wan Po Road in the delivery of the C&D
material to the landfill. More
important environmental concerns would be associated with the handling and
disposal of biodegradable, non-inert municipal waste under the scenario of very
much reduced lifespan of the three landfills when the expensive landfill spaces
were extensively used for the disposal of inert C&D material.
4.1
Introduction
4.1.1
This section presents an air quality
impact assessment for the establishment, operation and decommissioning phases
of the proposed temporary fill bank at TKO Area 137.
4.1.2
Preparation of the site for the fill
bank operation will not require major construction activities. Existing site offices have been established
at the northern tip of the site, and temporary drainage channels have been
installed at the perimeter of the newly reclaimed land under CED’s Contract
“CV/97/01 Tseung Kwan O Port Development at Area 137 Stage 2 – Construction of
Seawalls and Reclamation”. Site
clearance activities, erection of the Construction and Demolition Material
Sorting Facility (C&DMSF), site offices, site fencing, etc. will only
require some minor earthmoving and excavation activities. The establishment phase is planned to
commence in early October 2002.
4.1.3
Operational phase of the fill bank
will involve transportation of public fill to the fill bank by trucks and
barges; loading and unloading activities; sorting of C&D material, crushing
and sorting of over-sized materials at the C&DMSF; stockpiling of public
fill at the fill bank. Significant dust
emission could be generated from these onsite activities, if unmitigated. Besides, potential offsite air quality
impact on Air Sensitive Receivers (ASRs) along Wan Po Road could result from
vehicular emissions associated with the public fill delivery trucks. The operation phase is planned to take place
from mid October 2002 to December 2004.
A total quantity of approximately 6 million cubic metres of public fill
will be stockpiled.
4.1.4
Decommissioning of the fill bank will
involve removal of the stockpiled material from the fill bank for
transportation to reclamation sites as they commence. Dust would be generated from excavation activities, handling and
loading of public fill to barges and trucks.
The decommissioning phase is planned to take place from January 2004 to
December 2007. In 2004, the
decommissioning phase will overlap with the operational phase but removal of
any stockpiled public fill will all by means of barges.
4.1.5
The assessment covers an area within
500m radius of the project site as for most local scale EIA studies, but have
also been extended to include other ASRs located along Wan Po Road in
accordance with the requirements of the EIA Study Brief (Section 3.5.1.2
refers). Figure 4-1 shows the area covered
within 500m radius of the project site and ASRs along Wan Po Road.
4.2
Assessment Criteria
4.2.1
The principal legislation regulating
air quality in Hong Kong is the Air
Pollution Control Ordinance (APCO) (Cap. 311). Air Quality Objectives (AQOs) are set for the whole territory
which specify statutory concentration limits for various criteria pollutants
and the maximum numbers of times allowed to exceed over a specified period of
time. The AQOs for Carbon Monoxide
(CO), Nitrogen Dioxide (NO2), Total Suspended Particulates (TSP) and
Respirable Suspended Particulates (RSP), which are relevant to the assessments,
are summarised in Table 4-1.
Table 4‑1 Hong Kong Air Quality Objectives (AQOs)
|
Pollutant
|
Pollutants Concentration (mg/m3)
|
|
|
Averaging Time
|
|
|
1 hour (i)
|
8 hours (ii)
|
24 hours (ii)
|
1 year (iii)
|
|
CO
|
30,000
|
10,000
|
N.A.
|
N.A.
|
|
NO2
|
300
|
N.A.
|
150
|
80
|
|
TSP
|
N.A.
|
N.A.
|
260
|
80
|
|
RSP
|
N.A.
|
N.A.
|
180
|
55
|
(i) Not to be exceeded more than 3 times per year;
(ii) Not to be exceeded more than once per year;
(iii) Arithmetic means;
N.B. Concentrations measured at 298 K and 101.325 kPa (one atmospheric
pressure).
4.2.2
In addition to the AQOs, EPD requires
under Annex 4 in the Technical Memorandum
on EIA Process (EIAO-TM) issued under the EIA Ordinance an hourly TSP limit
of 500mg/m3 for construction dust
impact assessment.
4.2.3
The Air Pollution Control (Construction Dust) Regulation came into
effect since 16 June 1997. Stockpiling
of dusty materials; loading, unloading or transfer of dusty materials; transfer
of dusty materials using a belt conveyor system; use of vehicles; debris
handling, excavation or earth moving, and site clearance, etc. are classified
as “Regulatory Work” under the Regulation.
A Schedule, which specifies dust control requirements for a variety of
construction activities, is included in the Regulation. The contractor carrying out a Regulatory
Work is required under the Regulation to ensure that the dust control measures
required under the Regulation are being implemented.
4.3
Study Area and Air Sensitive Receivers
4.3.1
TKO Area 137 located at the southern
end of Wan Po Road is a topographically flat site. Located along Wan Po Road include industrial uses (e.g. SENT
landfill and TKO Industrial Estate, etc.) in the southern side and residential
developments (e.g. Nan Fung Plaza, On Ning Garden, etc.) in the northern side of the road.
4.3.2
Representative ASRs situated within
the study area and along Wan Po Road have been identified according to the
criteria set out in Annex 12 of EIAO-TM through site inspection and review of
relevant landuse plans and programme of property development in the study area
obtained through liaison with Planning Department. Under the EIAO-TM, domestic premises, hotel, hostel, hospital,
clinic, nursery, temporary housing accommodation, school, education
institution, office, factory, shop, shopping centre, place of public worship,
library, court of law, supports stadium or performing arts centre are
classified as ASRs.
4.3.3
The ASRs of interest during the
establishment, operation and/or decommissioning phases of the fill bank are
summarised in Table 4-2. Distance of
the ASRs from the boundary of the fill bank is also shown in Table 4-2. It can be noted from these figures that most
of the ASRs are located at substantial distances away from the fill bank. For planned developments, the ASRs of
interest were identified by a comparison of the programme for establishment,
operation and decommissioning of the fill bank against the latest information
on the implementation programme of the planned developments.
4.3.4
A number of Representative Assessment
Points (RAPs – A1 through A18) have been selected to represent the identified
ASRs. With dust emissions from the
fill bank site and emissions of criteria pollutants from public fill delivery
trucks as the key study focus, the rationale of the assessments was to select
the worst affected RAPs located nearest to the fill bank site or along Wan Po
Road. Compliance of the AQOs at these
RAP located closest to the emission sources (i.e. the fill bank/ Wan Po Road)
will reveal that the potential air quality impact at ASRs situated at further
distance away from the sources will also be within acceptable levels. Locations of the RAPs are shown in Figure
4-2.
Table
4‑2 Air Sensitive
Receivers located within the 500m Study Area and along Wan Po Road
|
RAP
|
Location
of ASR
|
Distance from boundary of
|
P Represents Presence of ASRs
|
|
|
|
fill bank* (Approximate)
|
Establish-ment
|
Operation
|
Decommiss-ioning
|
|
ASR
located outside 500m radius of the fill bank site but along Wan Po Road
|
|
A1, A2
|
On Ning Garden
|
4.3 km
|
P
|
P
|
P
|
|
A3
|
Fung Ching Memorial Primary School
|
4.2 km
|
P
|
P
|
P
|
|
A4
|
Nan Fung Plaza
|
4.2 km
|
P
|
P
|
P
|
|
A5
|
Leung Sing Tak Primary School
|
4.1 km
|
P
|
P
|
P
|
|
A6
|
La Cité Noble and Maritime Bay
|
4.0 km
|
P
|
P
|
P
|
|
A7, A8
|
Oscar By the Sea in Area 51
|
3.2 km
|
P
|
P
|
P
|
|
A9
|
Wong’s Circuits (PTH) Ltd.**
|
1.4 km
|
P
|
P
|
P
|
|
A15
|
Two Planned Schools in Area 50***
|
3.3 km
|
|
|
P
|
|
A16
|
Planned School & Residential Development in Area 85***
|
2.0 km
|
|
|
P
|
|
A17, A18
|
Planned Residential Development and RTHK Site in Area 86***
|
1.5 km
|
|
|
P
|
|
ASR
located within 500m radius of the fill bank site
|
|
A10
|
Yang Hing Industrial Building
|
437m
|
P
|
P
|
P
|
|
A11 to A13
|
Planned TVB Broadcast and Production Centre
|
100m****
|
P
|
P
|
P
|
|
HAECO Component Overhaul Building
|
272m
|
P
|
P
|
P
|
|
A14
|
Exhibition Services & Logistics Centre
|
493m
|
P
|
P
|
P
|
|
|
|
|
|
|
|
* Shortest distance between the ASR and the
fill bank boundary;
** Selected RAP
location which also represents other existing/ planned industrial uses along Wan
Po Road at more than 500m from the fill bank boundary;
*** Initial
Phase of residential and school developments at Area 86 and Area 85 would not
be completed until 2006 according to information provided by Planning
Department;
**** As stated
in Para. 10.2.4 in the Project Profile, in view of the proximity of the
adjacent TVB Broadcast and Production Centre, a buffer zone of 100m would be
allowed between the edge of the stockpile and the boundary of the production
centre.
4.4
Baseline Air Quality
4.4.1
Existing emission sources affecting
the air quality within the study area are expected to be primarily open road
traffic emissions from major road carriageways. Other emission sources are located at the southern side of Wan Po
Road which include SENT landfill, industrial undertakings at TKO Industrial
Estate (TKOIE), and reclamation works at TKO Area 137 which would be completed
by end of 2003.
4.4.2
Hong Kong Science and Technology Parks
Corporation (HKSTPC) has advised that the maximum allowable daily diesel
consumption within the TKOIE is 56.6m3/day. Currently, Hong Kong Aero Engine Services
Co. Ltd. (HAECO) located at the southern side of the estate is the only diesel
fuel user within the estate. HAECO is
allowed a maximum of 4m3 of fossil fuel (0.5% sulphur content) per
day. Existing and future industrial
uses are encouraged by HKSTPC to use cleaner fuel (e.g. town gas) instead of
diesel fuel in their daily operation as far as practicable.
4.4.3
Quantitative assessment of air quality
impact requires consideration of the background air pollutant
contribution. Environmental Protection
Department (EPD) operates a network of Air Quality Monitoring Stations around
the territory for urban areas, industrial areas and rural/ new development
areas but none of these existing stations is located within the study
area. Air quality data monitored at
EPD’s monitoring station in Junk Bay were available up to year 1992 only when
the area was not yet fully developed into a new town.
4.4.4
With the rapid development of the TKO
District in recent years, it is considered that the air quality in the study
area would be similar to other urbanised areas in the territory. Table 4-3 presents the long-term (5-year)
averages of the most recent monitored air quality data obtained by EPD at a
number of urban areas, including Sham Shui Po, Central/ Western, and Kwun
Tong. Air quality measured in Kwun Tong
district would more represents a mixed residential/ industrial area. The air quality data obtained in Junk Bay in
1992 are also presented in the table for comparison. Based on the background air quality estimation approach presented
in EPD’s “Guidelines on Assessment the “TOTAL” Air Quality Impacts”, it
is considered that the average of these long-term air quality monitoring data
obtained at urban areas can give a sufficiently conservative estimation of the
background air quality in the study area.
4.4.5
As a prudent approach to the study, in
addition to the “monitoring-based” background air quality data, secondary
contributions of air pollutant emissions from the key pollution sources -
including background vehicular emissions and aerial industrial emissions from
the TKOIE covering a vast area along the full length (approximately 4950m) of
Wan Po Road have been incorporated in the air quality model so that the
potential cumulative air quality impact could be conservatively quantified for
comparison with the AQOs.
Table 4‑3 Long-term Average
(1996 to 2000) Air Quality Data obtained at EPD’s Air Quality Monitoring
Stations at Sham Shui Po, Central/ Western and Kwun Tong
|
Air
Pollutant
|
Long-term
(years 1996 to 2000) Average Air Pollutant Concentrations (mg/m3)
|
Average
Air Pollutant
Con.
(mg/m3)
– assumed
|
Average
pollutant Con. obtained in
|
|
|
Kwun
Tong
|
Sham Shui Po
|
Central/
Western
|
background
conc. in the study area
|
Junk
Bay in 1992 (for comparison)
|
|
SO2
|
17
|
18
|
17
|
17
|
11
|
|
NO2
|
71
|
65
|
53
|
63
|
24
|
|
CO
|
N/A
|
N/A
|
N/A
|
1110*
|
N/A
|
|
TSP
|
88
|
89
|
80
|
86
|
77
|
|
RSP
|
54
|
55
|
52
|
54
|
44
|
* As CO was not monitored at Kwun Tong,
Sham Shui Po and Central/ Western, the long-term average concentration
monitored at Mong Kok was adopted to represent the background CO concentration
in the study area.
4.5
Establishment Phase
4.5.1
Establishment phase of the fill bank is planned to
commence in early October 2002. It will involve primarily site clearance,
setting up of the C&DMSF, barging facility, site offices and installation
of planned environmental control measures, including:
![]()
Erection of site hoarding of at least 2.4m
high (from ground level) along the northern side of the site boundary except at
the site entrance/exit location;
![]()
Installation of vehicle wheel washing
facilities including a high pressure water jet provided at designated vehicle
exit points;
![*]()
Paving the designated main
haul roads with concrete, bituminous materials, hardcores or metal plates
4.5.2
For the fill bank operation, the
C&DMSF to be established will also be enclosed in a shelter and equipped
with proper dust filtration system (e.g. bag filters). The C&DMSF shall be designed to
facilitate the loading of fill material from public fill delivery trucks and
with minimised drop height. Buffer
storage areas at the C&DMSF shall be enclosed at least on three sides.
4.5.3
Transportation of limited construction
equipment, fabrication of machinery for the C&DMSF and barging facility,
and installation of the environmental control measures listed above are not
expected to give rise to any significant air quality impact. Site clearance and construction of the
stormwater system will only involve limited earthmoving and excavation
activities. Construction of temporary
stormwater drainage was estimated by CED to generate a total quantity of about
12,000m3 excavated material. It is anticipated that potential dust
impact can be effectively suppressed through implementation of the dust control
measures required under the Air Pollution
Control (Construction Dust) Regulation.
Working areas where excavation or earthmoving operation are carried out
shall be sprayed with water or a dust suppression chemical. Any stockpiling of excavated material shall
be covered by impervious sheeting or sprayed with water or a dust suppression
chemical.
4.5.4
As presented below, the quantitative
dust impact assessment carried out for the operation/ decommissioning phase
demonstrated that with the implementation of the dust control measures required
under the Regulation, the mitigated dust impact can be mitigated to acceptable
levels. As the scale of dusty activities involved in the establishment stage is
much less than the operational/decommissioning phase, when the standard
construction dust control/ mitigation measures are in place, unacceptable air
quality impact is not expected during the establishment phase of the fill bank.
4.6
Operational Phase
Introduction
4.6.1
During the operational phase of the
fill bank which will take place from mid October 2002 to end of 2004, the key
air pollutants of interest include dust emissions from the onsite activities,
as well as vehicular emissions from the vehicles using the fill bank travelling
along Wan Po Road.
4.6.2
As a proactive approach to minimise
potential vehicular emission impact arising from the vehicles using the
proposed fill bank, CED has planned to establish a barging facility at the
existing berthing face in the northern end of TKO Area 137 to allow public fill
to be transported to the site from a planned public filling barging point at
the runway of the ex-Kai Tak Airport.
By assigning the truckloads generated from Government/ Public
Corporation’s contracts in the Kowloon and part of the New Territories
Districts to the planned barging point at Kai Tak through the existing
trip-ticket system, this will allow the truckloads using the fill bank be
shared by the Kai Tak barging point. As
discussed in Section 3, with this measure, volume of public fill delivery
trucks travelling on Wan Po Road to the fill bank will be reduced from an
average of 2,000 vehicles/day to an average of 1,000 vehicles/day.
4.6.3
In order to cater for possible daily
fluctuation in truckloads, the air quality impact assessment has accounted for
a maximum daily truckload of 1,500 vehicles/day, or 240 vehicles/hour during
the fill bank peak hour as the worst-case scenario. Based on the past records on truckloads in the operation of the
public filling facilities in the territory, it is considered that applying a
50% margin to the average volume of truckloads travelling in and out the fill
bank on Wan Po Road would represent a conservative approach to the assessment.
Control Measures for Mitigating Fugitive Dust Emissions
4.6.4
Any works that involve the stockpiling
of dusty materials are regulated under the Air
Pollution Control (Construction Dust) Regulation as regulatory work. In accordance with the requirements of the Air Pollution Control (Construction Dust)
Regulation, sufficient dust control/ mitigation measures shall be
implemented to ensure full protection of the nearby ASRs. The dust control measures that are
considered to be particularly relevant to the operation (and decommissioning)
of the fill bank are summarised below.
4.6.5
It is expected that dust emission from
truck movement on haul roads would be the major source of potential dust impact
during the operational phase of the fill bank, as other emission sources such
as material handling at the stockpiling area, barging point and C&DMSF are
located at much further distance away from the ASRs.
Site Haul Road
4.6.6
Public fill delivery trucks entering/
leaving TKO Area 137 shall be required to follow the planned main haul route
that is covered with concrete, bituminous materials, hardcores or metal
plates. The main haul route provided
for regular transport of public fill from the barging point to the C&DMSF
shall also be constructed with similar material to minimise dust emissions. The buffer distance between the designated
haul roads and the nearest ASRs shall be maximised. Figure 4A in Appendix 4-1 shows the indicative alignment of the
main truck haul roads during the operational phase of the fill bank. Water lorries and/or road sweepers shall be
provided and used in dust suppression.
Truck speed shall be controlled to within 10km/hr. Truck drivers using the fill bank should be
checked to have a valid dumping licence.
Loading/
unloading of Public Fill
4.6.7
All dusty fill material shall be
sprayed with water or a dust suppression chemical prior to loading, unloading
or transfer (transfer of fill material between trucks, barges, C&DMSF and
the stockpiles) so as to maintain the fill material wet, except for situations
where the moisture content of the dusty material is a matter of concern. Frequent water (at least three times per
day) of the worksites with active dusty operations is recommended. The frequency shall be increased when the
weather is dry.
4.6.8
Loading of public fill delivered by
barges to the site shall be sprayed with water at the material landing point to
minimize dust emission. The public fill
is expected to be dampen when the material is first loaded from trucks to the
barges at the public filling barging point.
Therefore, any mist spraying applied should only dampen the dusty material
and overwatering should be avoided.
4.6.9
The machinery of the C&DMSF shall
be fully enclosed and provided with proper dust filtration system to alleviate
dust emission. The C&DMSF shall
also be designed to facilitate the loading of fill material from public fill
delivery trucks with minimized drop height.
At the C&DMSF, temporary storage of dusty material shall be sprayed
with water and the storage area shall be at least enclosed on three sides. Storage time of pre-sorted and sorted
materials and waste should be minimised.
Over-sized material subject to crushing shall also be sprayed with water
before being crushed to minimize dust emission.
Site Entrance/ Exit
4.6.10
Vehicle washing facilities including
high pressure water jet installed at the existing exit shall be maintained and
operated by designated staff to ensure that these dust control measures are
being used. Before leaving the fill
bank site, every vehicle shall be washed to remove any dusty materials from its
body and wheels.
4.6.11
It is a requirement under the Air
Pollution Control (Construction Dust) Regulation that trucks carrying dusty
materials should be properly covered when they leave construction sites.
Through the dumping licence requirements, CED will also require the truck
drivers using the fill bank to have their dusty load covered with suitable
impervious sheeting. Otherwise, the
truck drivers would be refused from using the fill bank. Through this administrative approach,
potential dust impact from the truckloads will be controlled. After the trucks enter to the fill bank
site, the dusty load shall be sprayed with water once the impervious sheeting
covering the load is removed.
Stockpiling of Public Fill
4.6.12
A buffer zone of at least 100m shall
be maintained between the edge of the public fill stockpiling area and the
nearest ASRs at the TKO Industrial Estate.
Within the buffer zone, no dusty material shall be stockpiled and no
loading/ unloading and similar activities should be allowed. Stockpiling activities at the fill bank shall
be administrated by the contractor with care in proper manner to minimise dust
emissions from loading/ unloading activities and wind erosion.
4.6.13
Public fill at the stockpiling area
should be handled with care in proper manner that would not result in segregation,
deterioration, erosion or instability of the material, especially for the
stockpiling surface facing to the north of the site.
4.6.14
The portions of site and stockpiling
height allocated and allowed by the project engineers for stockpiling of public
fill shall be followed in the daily operation of the fill bank. Temporary slope surfaces shall be covered
with tarpaulin sheet or other impermeable sheeting, sprayed with water or a
dust suppression chemical, or protected by other methods approved by CED. The amount of mist spraying should be just
enough to dampen the material surface without over-watering, which could result
in unnecessary surface water runoff.
Final slope surfaces, especially those facing to the north of the site,
shall be treated by compaction, followed by hydroseeding, vegetation planting
or sealing with shotconcrete, latex, vinyl, bitumen, or other suitable surface
stabiliser approved by CED to prevent the washing away of stockpiled material.
Transfer of Fill Material
with Belt Conveyor System
4.6.15
Belt conveyor systems used for
transfer of fill material at the C&DMSF shall be enclosed on top and 2
sides as illustrated in Figure 3-8.
Every transfer point between any two conveyors shall be totally enclosed.
4.6.16
An effective belt scraper or
equivalent device shall be installed at the head pulley of every belt conveyor
to dislodge fine particles that may adhere to the belt surface, and to reduce
carrying back of fine particles on the return belt. The belt scraper or equivalent device shall be equipped with
bottom plates or other similar means to prevent falling of material from the
return belt. Every stockpiling belt
conveyor shall be provided with a mechanism to adjust its level such that the
vertical distance between the belt conveyor and the material landing point is
maintained at no more than 1m. Dusty
material loaded from a belt conveyor outlet to stockpiles, storage bins,
trucks, barges and other open areas shall be sprayed with water or a dust
suppression chemical.
General Site Management
4.6.17
Appropriate working methods should be
devised and arranged to minimise dust emissions and to ensure any installed air
pollution control system and measures are operated and/or implemented in
accordance with their design merits. In
the event of malfunctioning of any control system or equipment, the relevant
dusty activities shall stop until the relevant control system or equipment are
restored to proper functioning.
4.6.18
Frequent mist spraying should be
applied on dusty areas. The frequency
of spraying required will depend upon local meteorological conditions such as
rainfall, temperature, wind speed and humidity. The amount of mist spraying should be just enough to dampen the
material without over-watering, which could result in unnecessary surface water
runoff.
Dust Emission Impact Assessment
Major Dust
Emission Sources from the Fill Bank Operation
4.6.19
Major source of dust emissions
associated with the operation of fill bank was identified to be truck movement
on haul roads within the site. Other
dust emission sources onsite in the operation of the fill bank will include
material handling, wind erosion and crushing activities at the C&DMSF. Among these sources, truck movement on haul
roads is identified to be the major source of dust impact. The mitigated dust emission rates of these
key dusty activities were established based on the typical emission factors
reported in the Compilation of Air
Pollutant Emission Factors (AP-42) 5th Edition published by U.S. Environmental Protection Agency (USEPA).
![*]()
Truck Movement of Haul Roads – Truck movement on designated haul
roads and within the stockpiling area was identified to be the major source of
dust emissions, though the effect has been minimised through provision of an
alternative marine-based transportation route of public fill (see Section
4.6.2). Emission rates have been
calculated by making reference to Section 13.2.2 of USEPA AP-42 taking into
account the parameters including worst-case number of truckloads, mean vehicle
weight, surface material silt content, surface material moisture content and
vehicle speed.
![]()
Fill
Material Handling – Public fill will be delivered to TKO Area 137 by barges
and trucks. Dust emissions will be
generated from loading/ unloading activities, including the unloading of over-sized
material from trucks to the inlet of the C&DMSF, unloading of fill material
from barges, loading of fill material to trucks for stockpiling. Emission rates associated with the material
handling have been calculated by making reference to Section 13.2.4 of USEPA
AP-42 taking into account factors including the number of loading/ unloading
operation, maximum numbers of truckload, mean wind speed, material moisture
content.
![]()
Wind
Erosion from Fill Material Stockpile – Dust emissions from the public fill
stockpiling area has been estimated based on the maximum stockpiling area
available at the fill bank by making reference to Section 11.9 of the USEPA
AP-42.
![]()
Oversized Material Crushing and Sorting/ Screening at the C&DMSF – Dust
emissions from crushing of over-sized material and sorting/ screening at the
C&DMSF have been estimated by making reference to Section 11.19.2 of the
USEPA AP-42 with consideration of C&D material handling rate.
4.6.20
Spreadsheets presenting the
calculation of dust emission rates for each of these activities are given in
Appendix 4-1. References for the input
parameters are also shown in the spreadsheets.
Other Major Dust Emission
Sources
4.6.21
As described in Section 3, stockpiling
of public fill will commence from the southern side of the site when the
northern part of the site is occupied by the existing contract “Tseung Kwan O
Port Development at Area 137 Stage 2 – Construction of Seawalls and
Reclamation”. Potential cumulative dust
impact could arise from material handling associated with the on-going
reclamation activities. The contractor carrying out the current reclamation
works is required to provide sufficient air quality control measures.
4.6.22
SENT landfill is situated to the
north-east of Area 137. Potential
cumulative dust impact could be generated from concurrent operation of the SENT
landfill. Major dust contribution from
SENT is expected to arise from trucks movement on the designated haul routes. Truckload data associated with the operation
of the SENT landfill have been obtained from EPD for estimation of dust
emission rates. These key dust emission
sources associated with the operation of the SENT landfill have been
incorporated into the same air quality model for evaluation of cumulative dust
impact. Calculation of the dust
emission rates associated with the SENT landfill operation is presented in
Appendix 4-1.
4.6.23
TKO Area 137 has been planned for
longer-term industrial uses commencing from mid/ late 2007. To make the site available for roads and
other servicing construction, as shown in the programme presented in Section 3,
decommissioning of the fill bank would commence from January 2004. Early removal of the public fill will also
allow a steady and reliable supply of processed public fill of required quality
and specification for reclamation projects that have commenced in 2004. During
the operation-decommissioning overlapping period, to avoid double handling,
incoming trucks containing public fill that meets the specified technical
requirements and quality will be directed to the barging point for
transportation by barges to reclamation sties without sorting/ stockpiling at
the fill bank. Depending on the demand
on public fill and quality of the material delivered by the incoming trucks,
sorted material may also be removed from the fill bank for delivery to
reclamation by barges. During the
operation-decommissioning overlapping period, all public fill removed from the
fill bank will only be delivered by barges and no trucks will be used to avoid
generation of additional traffic. This
requirement will be implemented by CED through entering relevant clauses into
the Technical Specification of the Contract Document for the contractor to
follow. The Contractor will also be
under supervision of CED.
Assessment Scenarios
1 and 2
4.6.24
Two worst-case assessment scenarios
were identified for the dust emission impact assessment, as follows:
![]()
Scenario
1 (from mid October 2002 to Dec. 2003) - assessed the dust impact from fill
bank portion established at the southern side of the site in the presence of
concurrent activities under the reclamation works at the north carried out
under CED’s Contract “CV/97/01 Tseung Kwan O Port Deveopment at Area 137 Stage
2 – Construction of Seawalls and Reclamation”, and operation of the SENT
landfill;
![]()
Scenario
2 (from approx. January 2004 to December 2004) - assessed the dust impact
from the fill bank operation when the fill bank operation proceed to the
northern side of the site, with consideration of potential cumulative dust
impact from concurrent decommissioning of the fill bank and operation of SENT
landfill. Transportation of stockpiled
material off the fill bank will be by means of barges.
Operating Hours
4.6.25
To provide a convenient outlet for
public fill to meet the need of the construction industry, operating hours of
the fill bank is planned from 8:00 a.m. to 9:00 p.m. daily, which is similar to
the existing public filling area at TKO Area 137. Therefore, in the air quality model for both Scenarios 1 and 2,
dusty construction activities were assumed to take place continuously
throughout the operating hours to simulate the worst-case scenarios. Based on the truckload records of the
existing public filling area, incoming truck numbers and activities level at
the fill bank are expected to be low before 9:00 a.m. and after 6:00p.m.
4.6.26
In additional to the two concurrent
work activities Scenarios 1 and 2, for the prediction of the maximum one-hour
and daily average particulate concentrations for comparison with 1-hour TSP
criteria and 24-hour TSP AQOs, dust emission rates have been calculated for 2
further scenarios based on different dust emission levels:
(a)
Dust emissions from movements of
public fill delivery trucks (the worst-case estimate of 1,500 vehicles/day)
from Wan Po Road, as well as dust emission from movements of trucks within the
site in transportation of public fill received by barges to the C&DMSF and
the stockpiling area. The modelled
maximum 1-hour TSP and 24-hour average TSP concentrations for the daily
averaged situation were compared with the 1-hour and 24-hour TSP criteria,
respectively; and
(b)
Dust emissions from movements of
public fill delivery trucks (the worst-case estimate of 240 vehicles/hour
during the fill bank peak) from Wan Po Road, as well as dust emission from movements
of trucks within the site in transportation of public fill received by barges
to the C&DMSF and the stockpiling area.
The modelled maximum 1-hour TSP concentrations for the fill bank peak
hour were compared with the 1-hour TSP criteria.
4.6.27
The scenarios considered give a
combination of assessment situations.
These are summarised in Table 4-4 below. Maximum 1-hour and 24-hour average TSP concentrations were
calculated from the air quality model for scenarios 1(a) and 2(a); and maximum
1-hour average TSP concentrations were calculated from the model for scenario
1(b) and 2(b).
Table
4‑4 Summary on Scenarios considered in the
Dust Emission Impact Assessment
|
|
Scenario (a) –
average dust emission rate calculated based on 1,500 vehicles/day
|
Scenario (b) –
maximum 1-hour dust emission rate calculated based on 240 vehicles/hour at
the fill bank peak
|
|
Scenario 1 –
with concurrent reclamation activities in the northern part of the site
|
Scenario 1(a)
|
Scenario 1(b)
|
|
Scenario 2 –
with concurrent activities for decommissioning of the fill bank
|
Scenario 2(a)
|
Scenario 2(b)
|
Dust Emission
Modelling
4.6.28
Potential dust impact associated with
the operation of the fill bank at the ASRs has been assessed using the air
quality model Fugitive Dust Model
(FDM). The model was particularly developed to model fugitive dust emissions
and is well accepted by HKEPD and USEPA for this purpose. The model was developed based on the widely
used Gaussian plume formulae for estimation of pollutant concentrations but has
been adapted to incorporate a gradient-transfer deposition algorithm which
accounts for the settling out of dust particles, and to include the wind
dependent factor on dust emission rates.
The model was designed to predict fugitive dust dispersion from point,
line, area and volume sources.
4.6.29
The following relevant meteorological
data of the year 2000 were obtained from Hong Kong Observatory and used in the
air quality modelling study. Parameters used include:
![]()
Hourly wind direction and speed, air
temperature together with atmospheric Pasquill stability class obtained at
Tseung Kwan O Automatic Weather Station;
![]()
Daily morning and maximum mixing heights
based on the radiosonde ascent at King’s Park; and
![]()
Hourly total sky cover, cloud amount and
cloud based height of the 1st - 4th layers observed at the Hong Kong
International Airport in Chep Lap Kok.
4.6.30
The fill bank will only be in
operation from 8:00 a.m. to 9:00 p.m. daily.
In the air quality model, it was therefore assumed that dusty
construction activities would be restricted to that time period. For prediction of the 1-hour and daily
average TSP concentrations for comparison with the AQOs, the hourly
meteorological conditions for the full operating hours 0800 to 2100 were considered.
Air Sensitive
Receivers
4.6.31
To capture the worst-case situations,
representative air sensitive receivers located in close proximity to the
worksite at different directions were selected. Figure 4-2c shows the locations of the selected RAPs A10 to
A14. The ASRs represented by these RAPs
are described in Table 4-2. As these ASRs are located nearest to the fill bank,
it is expected that should the TSP concentrations at these worst affected RAPs
be controlled to within acceptable levels, dust impact on other ASRs located at
further distance away from the project site will also be within acceptable
levels. TSP concentrations were
predicted at the RAPs at 1.5m, 6.5m, 10.5m, 18.5m and 22.5m above ground.
4.6.32
Maximum 1-hour and daily average TSP
concentrations were predicted at the RAPs based on the maximum daily truckloads
of 1,500 vehicles/day for comparison with the 1-hour TSP concentration of 500mg/m3 recommended by EPD and the 24-hours TSP AQO. For the fill bank peak hour, the maximum
1-hour TSP concentrations at the RAPs were also predicted based on the maximum
hourly truckloads of 240 vehicles/hour at 11:00a.m. to 12:00.
Assessment
Results
4.6.33
The mitigated 1-hour TSP
concentrations and the 24-hour average TSP concentrations, including the
background TSP concentration, predicted from the dust emission rates calculated
based on the daily truckload of 1,500 vehicles/day (i.e. Scenario 1(a) and
2(a)) are presented in Table 4-5 and Table 4-6. Table 4-7 presents the mitigated maximum
1-hour TSP concentrations modelled based on the maximum truckload of 240 veh/hr
at the fill bank peak hour (i.e. Scenario 1(b) and 2(b)) including the
background TSP concentration. As
expected, the maximum 1-hour TSP concentrations during the fill bank peak hour
would be higher than that predicted based on the averaged daily situation.
Typical FDM result files are presented in Appendix 4-2 for reference.
4.6.34
Figure 4-3 presents the worst-case
maximum 1-hour TSP levels at 1.5m above ground in the vicinity of the site
predicted by the air quality model for the peak hour situation under Scenario
2, which is slightly higher than the concentrations predicted for Scenario
1. Figure 4-4 presents the 24-hour TSP
concentrations predicted accordingly.
The background TSP concentration has been incorporated into the
contours.
4.6.35
The modelling
results revealed that with the implementation of the recommended dust
mitigation measures that are required under the Air Pollution Control
(Construction Dust) Regulation, the mitigated dust
levels at the ASRs would fully comply with the 1-hour and 24-hour TSP criteria.
The higher 1-hour TSP concentrations predicted during the fill bank peak hour
indicated that the extent of dust control should be particularly increased
during the fill bank peak hour when dust emission from truck movement is
expected to be higher.
Table 4‑5 Maximum 1-hour TSP
Concentration predicted at the RAPs (Scenario 1(a) and 2(a))
|
|
Predicted Maximum 1-hour
TSP conc. (mg/m3) at various heights above
ground
|
|
RAP
|
1.5m
|
6.5m
|
10.5m
|
18.5m
|
22.5m
|
|
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
|
A10
|
305
|
305
|
246
|
246
|
210
|
210
|
188
|
191
|
181
|
185
|
|
A11
|
328
|
328
|
254
|
254
|
211
|
211
|
190
|
194
|
184
|
188
|
|
A12
|
303
|
303
|
267
|
273
|
255
|
260
|
232
|
237
|
223
|
227
|
|
A13
|
226
|
250
|
219
|
243
|
214
|
236
|
201
|
220
|
195
|
212
|
|
A14
|
157
|
168
|
152
|
162
|
147
|
156
|
139
|
146
|
135
|
141
|
S1 –
Scenario 1; S2 – Scenario 2.
Table 4‑6 24-hour Average TSP
Concentrations predicted at the RAPs (Scenario 1(a) and 2(a))
|
|
Predicted Maximum 24-hour TSP conc. (mg/m3)
at various heights above ground
|
|
RAP
|
1.5m
|
6.5m
|
10.5m
|
18.5m
|
22.5m
|
|
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
|
A10
|
147
|
148
|
130
|
131
|
124
|
125
|
119
|
121
|
117
|
119
|
|
A11
|
150
|
151
|
132
|
133
|
125
|
127
|
120
|
123
|
118
|
121
|
|
A12
|
152
|
154
|
140
|
145
|
137
|
141
|
132
|
136
|
129
|
133
|
|
A13
|
130
|
141
|
127
|
138
|
125
|
135
|
121
|
130
|
120
|
128
|
|
A14
|
102
|
104
|
101
|
103
|
100
|
103
|
100
|
102
|
99
|
101
|
S1 – Scenario 1; S2 – Scenario 2.
Table 4‑7 Maximum 1-hour TSP Concentrations
predicted at the RAPs (Scenario 1(b) and 2(b))
|
|
Predicted Maximum 1-hour TSP conc. (mg/m3)
at various heights above ground
|
|
RAP
|
1.5m
|
6.5m
|
10.5m
|
18.5m
|
22.5m
|
|
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
S1
|
S2
|
|
A10
|
432
|
432
|
335
|
335
|
277
|
277
|
206
|
209
|
195
|
199
|
|
A11
|
470
|
470
|
350
|
350
|
279
|
279
|
205
|
210
|
196
|
201
|
|
A12
|
437
|
437
|
332
|
332
|
278
|
284
|
244
|
249
|
231
|
236
|
|
A13
|
314
|
314
|
257
|
257
|
224
|
246
|
207
|
226
|
200
|
217
|
|
A14
|
178
|
188
|
170
|
179
|
164
|
172
|
152
|
159
|
147
|
153
|
S1 – Scenario 1; S2 – Scenario 2.
Vehicular Emission Impact Assessment
Introduction
4.6.36
This section assesses the potential
air quality impact arising from the fill bank in respect of vehicular emissions
generated from public fill delivery trucks on ASRs along Wan Po Road. The key criteria pollutants of interest
include nitrogen dioxide (NO2) and Respirable Suspended Particulate
(RSP). Carbon Monoxide (CO) is less
critical given the relatively lower emission factor and much higher acceptable
value of AQO.
4.6.37
As discussed in Section 3, CED has
planned to establish a barging facility at TKO Area 137 to allow public fill to
be transported to the site from the temporary Kai Tak barging point. With this measure, volume of public fill
delivery trucks travelling on Wan Po Road to the fill bank will be reduced from
an average of 2,000 vehicles/day to an average of 1,000 vehicles/day. Besides, in order to cater for possible
daily fluctuation in truckloads, the vehicular emission impact assessment has
accounted for a maximum daily truckload of 1,500 vehicles/day, or 240
vehicles/hour during the fill bank peak hour as the worst-case scenario.
4.6.38
Potential cumulative air quality
impact due to concurrent emissions from the background traffic and aerial
industrial sources have been considered in the study.
4.6.39
The assessment results will confirm
whether the potential air quality impact from the fill bank operation will be within
acceptable levels in the presence of other existing air pollutant
emissions. The Air Quality Objectives
established in Hong Kong were used as the assessment criteria.
Assessment
Methodology
Air Quality Modelling
4.6.40
Potential vehicular emission from open
road traffic has been assessed with the air quality model CALINE4. The model is a
line source model developed by the California
Department of Transport. It was
developed based on the Gaussian diffusion formulae and a mixing zone concept in
predicting dispersion of pollutants emitted from road carriageways. Based on
Section 3.7 in EPD’s “Guidelines on Choice of Models and Model Parameters”,
Discrete Parcel Method (DPM) of CALINE4 has been used to compute NO2
concentrations in the assessment. In the model, it was assumed that the NO2
reactions take place with parcels. The reaction rates were assumed to be
governed by the initial concentrations of NO, NO2, and O3. An O3 level of 64mg/m3, i.e. ~0.03ppm (taken from Air Quality 1999, Kwun
Tong monitoring station, maximum daily hourly value) has been used.
Emission Factors
4.6.41
The fill bank is planned to be in
operation from mid October 2002 to end of 2004. As a conservative approach to
the study, year 2002 fleet average emission factors for vehicular pollutants
provided by DEP have been used with worst-case representative 2004 traffic
forecast data in the modelling study.
Table 4-8 presents the 2002 vehicular emission factors of NOx
and RSP for passenger cars, buses and heavy diesel vehicles.
Table
4‑8 2002 Vehicular Emission Factors
|
Vehicle Type
|
Emission Factor (mg/km)
|
|
|
NOx
|
RSP
|
|
Passenger Car (Petrol) (PC)
|
1.06
|
0.03
|
|
Light Goods Vehicle (LGV)
|
1.58
|
0.31
|
|
Heavy Goods Vehicle (HGV)
|
6.52
|
1.11
|
|
Buses, Public Light Bus
and Non-franchised Bus (modelled as Franchised Bus Double Deck (FBDD))
|
10.95
|
1.23
|
The following assumptions were adopted
throughout the study:
i.
NOx
is a mixture of NO and NO2; and
ii.
The
proportion of RSP in the vehicular emission is assumed to be 100% of the
particulate matter which is, in general, less than 10 mm in the aerodynamic diameter.
Meteorological Conditions
4.6.42
Pasquill Stability Class D with a wind
speed of 1m/s has been adopted in the CALINE4 modelling to simulate the
worst-case meteorological conditions.
The ambient temperature was assumed to be 25.5 degree Celsius. The average mixing height was taken as 500m
according to monitoring data obtained from King’s Park. Wind direction standard deviation of 18
degree was assumed. The aerodynamic
roughness coefficient was set at 175cm.
Traffic Forecast
4.6.43
Truckload records gained from the
operation of the public filling area at TKO Area 137 showed that volume of
public fill delivery trucks is expected to be low before 9:00 a.m. and after
6:00 p.m. in the daily operation of the fill bank. The truck arrival distribution pattern presented in Table 3-1
illustrates that the fill bank operation peak hour is at 11:00 to 12:00
hour.
4.6.44
Taking into account the traffic
generated by the nearby landuses, worst-case representative traffic forecast
for the year 2004 was prepared by the Project Traffic Consultant. Table 4-9 through Table 4-11 present the
representative 2004 A.M., fill bank peak hour and P.M. peak hour traffic
volumes, percentage of passenger cars, light good vehicles, and heavy good
vehicles as well as buses/coaches, and the estimated number of vehicles using
the fill bank during these time periods. The overlapping of the decommissioning
phase and the operational phase will not affect the traffic forecast, as all
public fill removed from the fill bank during the overlapping period will be
transported by barges. The road
sections (labelled A through AA) considered in the vehicular emission
assessments are illustrated in Figure 4-5.
Table 4‑9 Year 2004 A.M. Peak
Hour Traffic Flows
|
Label
|
Traffic Volume (veh/hr)*
|
Public Fill Delivery
Trucks (Veh/hr)
|
% of Passenger Car
|
% of LGV
|
% of HGV**
|
% of Buses, Coaches, and
PLB
|
|
A
|
2345
|
40
|
60%
|
7%
|
14%
|
18%
|
|
B
|
3125
|
40
|
57%
|
6%
|
13%
|
23%
|
|
C
|
690
|
0
|
63%
|
7%
|
5%
|
25%
|
|
D
|
965
|
0
|
70%
|
8%
|
3%
|
18%
|
|
E
|
1630
|
45
|
64%
|
7%
|
19%
|
10%
|
|
F
|
1030
|
40
|
57%
|
8%
|
26%
|
9%
|
|
G
|
900
|
0
|
64%
|
5%
|
11%
|
19%
|
|
H
|
1215
|
5
|
61%
|
9%
|
11%
|
19%
|
|
I
|
705
|
5
|
51%
|
8%
|
9%
|
31%
|
|
J
|
2000
|
5
|
66%
|
6%
|
6%
|
22%
|
|
K
|
215
|
5
|
48%
|
4%
|
11%
|
37%
|
|
L
|
490
|
0
|
55%
|
16%
|
9%
|
20%
|
|
M
|
1080
|
5
|
71%
|
7%
|
6%
|
16%
|
|
N
|
655
|
45
|
25%
|
8%
|
42%
|
24%
|
|
O
|
750
|
40
|
62%
|
6%
|
27%
|
5%
|
|
P
|
1190
|
5
|
69%
|
11%
|
12%
|
8%
|
|
Q
|
780
|
5
|
63%
|
6%
|
11%
|
20%
|
|
R
|
1280
|
55
|
48%
|
5%
|
24%
|
22%
|
|
S
|
1365
|
55
|
62%
|
8%
|
22%
|
8%
|
|
T
|
1285
|
10
|
69%
|
11%
|
12%
|
8%
|
|
U
|
1060
|
5
|
64%
|
6%
|
10%
|
20%
|
|
V
|
135
|
85
|
7%
|
1%
|
89%
|
2%
|
|
W
|
155
|
85
|
14%
|
3%
|
81%
|
2%
|
|
X
|
625
|
5
|
72%
|
2%
|
6%
|
20%
|
|
Y
|
620
|
15
|
60%
|
11%
|
16%
|
13%
|
|
Z
|
280
|
0
|
43%
|
12%
|
26%
|
19%
|
|
AA
|
975
|
0
|
90%
|
6%
|
4%
|
1%
|
*Volume of public fill delivery trucks included in the traffic
flows;
**Volume of public fill delivery trucks included in the % of HGV.
Table
4‑10 Year 2004 Fill Bank
Peak Hour Traffic Flows
|
Label
|
Traffic Volume (veh/hr)*
|
Public Fill Delivery
Trucks (Veh/hr)
|
% of Passenger Car
|
% of LGV
|
% of HGV**
|
% of Buses, Coaches, and
PLB
|
|
A
|
1540
|
110
|
41%
|
13%
|
38%
|
9%
|
|
B
|
1995
|
110
|
44%
|
13%
|
33%
|
10%
|
|
C
|
580
|
0
|
64%
|
17%
|
15%
|
4%
|
|
D
|
745
|
0
|
57%
|
19%
|
20%
|
4%
|
|
E
|
1000
|
130
|
35%
|
10%
|
52%
|
3%
|
|
F
|
710
|
110
|
23%
|
11%
|
64%
|
2%
|
|
G
|
740
|
0
|
50%
|
17%
|
13%
|
20%
|
|
H
|
785
|
20
|
45%
|
17%
|
22%
|
16%
|
|
I
|
645
|
10
|
50%
|
8%
|
11%
|
31%
|
|
J
|
1155
|
10
|
65%
|
6%
|
8%
|
22%
|
|
K
|
215
|
10
|
46%
|
3%
|
16%
|
35%
|
|
L
|
470
|
0
|
55%
|
16%
|
9%
|
20%
|
|
M
|
635
|
10
|
70%
|
7%
|
8%
|
15%
|
|
N
|
620
|
130
|
20%
|
13%
|
65%
|
2%
|
|
O
|
570
|
110
|
21%
|
13%
|
64%
|
3%
|
|
P
|
775
|
15
|
48%
|
14%
|
22%
|
16%
|
|
Q
|
560
|
15
|
44%
|
11%
|
31%
|
14%
|
|
R
|
1145
|
155
|
27%
|
16%
|
50%
|
7%
|
|
S
|
1130
|
155
|
25%
|
15%
|
57%
|
3%
|
|
T
|
860
|
25
|
48%
|
13%
|
20%
|
19%
|
|
U
|
745
|
5
|
45%
|
12%
|
33%
|
10%
|
|
V
|
275
|
240
|
2%
|
0%
|
97%
|
0%
|
|
W
|
290
|
240
|
5%
|
1%
|
94%
|
0%
|
|
X
|
525
|
25
|
35%
|
20%
|
32%
|
13%
|
|
Y
|
560
|
45
|
28%
|
18%
|
29%
|
25%
|
|
Z
|
140
|
0
|
38%
|
7%
|
54%
|
1%
|
|
AA
|
380
|
0
|
59%
|
4%
|
32%
|
5%
|
*Volume of public fill delivery trucks included in the traffic
flows;
**Volume of public fill delivery trucks included in the % of HGV.
Table
4‑11 Year 2004 P.M. Peak
Hour Traffic Flows
|
Label
|
Traffic Volume (veh/hr)*
|
Public Fill Delivery
Trucks (Veh/hr)
|
% of Passenger Car
|
% of LGV
|
% of HGV**
|
% of Buses, Coaches, and
PLB
|
|
A
|
3000
|
55
|
56%
|
12%
|
12%
|
21%
|
|
B
|
2450
|
55
|
55%
|
|
